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by
Shri K.K.BAJPAYEE
Adviser (Signal),
Railway Board
Railway Signalling systems world over are provided not only to make optimum use
of the existing line capacity , but also to provide safe train operation by reducing
human dependence. Now in the 21st century , modern signalling systems provide an
answer for a reliable, safe and viable train operations. Large scale induction of modern
signalling systems for train control are expected to pave the way for higher levels of
speed, safety and passenger comforts in train operations. It is expected that important
routes on IR will be equipped with ATP system or its variants like ATC, ETCS etc
during the next decade or so. These routes will be worked on automatic block signalling
system with majority of the stations equipped with solid state interlockings. This
paper briefly outlines various safety related signalling systems, which play a
significant role in safe, speedier and efficient train operation.
1. INTRODUCTION
1.1 Railways started in India with the first historical train journey between Bori Bunder
and Thane in 1853. The railway network thereafter was gradually introduced in
many other parts of the country. However, initially for about 40 years the trains
were run on messages or candle light signals without any signalling and interlocking
arrangements. The concept of signaling and interlocking was first introduced on
28 crossing stations between Lahore and Ghaziabad in the country in 1892. Colour
light signaling was introduced on Indian Railways by GIP Railways in 1928 between
Bombay VT and Byculla stations. The pace of modernization of signaling , however,
picked up only after independence.
1.2 Today, over 82% of total 6853 stations on Indian Railways are provided with some
form of signalling and interlocking arrangements. Over 54% of total interlocked
stations on Indian Railways are now provided with colour light signalling. Indian
Railways have a multiple gauge network of 63,028 route kms., out of which about
16001 route kms. is electrified.
1.3 With the rapid growth of passenger and goods traffic and its requirement for
speedier and safe movement, the need for a modern railway signalling system has
become imperative. Today signalling arrangements are required to provide,
inter alia, the following :-
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Cab Signalling
Axle Counters
Integrated Power Supply
Data Loggers
Auxiliary Warning System (Automatic Train Protection Systems)
(ii) Components of Safety Systems at Block Sections
Conventional Block working systems
Continuous Track Circuiting in block sections (using D.C./A.F.T.C./Axle
Counters)
Block Proving by Axle Counters (BPAC)
Automatic Block Signalling
Auxilliary Warning systems
Anti Collision Device
(iii) Components of Safety Systems at L xing gates:
Interlocking
Telephones
Train Actuated Warning devices
Gate protection using AWS and ACD
Over the past few years introduction of modern signaling systems have resulted into
reduction in accidents specially collisions at stations and at L.C gates
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TABLE below shows the progress made and action plan for next 5 years in respect of
induction of modern signaling systems on IR
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Insulation joints
Feed End
Relay
Track circuit or a similar track detection device is an essential requirement for any
modern signalling system. In the earlier days, in the absence of track circuits, the
occupation or clearance of a track was physically checked before permitting a train to
approach. Human error in ensuring occupation or otherwise of the track often led to
accidents.
REDUCTION IN COLLISIONS DUE TO TRACK CIRCUITING AT STATIONS
100
90
80 Total T.C.
70 locations (in
'000)
60
Collisions
50
40
30
20
10
0
80
82
84
86
88
90
92
94
96
98
99
00
01
02
03
19
19
19
19
19
19
19
19
19
19
19
20
20
20
20
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After the tragic accident at Ferozabad station of Northern railway in 1995, a high priority
has been given by Indian railways to provide track circuiting of station yards, prioritizing
it route wise. The provision of track circuiting is being done through regular Works
Programmes and also through a Special Railway Safety Funds created for this purpose.
A brief position of progressive induction of track circuiting in station section is given
below:-
1000
900
800
700 FM-FM
600 FM-BSL(st)
500 FM-BSL(T/O)
400 Home-FM
300 Loop Line
200 Total
100
0
1997-98 1998-99 1999-00 2000-01 2001-02 2002-03
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counters placed at two ends of a portion of track count-in and count-out respectively
the number of axles of a train. A zero resultant count indicates by inference that
the portion of the track is clear.
More than 3000 nos. axle counters for track circuiting and 220 nos. for block working
(last vehicle proving) are installed on Indian Railways. These are based on analog
technology and reliability is limited also their acceptability by the user is limited.
Modern systems using digital technology and telegram transmission from track
device to the evaluator, based on microprocessors are now available offering high
immunity to interference and consequently very high reliability. In addition to
imported version, a version developed by M/s. CEL in collaboration with IR has
also been developed. Adoption of this new technology of digital axle counter on
Indian railways have started picking up and 21 nos of systems have been installed
for trials. In future it is expected that these intelligent digital axle counters will
play a very important role in building up a modern and efficient railway signalling
network.
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New Delhi
Sighting
Board Distant Home ALD
KGP Howrah
0.4 KM 1 KM Nagpur
Mumbai
Wadi
(a) Existing signalling SC
arrangement 2nd Distant
‘A’ Route
nd ‘B’ Route
2 Distant Distant Home
Chennai
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ACD
Radio Modem
Antenna
GPS
Radio modem
ABU Industrial PC
Hardware Software/function
486 Industrial PC, Operating system- DOS
Data Radio Radio protocol- CSMA/CD
GPS Latitude/ Longitude/speed/direction from true north
Automatic braking Unit Normal braking and emergency braking
There are two types of ACD equipments viz. mobile ACDs for locomotives and brakevans
and stationary ACDs for stations and level crossing gates. All the ACDs interact with
each other and exchange information when they are within their radio zones upto 3
kms., and results of ACD interaction lead to a decision whether the loco ACD shall
apply brakes or not. If yes, then whether to stop or to reduce its speed to a pre-determined
value. While approaching a station, loco ACD gives station approach warning to the
driver. In the event of not acknowledging this warning, the speed of the train is regulated
automatically. While entering the station area, if loco ACD detects a train on the main
line then also the speed is regulated. In the mid section, loco ACDs remain in look out
position to detect the presence of other trains in a radius of 3 kms. In case, another train
is approaching on the same track, the ACDs apply brakes in both the trains to bring
them to a stop thereby reducing possibility of head-on collisions. When a train is
approaching a level crossing gate, visual and audio warning is initiated by the ACD
systems for the road users.
Extended field trials started on Jalandhar-Amritsar section of Northern Railway w.e.f.
15-8-02. The trials have been completed on 19th January,2003 and the device have been
found technically suitable for adoption after certain software and hardware modifications
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To start with, provision of ACD on about 1800 Kms BG section of N.F. Railway has been
taken up in hand. Simultaneously, GPS and route survey works in connection with
provision of ACD on 849 RKms of non-electrified route of SC railway on Vasco-da-
Gama-Madgaon-Londa-Hubli-Guntakal-Renigunta section and 792 RKms of electrified
route of SC railway on Ernakulum-Shoranur-Palghat-Erode-Chennai & Bangalore-
Jolarpettai-Chennai sections have also been sanctioned.
Further works of provision of ACD on addl section of about 1750 RKms and ACD route
survey on about 10,000 RKMs has also been sanctioned during the current year.
100
90
80
No. of interlocked
70
gates(in '000)
60
No. of L C gates with
50 telephone
40
Accidents
30
20
10
0
80
84
88
92
95
97
99
01
03
19
19
19
19
19
19
19
20
20
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2.7.2 TAWD
Development of a reliable train actuated warning device (TAWD) for giving audio/
visual warning to road users about an approaching train is under process on I.R. to
reduce accidents at level crossings. Field trials were carried out on a few Railways to
identify suitable technologies, well proven for its reliability and fail safe feature apart
from suitability in Indian condition as well as under miscreant prone environment. Based
on these trials TAWD system of two makes viz. i) based on axle detector and ii) open
track circuit has been shortlisted for further extended field trials at 100 LC gates before
large scale induction on Indian Railways.
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M o v in g B lo c k
B A
D ire ct io n o f T rav e l
T rai n B T rai n A
A TR A I N
34 34
O cc u p a n c y b y T ra in B M o v e m e n t Au th o r ity as s ee n b y Tra in B O cc u p a n c y b y T ra in A
S a fe ty M a rg in
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GSM-R RBC
INTERLOCKIN
TRAIN
BORNE
BALISE
Based on the success of this pilot project which includes trials and technical validation,
its application on high density routes of Indian Railways was to be considered. With
this state of art technology it was expected that not only very high levels of safety
would be achieved on Indian Railways, but at the same time this system would help to
provide an effective train traffic management system, which will make train operations
more efficient, faster, safe and profitable. The system basically consists of
(i) Automatic train protection and speed control
(ii) Approach warning at level crossings.
(iii) Approach warning to work men at site
(iv) GSM-R based mobile train radio communication.
(v) Temporary speed restriction enforcement
As on date the pilot project has been kept on hold due to high cost. But it is felt that with
large scale induction of such system in near future on developed railways, cost may
come down and systems shall also become a proven system. At that stage the system
can be considered for adoption on Indian Railways.
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the stations will be equipped with PI/RRI with SSI being used predominantly especially
at way side stations. Large scale use of modern Signaling systems enumerated in this
paper pave the way for higher levels of speed, safety and passenger comforts in train
operations.
Following major areas in the field of railway Signaling are likely to witness introduction
of new techniques and technologies in a big way in the next 20-25 years
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by
R.C. Sharma
Additional Member (Telecom.),
Railway Board.
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1. BACKGROUND
1.1 During the first 7 years, trains on Indian Railways were run only on hand signals.
It was in 1860, when for the first time, communication equipment using Morse
telegraphy were provided between stations on section Mumbai-Thane for Block
Working. With increase in traffic density and introduction of telephone system by
the Post and Telegraph Department, voice communication was made possible in
Railway Operations, through telephone instruments provided in conjunction with
Block instruments, in 1910.
1.2 In the year 1940, Anglis Appleton Committee was appointed to recommend the
requirement for modernisation of Railways communication system. The Committee,
inter-alia, recommended erection of Section and Deputy Control circuits and use
of wireless communication between Zonal and Divisional Headquarters. As a result,
HF links were for the first time set up on Southern Railway during 1943-44 for
sending messages by wireless. Similarly, landline communication was constructed
by Post and Telegraph Department for the Railways for the first time during 1945-
46.
1.3 In the beginning years, the requirements of control communication & long-haul
communication for Indian Railways were met by leasing circuits from DOT.
Gradually, the increase in traffic and expansion of Railway network necessitated
efficient and reliable communication facilities. Department of Telecom was neither
able to maintain the communication network to the standard and efficiency required
by Railways nor was in a position to meet the Railways stringent requirements on
demand basis. This necessitated Railways to develop captive Telecom network to
suit their special operational needs. The Railway Reforms Committee of 1962 also
strongly recommended a dedicated Telecommunication network for IR. Indian
Telegraph Act, however, permitted only DOT as the sole provider of the
Telecommunications in the country. An amendment in this Act, therefore, became
necessary to pave the way for IR to build and maintain their own captive
telecommunication network. After long and protracted discussions, this was
permitted and in 1969, necessary provisions to this affect were made in Indian
Telegraph Act as well as Indian Railway Act.
1.4 In 1980s, German Consultants M/s DETECON were appointed by IR to prepare
a blue print for modernization of IR Communication Network. The Plan worked
out by M/s DETECON basically envisaged provision of integrated long-haul 34
MB Digital Microwave system and Mobile Train Radio Communication (MTRC)
on Golden Quadrilateral & Diagonals, supported by existing Analog Microwave
& existing / redeployed short-haul Digital UHF / TDMA links on spur routes.
This blue print did form an important constituent of the basic frame work for the
planning of Telecommunication works on IR.
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1.5 The implementation of Five Year Plans by IR also did greatly help modernize the
Railways Communication Network by introduction of new technologies such as
Microwave communication, Digital Electronic Exchanges, Telecom Quad cables,
Optical Fibre Cable (OFC), and wireless based control communication.
2.0 INTRODUCTION:
2.1 Communication, on Railways, is used for the following applications:
(i) Control Circuits.
(ii) Long Haul Administrative Circuits.
(iii) Switching Network.
(iv) Passenger Amenities.
(v) Emergency Control Circuits.
(vi) Train Radio Communication.
(vii)Data Networking.
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and emergency circuits on busy routes, having line capacity utilization of 80%
and above.
3.3 Control and Emergency Communication System on Electrified sections:
3.3.1 On Electrified territories, control communication is provided through
underground cables. Control communication circuits working in RE territories
include Section control, Deputy control, Traction Power control (TPC), Traction
Loco control (TLC), Engineering control and Remote control circuits for traction
switching. Initially paper quad cables to configuration 0+18+2, 0+12+2 and
0+6+2 were provided. These cables were aluminum sheathed to screen the
effect of electromagnetic interference of 25 KV AC Electric Traction. In the
beginning years, the RE telecom cables were laid and commissioned by DOT
but subsequently, Railways gained the expertise and now have been laying
these cables themselves along with the Electrification works. Instead of
composite telecom cable, 4-Quad cable is now-a-days being used in
conjunction with OFC for extending the control circuits from the control office
to the stations and other locations in the section as well as connecting to the
way side sockets (provided at every kilometer) for enabling emergency
communication. The growth as well as decline in use of RE Quad cables
provided by Railways and rented from DOT in the preceding decade is
approprately represented in Fig. 2.
3.3.2 In case of emergencies, the communication between the driver/guard of the
train and the control is made possible by hooking the Portable Control Phones
(PCP) and Portable Electronic Control Phone (PECP) available with them, to
the Emergency Sockets provided at every kilometer along the route. Distinct
marking with regard to location of nearest socket is displayed on OHE Masts.
Train crew in this case, may have to walk a distance of about 500 m to plug his
emergency control phone and to talk to the controller, should his train gets
disabled in the section. This is a serious limitation as instant communication
in case of emergencies is not available to the train crew.
3.4 Optical Fibre Cable (OFC) Communication System:
3.4.1 Railways for the first time introduced OFC communication system for station
to station and station to control communication in lieu of conventional
underground RE quad cable on 63 KMs of Churchgate -Virar section in 1988.
This was followed by provision of OFC on Itarsi-Nagpur (297 RKms), Itarsi-
Bhusawal (328 RKms) and Nagpur- Durg (265 RKms) sections of Central &
South Eastern Railways in the year 1989. Initially, 8 fibre OFC was used on
Indian Railways. In the year 1996, Railway Board issued directives for use of
18 fibre OFC which was later on standardized to 24 fibre in 1997. From a
beginning of 63 Kms. in 1988, Indian Railways have laid OFC over 20,000 RKms
by 30.04.03. About 12,000 Rkms of OFC out of total laid has been already lit.
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TABLE 1
3.4.2 OFC network diagrams as planned in Phase-I by RailTel, depicting STM-1/4
and STM-16 long-haul links are shown in Fig. 5 & 6. This network is envisaged
for commissioning by Nov., 2003 and when commissioned would provide
connectivity between 4 Metros at Delhi, Mumbai, Kolkata, and Chennai and 4
Mini Metros at Secunderabad, Bangalore, Ahemedabad and Pune.
3.4.3 In Phase-II, RailTel are planning to provide additional 2.5 Gbps OFC
connectivity links, as shown in Fig. 7.
3.5 Radio Control / Block Communication System:
3.5.1 In the mid-80s, when the train operations in Eastern Railway were crippled
due to rampant theft of copper quad cables, a new system for station-to-station
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2.1-2.5 GHz., which has now been shifted to Digital Microwave in 7 GHz. Band.
The system is similar to that provided on Nagpur-Itarsi-Bhusaval section.
The system, during its initial period of working played a vital role in giving
advance information in a number of cases, contributing towards reduced train
detentions & accidents but now is practically in dis-use due to non availability
of loco equipment in all the locos passing through / running in the section.
3.6.1.4 At present, Analog Mobile Train Radio Communication system is available
on a total of 1749 RKms on Indian Railways:
SN Railway RKms Section Brief Details
Total 1749
Table 2
3.6.2 Satellite Communication:
3.6.2.1 Satellite Communication is being used on Indian Railways to provide
communication in cases of emergencies. Satellite phones - 2 on each Division
and 2 in each Zonal Headquarter have been provided for establishing
communication in case of emergencies. With this arrangement, it should be
possible to deploy 8 satellite phones at an accident site 2 from the affected
Division, 4 from two adjacent Divisions and 2 from the Zonal Headquarters.
3.6.3 VHF Communication:
3.6.3.1 5W VHF sets have been provided to Driver and Guard of all the trains and
25W VHF sets on stations of double line and multiple line BG sections. The
system caters for enabling low mobility communication between Driver /
Guard of a train and the nearest Station Master in case of emergency / out of
course stoppages. These VHF sets provide for only simplex type of
communication between connected parties.
3.6.3.2 The feedback about the utility of 5 W sets to driver & Guard and 25 W sets
at stations has been very positive. Board are, therefore, considering extension
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of this facility at all stations of BG, MG and mixed two line sections. A total of
2,381 stations will have to be additionally provided with 25 W VHF sets as per
following details to cover the requirement stated above:
2. MG Double line 3 - 3
Table 3
Approximate financial implication for provision of 25 W 2,381 VHF sets would
be Rs. 8.33 Cr.
3.6.3.2 On Mughalsarai- Howrah section of Eastern Railway, the 25 W sets at
stations and 5 W sets of Driver / Guard are utilized in conjunction with the 18
GHz system.
3.6.4 Subsequent to the experiences of Analog based train radio communication
and considering the deficiencies and high cost of the then available Analog
systems, need for a low cost solution for providing emergency control
communication for low traffic sections was felt. Accordingly, RDSO developed
a Universal Emergency Communication (UEC) System in close collaboration
with Bharat Electronics Ltd. (BEL), using a single VHF frequency for all the
users namely the driver, guard and the Station Masers and working in Simplex
mode. Another frequency was allotted for sending out an SOS signal in case
of an emergency or an accident. The system was designed to provide emergency
communication between:
i) Driver & Guard of a train.
ii) Driver / Guard & station master of the nearest station.
iii) Driver / Guard of a train to another Driver / Guard in vicinity of 5 Kms.
iv) Driver / Guard of a train to section controller through manual switching at
base station.
v) SOS signal to all trains / stations equipped with mobile sets, in the vicinity
of 5 Kms. of distress signal.
3.6.5 The UEC system consists of suitable VHF base with suitable mobile and
handheld sets provided to Drivers & Guards respectively. Mode of
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4.2.1 RSRC, in their final Part-II report, submitted in February, 2001, have reiterated
the earlier recommendation regarding provision of MTRC made in Part-I of
their report, and assigned it a very high priority. The relevant extracts of the
RSRC report (Part II) are reproduced below:
.. Implementation of our Committees recommendation on Mobile
Train Communication should he given a very high priority by IR and the
usual reason of non availability of funds should not apply to this
device
..
4.2.2 The importance assigned to the MTRC system by the Justice Khanna Committee
can be appreciated from the fact that the Committee stressed that
recommendation regarding MTRC be implemented by making available the
funds needed for the purpose and non-availability of funds should not be
the reason to defer its implementation.
4.2.3 Committee, nominated by Railway Board, to identify works/projects to be
executed against newly created Special Railway Safety Fund (SRSF), also
recommended provision of MTRC on 15,225 Rkms on A, B, & C routes,
utilizing funds from this special fund.
4.2.4 Railway Board have accepted the recommendations of RSRC for
implementation, subject to availability of funds.
4.3 The works for provision of MTRC are sanctioned on following sections:
TABLE 4
4.3.1 Section wise details of MTRC systems available on IR, as also those sanctioned
for execution are shown in Fig. 8.
4.4 In some quarters, there is a growing contention that Walkie-Talkie sets in
conjunction with 25W VHF set at station is a replacement to the MTRC. This is
factually not correct. In this connection, it is mentioned that:
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i) While Walkie-Talkie is a Simplex communication i.e. only one party can talk
at a time, keeping the talk switch pressed, the MTRC as envisaged is a Duplex
communication, where both the parties can talk simultaneously.
ii) Communication system built around VHF sets is not reliable as 5W VHF sets
are not designed for safety systems requiring high level of reliability.
Therefore, in such systems, there is no in-built redundancy. Contrary to this,
MTRC duplex system is built on redundancy, designed specifically for Railway
safety system and therefore, is highly reliable. MTRC also caters for secure
communication.
iii) In the case of Walkie-Talkie, the communication is limited between the Driver /
Guard to the Station Master only and cannot be extended to the control office,
while in MTRC the communication can be established with any functionary
having a mobile phone.
iv) MTRC can also be connected to the Public Switched Telephone Network (PSTN)
or any other voice / data communication network and therefore, can be used
by officials at accident sites to communicate with anyone. This cannot be done
with Walkie-Talkie sets.
4.5 As could be seen from the above, provision of Walkie-Talkie to driver / guard
and VHF sets at stations can at best be considered as an interim arrangement
provided to give immediate relief and cannot, and should not, in any case, be
considered a substitute for an established duplex, reliable and secure MTRC system.
It is, therefore, essential that an state-of-art MTRC system is planned and provided
on heavy traffic density A, B, & C routes of Indian Railways. The existing systems
built around VHF sets, thereafter, could be deployed on other low and medium
traffic density routes.
4.6 Implementation Strategy:
4.6.1 Works of MTRC should be planned in following three phases:
Phase-I: sections, where OFC backbone connecting base stations is available.
Phase-II: sections, where OFC works are sanctioned or are in progress.
Phase-III: sections, where OFC works are also required to be sanctioned along
with MTRC works.
4.6.2 Funds requirements for the three phases enumerated above and covering A,
B, & C routes shall be to the tune of Rs. 742.32 Cr., Rs. 193.62 Cr., and Rs.
131.88 Cr. respectively. Railway wise details are indicated in Table 5 below:
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C. B routes where OFC works are to be sanctioned along with MTRC works:
Table 5
4.6.3 Works of MTRC should be sanctioned on contiguous sections, connecting
terminal stations / junctions in one go to facilitate concurrent execution from
the two ends.
4.7 Available Technologies:
4.7.1 While different types of Mobile Train Radio Communication Systems are
available, 2 systems namely TETRA and GSM-R have been commonly utilised
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when several links around those locations are planned for implementation. Efforts
to get the additional spots are, therefore, being made.
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(iii) Video conferencing facilities from the site of accident Railway Board &
Zonal Railway Headquarters to be provided with video conferencing
facility from the disaster site.
(iv) PC & high speed satellite modem for Internet connectivity Divisional
ARTs to be provided with one PC along with high speed satellite modem
for Internet connectivity at site through which the details of site including
information about the passengers can be updated directly.
Directives in this regard have been issued to the Railways. Recommendations,
when implemented shall surely augment the communication arrangements to
enable passing of needed data for effective decision making at the Central Control.
Even the rescue and restoration operatio can then be monitored from a remote
location.
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6.4 The architecture of the system has been broadly designed to serve the following
objectives:
i) Exchange of quick and efficient information updates amongst servers placed
in Railway Board, Zonal HQs / Divisional HQs. and important activity
centers in a hierarchical manner.
ii) To provide high speed Internet access at 4 key locations i.e. Delhi, Mumbai,
Chennai & Kolkata.
iii) To monitor and Control usages of Railnet and Internet.
6.5 RailNet is a corporate wide Information highway, which can be used for
running various applications by different departments. At present, only one
server is installed at each hub, which is used as Mail server as well as Web
server. However, separate servers will have to be provided for various
applications when number of users/applications increase. Presently, the
RailNet is being used mainly for E-mailing and web page applications. In
fact, exchange of electronic mails by Railnet users was one of the prime
objectives of the Railnet system, when it was conceived of and to that extent,
the purpose has been exceedingly served.
6.6 Of late, frequent failures of the Servers handling E-mail and the Railnet system
both at Railway Board and Zonal levels have been reported. In addition, the
Bandwidth crunch in the Railnet network to handle the traffic between the
Zonal Railway headquarters and between Zones and Divisions has also been
noticed, resulting in the unreliable and sluggish functioning of the Railnet.
6.6.1 So as to overcome these problems, the RailNet is being updated in respect
of following:
i) Improving the access & connectivity:
a) Increase in Bandwidth of the link between the locations forming the
RailNet backbone at Zonal/Divisional levels.
b) Upgrading of the existing Routers.
c) Provision / up-gradation of Remote Access Servers (RAS) and additional
telephone lines in different Nodes so as to strengthen the dial up network.
d) Provision of independent Web servers, wherever required.
e) Augmentation of existing LANs.
ii) Improving the security against against un-authorised access:
a) Updating of Firewall, wherever external (Internet) access has been
provided.
b) Provision of Intrusion Detection System (IDS).
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ultimately grow to have more number of data channels than even existing PRS
network. More than 50% of these channels are BSNL leased.
7.6 A large number of data channels already working on Indian Railways in an
un-folded manner not only makes the data networks cumbersome and un-
manageable but also a significant amount of revenue outflow takes place in
the form of channel rentals. With the emergence of broadband OFC network of
RailTel, it is the opportune time to integrate entire data transmission load of
Indian Railways on OFC pipes on the network laid by Railways & RailTel.
Integration of data links on OFC network is all the more required to meet with
the rapidly rising demands of data channels for expansion of UTS, PRS, FOIS,
COIS, CMS, Control Charting and other MIS applications. Integration of data
channels on one network will, in addition, facilitate sharing of composite band
width amongst various above referred IT driven services.
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to anywhere. The codes will also be limited to Zonal Headquarter level and
within a zone, each subscriber will have a unique number, perhaps, easily
identifiable without the need of a directory through standard numbering plan.
9.2.3 Video phones will become a common communication facility with senior
Managers.
9.3 The Backbone:
9.3.1 The backbone of communication network will be primarily OFC based,
supported by Jelly filled Quad cables and Digital Microwave / UHF links.
OFC backbone, presently being provided with STM-1 / STM-4 / STM-16
equipment will be needed to be upgraded to have DWDM end equipment on
the long run.
9.3.2 RailTel will roll out India-wide robust & high speed OFC back bone network
and will bring to the market high bandwidth availability through out the
country. Its services for enterprises will include Bandwidth on demand, IP &
VPN services.
9.4 Convergence of Networks :
9.4.1 Today Indian Railways have a number of discrete data networks. Future will
see convergence of networks with a common backbone infrastructure. Future
applications will require rich media having route diversity / protection rings,
and low network delays.
39
SESSION - I
40,000
35,000
30,000
25,000
RKM
20,000
15,000
10,000
-
198 198 198 198 198 198 198 198 198 198 199 199 199 199 199 199 199 199 199 199 2 000 2 001 2 002
Mar -80 Mar -85 Mar -90 Mar -95 Mar -96 Mar -97 Mar -98 Mar -99 Mar -00 Mar -01 Mar -02
Rly Owned 10, 780 13, 601 17, 359 14, 991 14, 874 16, 231 15, 032 15, 073 14,855 14, 058 14, 819
DOT Rente d 35, 000 33, 000 30, 914 34, 157 34, 938 26, 697 25, 762 25, 593 27,805 26, 913 27, 467
YEAR
16, 000
14, 000
12, 000
10, 000
RK M
8, 000
6, 000
4, 000
Fig. ‘2’
2, 000
-
19 9 0 19 9 1 19 9 2 19 9 3 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 200 0 200 1 200 2
Mar -90 Mar -95 Mar -96 Mar -97 Mar -98 Mar -99 Mar -00 Mar -01 Mar -02
Rly Owned Rkm - 6, 440 6,551 8,949 9,547 9,983 9,983 11, 015 11, 803 13, 692 13, 692
DOT Rented Rkm - - 2,750 1,986 1,793 1,612 1,612 1,467 1, 476 801 801
YEA R
40
SESSION - I
1 4, 00 0
1 2, 00 0
1 0, 00 0
8 , 0 00
R KM
6 , 0 00
Fig. ‘3’ 4 , 0 00
2 , 0 00
-
19 9 0 19 9 1 19 9 2 19 9 3 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 2 00 0 2 00 1 2 00 2 2 00 3
M a r - 90 M a r - 95 M a r - 96 M a r - 97 M a r - 98 M a r - 99 M a r - 00 M a r - 01 M a r - 02 M a y- 03
R km - - 93 9 53 9 53 1 ,0 1 6 1 ,4 7 3 1 ,7 3 0 2 , 7 37 4 ,4 8 7 5 ,7 8 2 1 2, 0 00
YEAR
Chandigarh Saharanpur
Ambala
45 RE Moradabad PROGRESS OF OFC WORKS
81
193
197 RE/RC IL
325 (324)
(Metros, Mini Metros & Other
Delhi Important Routes)
RCIL 84 (83) 105 (102) RE/RCIL Lucknow
Rewari 143 Tundl a310
72
RCIL 225 31 (28) Kanpur Patna
Mathura 192 Varanasi 260
Jaipur 54 Agra
Madhupur
RCIL 136 (24) 324 Allahabad 153
15 212
73
Fig. ‘4’
Ajmer 216 172 (11*) Mughal
Sitarampur
Kota
150
Jhans i Satna sarai
221 (11 / 78*)
RCIL 491 (36) 266 (127) 189 (96)
Bina Chakradharpur 63 Tatanagar
Ratlam Ujjain . 139 Jabalpur
Bhopal 135 Howrah
260 (247) 95 101 121
Ahmedabad 145 80
91 245 Bilaspur
Vadodara
In dore Kharagpur
135
Bhusawal Itarsi 114 206
Rourkela 323
Jalgaon 101
Surat
301
297 Nagpur
307 184 264 34 Raipur Bhubhneshwar
203
73 315( 90)
Manmad 98(42.5)
Jharsuguda
51 Nasik Durg
Vira r
60
84
(80)
Igat pu ri Wardha 133
Ballarshah 441
Churchgate 54 Kalyan
235 RCIL
139 Visakhapatnam
CSTM Pune Kazipet
Kurl a-Panvel RCIL
Secunderabad
220 RCIL 351 RE/ RCIL
( Pan vel - 60 415 (370)
From CS TM) 195 RCIL
Wadi 314 RCIL
Vijaywada
228 RCIL
920
295 Legen d:
30 RCIL
Guntkal Gooty Complete d Works :
123
280
Dharmavaram Gudur Works in Progress:
Mangalore RCIL
RE/RCIL Renigunta 68 Te n ders yet to be floated/un de r Finalisation :
Sakleshpur 209
221 146 (38)
RCIL 67 Tada Note :
70
Calicut 86
161 (101) 140 Bangalore 68
Chennai
Figures give n are Rkms. Figures in Bracke t show physi cal
Shoranur Mysore
RCIL Arakkonam 63 59
progress. Figu res in RED sh ow link as commissione d.
107
180 Chengalpattu
Ernakulam RE 155
Tiruchchirapalli
300 (285) * OFC/HDPE pipe laid
Trivandrum Madurai
41
SESSION - I
Vijayavada
Vadodara
Vikarabad
Igatpuri
Mumbai
Kalya n Wadi
Panvel
Pune Sholapur Guntakal Gooty
42
SESSION - I
Jammu Ta wi
98
Pathankot
STATUS OF MTRC WORKS
10 5
11 5 Legend :
Amrits ar Completed Wo rks:
85 Jal landhar
Works in Progress:
52
Lu dhiana
Tenders yet to be floated/
under Finalisatio n:
11 4 Section fo r provision o f ETCS
Ambala Note:
19 8 Fig ures given are Rkms. Figures in B racket
show physical prog ress. Figures in RED show
Delhi 20 Ghazi a ba d link as commissioned.
57 106 Ali garh Bongaig aon
Pal wal Ne w 130 143
84 78 Tundl a Jal paig uri 185
Ma thura Katih ar Ne w
54 145 Ali purdu ar Guwah ati
229 Kanpur 180
All ah aba d Barauni 28
Patna 3 30 Bars oi
194 Kume dpur
324 212
216 153 101 Garhara 41
Mug hals arai 98
Mal da To wn
Ko ta 202 Ga ya 233
Jhansi Go moh
170
266 150
88 As ans ol
Bina
Ratlam
Tatan agar 212
139 135 Ho wrah
260 63 121
Bh opal 91
Kh aragp ur
Vad od ara Itars i Ch akrad h arpu r
301 101
135 Bhus a wal
Su rat 184 297 Bilas pu r
206 101
73 114 Ro u rkela
203 Man mad
51 Nas ik
Virar 34 Jharsu gud a
264
Raipu r
60 84 Ig atpu ri Nag pur Durg
CCG
54
Kaly an Fig. ‘8’
CS TM
43
SESSION - I
SERVER
SWITCH HUB
ROUTER
MODEM HUB
FIREWALL
IZN
DLW LJN
MAJOR TRG CENTRES
CORE NCR NER
BSB
RDSO SEE
ALD SP J
4 X 64 KBPS BKN
IRIC EEN DCW
IRIEEN DLI
Railway Board
FZR
BB RCF JU
BSL
NR LKO
BP L
MAJOR TRG CENTRES
S M MB
JHS UMB
JBP
CR H D AD M D L
W A S N G H D CKP
NGP H H NR S N T KGP
SUR
RSC NGP
BCT BSP
ECoR ADA
BRC
WCR AII
KUR
WAT
RAK
ER SER SBP
KTA WR
RTM KIR
JP APDJ
BVP T SK
NFR LMG
MAJOR
NWR CLW TRG
MAJOR TRG CENTRES MAJOR TRG CENTRES MAJOR CENT RES
MAS TRG
SBC CENT RES
MYS
T VC IRIM EE
LEGEND: P GT SR SC
MDU HYB
9.6 kbps (Railway) TP J GTL
9.6 kbps (DOT) SCR BZA
WAP MAJOR TRG CENTRES
64 Kbps(Rly) UBL
44
SESSION - I
By
A.K.CHOPRA
Managing Director
RailTel Corporation of India Limited
The rapid strides in Signaling & Telecom. world over are enabling the railway system
to increase their earnings and also to ensure safe travel in the train journey. Indian
Railways have yet to fully tap this vital input. In this paper the author brings out
the new technologies where application can bring appreciable improvement in the
earning and safety on Indian Railways.
Indian Railways, in its 150th year, is still a vibrant and an efficient organization.
Any organization, however, big or small, has got life cycle. Initial period of growth is
due to the innovation, followed by a rapid growth, than sustained continued business.
If the innovative inputs at the sustained business level are not made, the organization is
sure to decay.
First 100 years of the Indian Railways have seen the growth in network to almost 53,600
RKMs ( a period of growth). The past 50 years growth of railways network has although
slowed down (63,000 RKMs), but various innovations like change from steam engine to
diesel and to electric, new and comfortable coaches, induction of high speed trains,
induction of high capacity wagons and also rapid strides in signaling and
telecommunication, have kept the Indian Railways on the path of growth.
In the past 50 years substantial inputs by way of improvement in the interlocking
standards from Non Interlocked stations to Standard-III interlocked stations: from
Semaphore Signalling to Colour Light Signalling; from overhead wires for communication
to underground cable communication etc. have been made in Signaling &
Telecommunication department as well. It has contributed significantly for the safe
and efficient running of the Railway system.
Today Signalling & Telecommunication is the lifeline of Indian Railways. Can we
perceive running of trains from on station to next by obtaining line clear on a Morse
telegraph system or have non-interlocked stations permitting train speed of 15 Km. per
hour in station yards or run suburban trains in cities like Mumbai on Absolute block
system or book a trunk call and wait for hours to do the conversation? The answer is
no. Signalling and Telecom has become an integral part of the Railway system and it
is its lifeline for safe and efficient working.
45
SESSION - I
The rapid strides in Signaling & Telecom world over are enabling the railway systems
to increase their earnings and also to ensure safe travel in the train journey. The Indian
Railways have yet to tap this vital input although they have been inducted in a limited
way in various sections.
The manner in which the technology induction of modern Signaling & of modern Telecom,
which can bring in a sea change for increasing earning and safe travel are discussed in
the following paragraphs.
A. SIGNALING
It is generally perceived that the Signaling is only to permit reception and dispatch of
the trains at the stations and to ensure movement of trains from one station to another.
Signaling, however, has got many other features wherein it can increase the line capacity,
reduction in human interaction to improve the train safety.
Increase in line capacity enables management to increase their earnings. At present, in
trunk routes, the number of trains being run on the absolute block system of working
is about 2 to 2.8 trains each way per hour. Internationally, with the appropriate inputs
from the signaling side, the line capacity of the order of 15 to 20 trains per hour is quite
normal. In Channel Tunnel connecting UK and France, the best of the signaling system
provided has enabled a capacity of 30 trains per hour each way.
The achievement of a capacity of 15 to 20 trains per hour is practicable with the induction
of Automatic signaling and Computerised Centralized Traffic Control system. With
the rapid strides in the technology, the centralized traffic control system, which was
earlier perceived to be ideal for single line sections only could now be very effectively
used for double line sections as well.
The Most ideal arrangement in any of the double line section would be to use both the
lines as reversible double line with fully Automatic Signaling System provided with
high speed turnouts at the stations. This can be controlled centrally from a centralized
controlling system. The system of this type ensures that the trains with varying speed
are allowed to run and the central computer decides, depending upon the current speed
of the train, about the precedence for the following high-speed train. The moment the
high-speed trains has overtaken the slow speed trains; the slow speed trains can
immediately follow. This ensures least detention of any train.
Induction of such technology on long routes can enable reducing the running time of
the goods trains and even passenger trains. The coaching and wagon stock can thus be
utilized for additional runs.
The average speed of goods trains in the country has improved from 17.4 KMPH in
1990-91 to 24.1 KMPH in 2000-01.
With the induction of the above technologies, it should be practicable to improve the
speeds of such trains from 24.1 KMPH to 50 KMPH (107% improvement) and in case the
wagons fit for 100 KMPH are inducted, this could be increased to 70 KMPH (190%
46
SESSION - I
improvement). Obviously, the wagons would remain idle for least time and railways
can manage with the less number of coaching and wagons fleet; or make additional
runs to earn more revenue. Similarly the turnover of locomotives would also improve
substantially.
The system of computerized centralized traffic control and automatic signaling with
high speed turnouts have been very effectively utilized in Sweden, wherein even with
the 4 differential speeds of trains, the line capacity in the range of 15 to 20 trains have
been generated. The speeds in Sweden are 100 KMPH for goods trains, 130 KMPH for
passenger trains, 160 KMPH for inter-city trains and 200 KMPH for super fast trains.
With a computerized centralized traffic control system, the road-side station staff are
not normally required to operate the signaling systems and such staff, which is spared
from operational duties, can be utilized for providing better commercial services, thus
improving the railways image.
The signaling system at stations, which was erstwhile provided with semaphore signals,
has now been the upgraded with Colour Light signals with Panel Interlocking, route
Relay Interlocking and Solid State Interlocking at more than 2300 stations where the
entire yard is fully track circuited. Most of the future installations will be with solid-
state interlocking, which of course, have yet to find a rapid growth.
The installation of solid-state interlocking at stations with a combination of automatic
signaling and centralized traffic control is the most ideal signaling system the Indian
Railways should have.
The present cost estimates of Computerised Centralised Traffic Control System and
automatic signaling Control is less than Rs.50 crores for 100 Kms.
An investment of only Rs.5000 crores for the golden quadrilateral and diagonals can
generate sufficient capacity of 15-20 trains against 2-2.8 trains per hour on these so called
congested trunk routes.
Indian Railways, then would be in a position to carry all the offered traffic whether
goods or passenger. Today during the busy season, the Railways are unable to carry
the offered gods traffic due to non-availability of the stock and during the summer rush;
the railways are unable to carry all the offered passenger traffic.
The induction of the above technologies would definitely ensure a change to improve
the railways earnings & safety and railways can have a visionary statement that WE
WILL CARRY ALL THE OFFERED TRAFFIC MAY BE FREIGHT OR MAY BE
PASSENGER.
To improve the safety of the trains and also to provide information to the passengers,
the induction of our indigenous technology of Data Loggers has proved to be extremely
effective.
The Data Loggers costing nearly Rs.1.5 lakhs for each station, when networked centrally
in the control office have ensured reduction of signaling incidences due to wrong
47
SESSION - I
B. TELECOMMUNICATION
The Railway system necessarily is 100% dependent on telecommunication system to
enable the train to movement from station to station. Without this basic
telecommunication, the trains cannot move from one station to the next.
For more than 100 years it has remained dependent on the overhead wires, which were
maintained by the Department of Telecommunications. The growing traffic and the
need for efficient communication system forced Indian Railways to provide their own
underground telecom cables and microwave system after mid 60s. All the important
routes are now well equipped with efficient telecommunication system, but the demand
for more and more communication has also continued from the various users in the
Indian Railways.
The Indian Railways were the first to provide Optic Fibre Cables, which was introduced
on 3rd December 1988 between Churchgate to Virar of Western Railway.
With the rapid strides in the Optic Fibre Cable technology, the Indian Railways decided
in 1996 to provide Optic fibre Cable system as a part of Railway Electrification.
The telecom capacity generated by this technology is quite high and is much more than
what the Railways can use for themselves. The Indian railways have decided to set up
a separate Corporation with a view to earn additional revenue after meeting its own
demands of the train operations.
The RailTel Corporation of India Limited has came into being on 26th September, 2000,
48
SESSION - I
and is in the process of providing 40,000 RKMs of Optic Fibre Cabe throughout the
country in the next 4 years.
20,000 Rkms of cable has already been laid.
Although RailTel will commercially utilize the OFC for earning revenue, but the benefits,
which Indian Railways will get from this new technology are only discussed further:-
For having station-to-station communication, the minimum size of electronics
equipments available is of 155 Megabits, STM-1, which has to be installed at each station.
The Railways requirement is between 2 to 10 Megabits only.
Visualizing that in the next 3 to 4 years time almost 4000 stations, more than half of the
7000 stations of Indian Railways, on all important routes would be provided with such
bandwidth, even at road side stations, the following new technologies need to be
considered by the Indian Railways for improving their operations and providing better
passenger amenities.
The availability of bandwidth at each and every station can ensure provision better
passenger information system at any station when connected to the mainframe computer.
The Railways are handicapped today as the connectivity of the stations with the
mainframe computer is available at only selected locations or they were dependant on
Bharat Sanchar Nigam Limited.
Provision of Optic Fibre Cable at all stations will enable traveling public make
reservations from the nearest place. In fact it should be possible to extend the Passenger
Reservation System into the city rather than keeping it only at the station premises, so
that this facility is available for the public at a walking distance from the place of their
living.
The system of card tickets for unreserved sectors has become fairly cumbersome. The
tickets have to be printed, stocked and accounted for manually, the available bandwidth
at the stations can enable provision of Computerized Ticket Printing at stations. This
can be networked with the mini computer in the divisional headquarters. This would
ensure that the management at divisional headquarters and also at the zonal headquarter
is able to monitor Online Sale of Tickets at each and every station for every train, class
and destination. With such a system, the management can also decide regulating the
trains by increasing or reducing the coaches much more effectively and without any
representations being given by the public.
The passenger reservation system in the present form provides reservations up to 3
hours before the departure of the trains. Between 3 hours of the departure of the trains,
till the actual departure and enroute, the cancellation of the reservations is not accounted
for and the traveling public is solely at the mercy of the train conductors. The available
bandwidth at the stations supported by wireless technology can change this seen
altogether.
The PNR number on the present ticket can be changed into Bar codes. The passenger
49
SESSION - I
when he comes at stations either for boarding the train or cancellation of the booking or
to get his reservation re-confirmed if he is on the waiting list, can be advised by the
Commercial staff of their current status by scanning of the hand-held wireless Bar Code
machines, which are linked to the mainframe computer by wireless. These hand-held
bar coded machines will be linked through wireless to the nearest station (8-10 Kms.
Apart) and from their through the OFC to the mainframe computer.
The TTEs even on the running trains can check the train as occupied by the passengers
and the same information would get automatically update in the mainframe computer.
The information of vacant berths can thus be conveyed to the next stop, where the
station staff can allot these berths with the coach number and seat number without any
difficulty.
In regard to passenger information system, as mentioned in the signaling section, we
have the Data Loggers and automatic train charting system. Once it is continuously
available in a specified section, it will be possible to link the platform indicators and
the public address system at each and every station.
The train running data is collected from each station through Data Loggers and sent to
the central control office. It is processed and then sent to each and every station in the
section, wherein it can be linked to the platform indicators, which can specifically indicate
the trains coming towards the station and display precisely that the train will arrive at
the station in so many minutes. Similarly, this data can trigger automatically the pre-
recorded public announcement system at the stations to announce the arrival of the
train at specified platform and the expected time.
Another application of this growing technology can be for issuing of passes and PTOs
to the Railway staff and other complementary passes to public, freedom fighters, MPs,
MLAs etc. Today, records are maintained in the various offices about such pass holders
and also for issuing of duty passes to railway employees.
Each such eligible pass holder can be given a Smart Card, which should contain all the
information such as name, designation, service and eligibility. This information should
remain stored in the mainframe passenger reservation computer. Any employee when
he wishes to go on duty or otherwise will have to present this Smart Card at the booking
Office anywhere in the country and after checking his eligibility an appropriate ticket
gets issued. It is also accounted for in his account whether he is traveling on duty or on
privilege in the main computer.
An appropriate account for the system in this manner would ensure optimum utilization
of the berths, reduce lot of clerical works in the offices, and eliminate misuse of this
facility.
RailTel is planning to provide Internet/STD/ISD Kiosks at all the platforms at all
stations. It is perceived that 3 to 12 kiosks will be provided at each platform and similar
number of kiosks in waiting halls and other public places to enable the public to make
use of the communication revolution in sending messages or speaking for their business
50
SESSION - I
51
SESSION - I
available in the control office through Data Loggers, it would be possible for the TPC to
know the various types of trains running in the jurisdiction of that TSS.
Automatically a message can get generated and sent to the stations in the jurisdiction of
that TSS and in that station it gets transmitted by wireless through the pager system to
the driver of the least important train and directing him to go on coasting for about 30
seconds to one minute. Such trains normally would be the loaded goods trains and
when they go on for such a short coasting and before they come to a halt, they can be put
back to the supply. In this process the cycle for exceeding the maximum demand will
be broken. After the cycle is broken, he can continue with the train running. This will
ensure savings in the operational expenses by avoiding payment of excessive electricity
bills due to exceeding the maximum demand limits. If appropriately implemented,
reducing the maximum demand at various Traction Substations after gaining experience
and confidence can do further optimization.
One another application, which is being considered, is to have a Moving Display in
each coach of the passenger trains. With the available data from Data Loggers, and
train charting, the information of the train running can be passed to the respective stations
and a wireless paged message can be given to each and every coach of various trains,
wherein it is displayed to the passengers in the coaches.
The conveyed information can be the station where the train is passing at present and
how much late it is running. It can also indicate the reasons for delayed running of the
train. In between such information, advertisements can be displayed.
In controlling the freight information system, a new concept needs to be developed.
Electronic Wagon Identification Cards priced Rs.5,000 to Rs.7,000 are available.
All the Indian Railways rolling stock (Wagons, Coaches, Locomotives) can be provided
with these cards on both sides of the stock at a specified height from the track. These
electronic wagon identification cards have a life of 8-10 years and have got long lasting
sealed battery imbedded in them.
Wagon readers at entry and exit point at each and every junction station can be linked
with the OFC network and connected to the mainframe computer monitoring the
movement of all the Rolling Stock.
The automatic reading of the wagons will enable online tracking of each and every
wagon, coach and locomotive in the whole system. This would enable much more
effective use of the available stock of the railways and would enable management at
various levels to decide their optimum utilization. If provided effectively it can bring
in a dramatic change in the freight operations of the Indian Railways, wherein the
earnings for each and every wagon and the locomotives and its average running per
day would get available on line. The identification cards are priced between Rs.5,000 to
Rs.7,000 and readers are priced at Rs.10,000 to Rs.12,000. For covering a fleet of 2,00,000
rolling stock and approximately 200 junction stations the entire scheme may cost about
Rs.400 crores. The optimum utilization of the entire rolling stock will also provide
much more savings then the investment.
52
SESSION - I
The technologies mentioned above are only some of the ideas, where signaling and
telecommunication can bring in the inputs into the railway system and bring in more
innovations, which will ensure further growth of the Indian Railways.
Delay in inducting such technologies will reduce the expansion and limit the earnings
and can result in decay of the Indian Railway system. When the Indian Railways are at
150 years of age, it is necessary that a concerted effort be made to keep the Indian Railway
system more vibrant, efficient and profitable and continuously keep it on innovation
line of the life cycle and prevent its decay at any given time.
53
SESSION - II
by
Nortel
GSM-R has been developed as a communication system for railway networks utilizing
GSM (Global System for Mobile Communication) technologies and specific application
for railway operations. This paper describes the present status of GSM-R and its
various application on European Railways
INTRODUCTION
GSM-R stands for GSM for Railways, a communication system for railway networks
utilising GSM (Global System for Mobile Communication) technologies and specific
applications for railway operations.
GSM-R is the communication standard chosen by EIRENE (European Integrated Railway
Radio Enhanced Network) to meet the evolving railway business challenges:
Interoperability with national and international railway networks' communications
systems
Improved operational performance to achieve higher efficiency, safety, reliability
thus passengers satisfaction
Differentiating value added services to increase customer loyalty and explore other
revenue sources
The following figure provides a view of various applications that GSM-R can provide
for the Railways use among its functional groups.
• • Resources Services
Broadcasts ETC
Ticket-
Mobile C po y gri h ©
t 91 69 N o tr eh nr
Machines
Individual Calls
Time-Tables
Group Calls
Diagnostic
Logistic
Shunting Group Calls
55
SESSION - II
Operation and
Maintenance
Radio
To solve the inefficient use of radio frequencies, high operations & maintenance costs,
limited interoperability between railway networks, the concept of GSM-R was
introduced. The idea was to develop a pan-European radio system satisfying the mobile
communications needs of the European railways, using state-of-the-art technology and
an evolution path for future railway needs. The GSM-R system would encompass track
to train and on-board voice and data communications, together with the ground-based
mobile communications needs of track-side workers, station and depot staff and railway
administrative and managerial personnel. Furthermore, this system would facilitate
international interoperability between national railways utilizing the assigned 4 MHz
bandwidth (876-880 MHz uplink / 921-925 MHz downlink), thus freeing up much of
the previously occupied spectrum. The following figure provides a view of GSM-R
spectrum allocations.
GSM-R Frequencies
87 0 88 0 89 0 90 0 91 0 92 0 93 0 94 0 95 0 96 0 97 0 f/MHz
Users
Users are
are Always
Always Connected
Connected to
to the
the Network
Network
56
SESSION - II
VR Track
RHK
ZSR
JBV
NSB SJ
BV MAV
DSB GySEV/ROeEE
BS
NS
SNCB
Railtrack
EUROTUNNEL
PKP
DB AG
CD
SNCF ÖBB
TAV CFR
CP
FS JZ
RENFE BDZ
BLS
SBB SZ HZ ZBH
In June 2000 the EIRENE Agreement on Implementation (AoI) came into effect. The
Railways who have signed this agreement have stated their intention to start planning
the implementation no later than 2001 and to begin GSM- R implementation by 2003 at
latest.
57
SESSION - II
VR China
RHK
First test track in
discussion
JBV SJ
NSB BV India
Railtrack
DSB
NS Africa
WCML SNCB
Australia
DB AG PKP
CTRL
CD Brazil
CHZ
SNCF SBB ÖBB
RFF MAV GSM-R in operation,
FS SZ CFR
REFER implementation or
RENFE tender process
GSM-R CHARACTERISTICS
The design of GSM-R is tailored for railway operators to achieve the goals of
Interoperability with other railway networks, increased operational efficiency and
reduced operational cost. All railway communications needs including voice and data
are to be supported within a complete and comprehensive GSM-R network as shown
below:
Data
Voice
Other
OtherEIRENE
EIRENE Networks
Networks
Co
py
r gi
National GSM-R Network
ht
©
19
96
No
r ht
er
Te
le c
om
International trains
Shunting communications
58
SESSION - II
GSM-R utilizes standard GSM technology and the additional features customized for
railway operations. General Packet Radio Service (GPRS) is a major part of GSM-R for
data transport supporting applications such as remote control, passenger services, e.g.
ticketing, reservation, and cargo data services, e.g. freight tracking and tracing.
The GSM-R users can be connected to the network via the base station subsystem of the
public operator provided that a roaming agreement exists between the railway operator
and the public operator(s). Within the roaming environment only the functionalities
supported by the public operator are possible.
Network Infrastructure
Service Builder IN
OSS SCP
OPTION
VMS EIR SMS B
B
OMC-S General Purpose Radio
T
B S
B Operational Radio
S
S B
C
VLR GCR C T
OMC-R
LAN S
S
AUC HLR B
B
T CAB RADIO
B S B Voice + Data
Data B
DMS-MSC S TT
Server S
C S
C
Data Network
B
B
T
Other
S
S
EIRENE
Telephone
system
Network
ATC Centers
PSTN/
Dispatcher Centers C po y igr h ©
t 1 9 69 N o thr e nr T le ce o m
PLMN/
PABX Data Network/
ISDN
2 RAILWAY REQUIREMENTS
Although GSM-R is entirely based on the GSM technology proven by many public GSM
operators and subscribers, many railway specific applications still require much
modification and enhancement to the existing GSM technology to support these
additional features and maintain high Quality of Service (QoS) for train communications
at high speed. Most importantly, the stringent reliability for railway operations and
emergency situations requires the already reliable GSM network to include further
measures in redundancy and network availability.
•• High
High Reliability
Reliability
Secured
Secured Operations
Operations
•• Emergency
Emergency Situations
Situations (fast
(fast call
call setup
setup ..)
..)
People
People working
working in
in teams
teams •• Group
Group communications
communications
•• Smooth
Smooth migration
migration from
from existing
existing railway
railway
com
communication
munication infrastructures
infrastructures
Interoperability
Interoperability •• International
International railway
railway communication
communication
networks
networks
•• Public
Public communication
communication networks
networks
59
SESSION - II
Passenger Services
GSM-R services standardized within ETSI as part of GSM Phase 2+ are collectively called
the Advanced Speech Call Items (ASCI). ASCI comprises of the following three services:
eMLPP (enhanced Multi-Level Precedence and Preemption) allows resource
preemption for priority calls
VBS (Voice Broadcast Services) allows groups of users to receive common
information
VGCS (Voice Group Call Service) allows groups of users to make calls within/
among the groups
The specific services for Railway Operation Aspects are:
Functional Addressing allows a user or an application to be reached by means of
a number which identifies the relevant function and not the physical terminal
Presentation of Functional Numbers allows visual information about the call
destination and origination to be presented
Access Matrix validates access capability for communications among users and
groups of users
Location Dependent Addressing provides the routing of mobile originated calls
to the correct controller e.g. relative to the geographic area.
60
SESSION - II
Confirmation of high priority call provides a record of any event marked as high
priority call
61
SESSION - II
with one common down-link per cell of the VBS Broadcast Area.
Voice Group Call Service (VGCS)
VGCS is for speech calls only and has been standardized on the basis of VBS. VGCS
allows speech conversations between a pre-defined set of destination subscribers in a
pre-defined geographical area (Group Call Area). The set of destination subscribers is
identified by a Group Id. In general, mobile served subscribers will only be involved in
the call while they are located within the Group Call Area. Fixed line destination
subscribers and fixed line or mobile subscribers marked as dispatchers may be located
within or outside the Group Call Area. The information about registered dispatchers,
destination subscribers and Group Call Area for Group Ids is stored in the Group Call
Register (GCR).
A VGCS call can be established by either a service subscriber or by a dispatcher. The
call can be terminated by either the calling subscriber or any nominated dispatcher,
using an operator determined DTMF tone sequence or by detecting silence on the voice
channel.
A standard full duplex channel is provided to dispatchers and to the calling subscriber
during the call setup. Simplex down-link channels are initially allocated to all destination
service subscribers, with one common down-link per cell of the VGCS Group Call Area.
Once the call has been setup, dispatchers (both mobile and fixed) will keep the 2-way
speech connection. Mobile call originators may release their up-link to allow other mobile
users to talk. Once the up-link has been released, the calling subscriber and other mobile
users may talk only after requesting the up-link. Only one up-link is available for each
group, regardless of group area size. Dispatchers are allowed to talk anytime, and their
voice is broadcasted to all members.
When call originators and mobile destination subscribers who are not dispatchers move
out of the group area their call is dropped. Their call is resumed when they move back
into the group area.
The above features are included in the billing record and operational measurements for
required accounting and operation and maintenance purposes.
62
SESSION - II
A call using Functional Addressing may be subject to access screening by the network
to allow calls between certain Functional Number user types only. As train crosses
international borders and roam into other railway networks, the functional addressing
feature must be supported for all inter-railway networks.
Access Matrix screening
Calls can be subject to Access Matrix screening based on the Functional Number and
the Functional Number Types of the call originator and the call terminator(s). The Access
Matrix screening limits the connectivity between different users of the GSM-R system.
The screening is based on the calling and called party's user types, which can be derived
from their Functional Numbers.
The Access Matrix screening logic is dependent on the customer's Functional Addressing
dial plan and shall apply to speech calls, data calls, broadcast calls and group calls. The
screening shall be performed during call setup, thus calls which have already been
setup shall not be affected by changes in the Access Matrix table. Although this feature
is not required for all GSM-R networks, some may find it beneficial to the railway
operations.
Location dependent addressing
Location dependent addressing shall be provided to route calls for a given function to
a destination address that is dependent upon the user's location.
The location can be provided to the network in different ways. A minimum requirement
is that the location shall be based on the cell from which the call is originated. This
solution is referred to as Cell Specific Routing. Advanced solutions include location
information provided by positioning systems external to the network.
Confirmation of high priority call
Confirmation of high priority call is used for post incident analysis. At the end of a high
priority call, the mobile generates an acknowledgment message to the acknowledgment
center connected to the MSC for storage and further analysis. Although this feature is
not required for all GSM-R networks, some may find it beneficial to the railway
operations.
RAILWAY APPLICATIONS
The following set of railway applications are defined to support and enhance railway
operations for the trains, drivers, controllers, on-board and ground based staff, as well
as passenger services.
Controller-driver Communications
Controller-driver communications provides communications between the controller(s)
and driver to control and enhance the safety of train movements.
63
SESSION - II
DMS-MSC
DMS-MSC
VOICE
Data Network
Supports voice communication flows from one controller to one or a group of drivers
or, from one driver to one or more controllers (controller may change depending on
position of the train). Controller driver communication also supports point to point
data communication between drivers and controllers. Users include Primary train
controller, Secondary train controller, Traffic controller, Electricity Power supply
controller, Catering controller, Maintenance controller and Station controller.
Automatic Train Control / ETCS
Automatic Train Control is the process by which some movements of a train are
influenced without any action by the driver.
DMS-MSC
DMS-MSC
Data Network
ATC centre
Supports data communication for the sending of Position Information Messages from
the Train to the Train Control Center and the sending of Movement Authority Messages
from Train Control Center to Train (giving target speed, distance/time to travel,..)
Remote Control
Remote Control supports bi-directional data flow between fixed center and the train or
other fixed location for management of on-board or ground based equipment.
64
SESSION - II
DMS-MSC
DMS-MSC
Data Network
ATC centre
Supports voice communication only and Fast Call Setup, Area definition, Single
emergency key stroke: Red button, Origination from controllers or other wireline
subscribers, train driver, shunting, trackside worker or any other type of user at risk
Shunting
Provides radio communication for a shunting team or among different shunting teams.
Shunting involves a locomotive pushing at the back of a train with the driver receiving
65
SESSION - II
instructions from the head shunter who is at the front of the train. The objective of
shunting is to align all the coaches of a train together.
Co
pyr
igh
t©
19
96
No
r ht
er n
Tel
ec
om
DMS-MSC
DMS-MSC
Co
py
r ig
ht
©
19
96
No
r th
er n
Te
le c
om
Supports voice communication only for voice group calls between workers at a site and
wide area communication: workers at a site, distant workers or fixed network positions
(e.g. controllers, stations and technical department).
Train support Communications
Train support communications provides communication for on board Staff to increase
efficiency of operations.
66
SESSION - II
On- li ne
Au tom at ic Od r er r eser vat ion
r et ur n
t icket ing
Copyr i hgt © 1996 Nor ht er nT le ecom Ti cket : se rvi ce
Supports voice and data communication for on board staff and passengers including
customer support services such as public addresses by voice, seat reservation and
timetables information.
Local communications
Local communications provides communication for a wide range of personnel at a single
site e.g. at stations and depots.
Co
py
igh
t©
19
96
No
r ht
er
Te
ec
om
Copyr gi ht © 1996N or ht er n
Train
Station
Copyr gi ht © 1996N or ht er n
Supports voice communication for reporting train composition data and brake tests
and communication between driver and station manager's office and other groups of
users at the station or depot.
Wide Area Communication.
Wide Area Communication supports track side, non train-originated communication
and railroad maintenance communication.
DMS-MSC
DMS-MSC
PSTN
Supports voice and data communication for Road vehicles, track inspectors, railway
police and access to private network or PSTN.
Passenger services communication.
Passenger services communication provides services such as coin operated telephone
or telefax communication and internet access for on board passengers. This service has
67
SESSION - II
strong potential for revenue generation but may be subject to national regulation.
Copyr i hngt ©
N ort her Tel1996
ecom Copyr i hgt © 1996
N ort hern Tel ecom
68
SESSION - II
are based on the industry leading Nortel Networks' GSM system supporting advanced
services for voice and data and the unique GSM-R terminals which are the first ones to
be launched in the market and proven in all MORANE test trials.
OMC-S
DMS-MSC
IN
HLR
PCUsn
OMC-R
OMC-D
Handset SGSN
Cab-Radio IWF
Dispatcher
GGSN
The key advantage of Nortel Networks' full turnkey solution lies in the services which
ensures the smooth integration of the GSM-R network with the existing networks through
a set of standard procedures such as network design, interoperability tests, installation,
commissioning and system verification. After the initial network implementation stage,
network optimization and applications customization to support, training are all
standard services provided by Nortel Networks.
Railway customers are thus guaranteed unmatched communication quality to further
improve the railway business and operations with seamless convergence with existing
and other communications systems in the shortest turnaround time.
GSM-R Terminals
For railway operations and services the railways use different types of terminals. These
various types of GSM-R terminals have to fulfil not only the GSM-R specific functions
like ASCI, these terminals have to work in railway specific environment which requires
high speed function, an extended temperature range, shock resistant housing, specific
MMIs,. Following figure presents the three categories of terminals defined by EIRENE
plus a fixed trackside MS solution:
69
SESSION - II
70
SESSION - II
Staffordshire area .
The IVRS network has gone into live operation in November 2002.
TAV (Italy)
Nortel Networks and SIRTI have been awarded the TAV contract for the 218 km
high speed line Rome-Naples running through a hilly Apennine area, very complex
from the topographic point of view. The actual roll-out process has started for the
53 km pilot network.
The core elements have already been installed and installation and commissioning
of the remainder of the pilot network is well on it's way for the scheduled first
GSM-R call in March 2003. The further planning on that project does foresee low
speed train tests until May 2003, extensive various speed testing until September
2003 leading to final acceptance with high speed train by the end of 2003, unless
delay on civil work along the track.
Slovakian Railways
Kapsch CarrierCom AG, the general contractor to supply the entire infrastructure, the terminals and the
optical cable connections along the route, has selected Nortel Networks for the supply of GSM-R infrastruc-
ture equipment. The first stage of the project involves equipping sections in international corridor IV with
GSM-R technology.
71
SESSION - II
by :
Ola Bergman
SIEMENS
Agenda
73
SESSION - III
by
Sanjay Dungrakoti
Dy.CSTE/KGP
G. K. Bhadra
ASTE/C/KGP.
The pioneering work done by South Eastern railway in inducting Solid State
Interlocking (SSI) technology on their network and steps taken thereof had been
discussed in the IRSTE Seminar- 2001. Since then, SSIs have been installed at Chakulia,
Gidhni and Lotapahar, all on A Route. The successful implementation of the project
from concept to commissioning is an achievement worth mentioning in this forum.
The various pre and post commissioning stages undergone over the year are
inspection, design, power supply arrangements, execution, feedback, software
modification and protection from lightning and surges. This paper discusses the
experiences gained by S.E. Railway and further challenges ahead. While discussing
the experiences the data of CKU has been taken in particular, it being the first and
most revealing experience.
1. INTRODUCTION:
The Chakulia station of Kharagpur Station has been selected for commissioning of first
SSI of SE Railway. This was an ideal station having all sorts of Signalling Gagdets to test
the new technology under extreme circumstances. It is a double line station on electrified
HWH-Bombay trunk route, having IBS on both sides, Point zone, loop line and IBH axle
counters, Digital Axle counter for LVCD, LC gate in the yard, siding point etc.
The outdoor signaling and building construction works were completed in early 2001.
The major activities are listed below;
75
SESSION - III
2. INSPECTION
Dir/Signal/RDSO and Dy. CSTE/KGP carried out the card level inspection and study
of documentation for Microlok-II. At that time CENELEC Validation for the Microlok-
II was going on and papers regarding that were seen. Since then CENELEC Validation
for the system has been obtained by the firm.
3. DESIGN
The design of circuits was done as per SE Railway practice. The design was categorized
into Indoor and Outdoor circuits. The indoor design comprises of Application logic
consisting of interlocking and hot standby logic and also interface design. And Outdoor
design consist of point control circuit, signal control circuit and axle counter circuit etc.
To prepare these designs, typical circuits were issued to the firm. Following are the
salient feature of design:
a) Application logic for Interlocking and hot standby
b) Interface Design
c) Route setting type panel operation
d) IBH through SGE block instrument/Axle counter
e) Provision for Block proving axle counter
f) ECRs for lamp circuits
g) 24v Point contactor unit for Point Operation
The block diagram of the system is shown in Fig 1.
76
SM's ROOM
C OM2
OPERATOR PC M
CONTROL CUM
(STANDBY
INDICATION PANEL C OM1
TO PANEL) M
I2 I2
MICROLOK II ROOM
TERMINATION
RACK
(T1)
I2 I2
N VL MP(A )
N VL MP(B )
10 16 10 16
S S S S
P4 P3 P4 P3
INTERLOCKING 1
INTERLOCKING 3
MICROLOK II MICROLOK II C OM1
P5 D P5 D I1 M
A1 B1 MAINTENANCE
P2 P1 P1 P2 C OM2 PC
5 17 05 5 17 05 I1 M
M - - M
D -CON N EC TOR
BOX
77
D IA GN OSTIC L IN K
Fig. 1
20 20
IVSL (A) IVSL (B)
SESSION - III
2n 2n
S - - S
P2 P4 P4 P2
I/O GATHERER 2
I/O GATHERER 4
MICROLOK II P5 D
MICROLOK II P5 D
A2 B2 NOTE:
5 17 06 P3 P1 5 17 06 P3 P1
SYSTEM A - A1, A2
- - - -
SYSTEM B - B1, B2
X CARDFILE NUMBER
I1 ISOLATOR (RS-232)
RELAY RACK RELAY RACK TYPE TO BE ANNOUNCED
(R1) (R2) I2 ISOLATOR (RS-485)
PARALLEL WIRING
M MASTER PORT
C.T. RACK1 C.T. RACK2 S SLAVE PORT
D DEBUG PORT
TO / FROM FIELD
SESSION - III
4. CIRCUIT DESIGN :
The drawings for Chakulia were submitted by the firm on Aug 2001. The Railway
approved the circuits in the same month. Then firm started detailed design for Chakulia
and it was submitted on Nov 2001, which was approved immediately. The system for
CKU was installed at Bangalore and application logic for CKU uploaded in the month
of January for testing by Railways at Bangalore. The program was checked, corrected
and approved for final testing at site. The circuits are written in the Boolean Logic in the
text file format. The application Boolean logic has been developed similar to the
conventional relay circuits with commonly used relay name assigned to the bits in the
Microlok. The Boolean Logic file can be converted to the drawings in the form of
Conventional relay circuits with the aid of software in AutoCAD. This conversion is
done before submitting the circuit to Railways for approval, as railway designers are
more familiar with conventional form of circuits. After the circuits are approved, the
Boolean Logic file is compiled using the specific compiler before loading it to Microlok
CPU Card. The uploading is done using laptop computer connected through a COM
port to Microlok. For loading the file special protections have been included in the
system. This include both hardware as well as software protections such as specific
jumper setting for loading the file on the CPU Card, ID nos, Password Protection etc.
After uploading the program, the first level of the testing was done at firms premises
itself by railways team with the help of simulation panel; and corrections in the circuits
and VDU display design were carried out.
78
SESSION - III
cards along with CPU card and Power supply card have been provided. The indoor
cable has been drawn from panel to Microlok. Panel used is standard domino type
panel. However on both sides of the panel, Axle counter block panel is integrated at an
angle making it a novel design. The axle counter block will be commissioned as a next
phase of work. The interlocking logic has been incorporated in the SSI system and has
been disabled for the time being. At present SGE block instrument is being used for
DLBI working which is interfaced with SSI. Except three-position relay all the relays
have been eliminated and has been incorporated inside SSI.
79
SESSION - III
both the system. Any such failure condition in the vital input, vital output and the non
vital input will generate the audible warning along with visual indication to alert the
operator for the notification of the maintainers immediate action to diagnose the cause
and remedial measures to fix the problem (There could be a input mismatch due to
loose connection or wire cut or false feed etc). After the problem is fixed a manual
reset is to be applied to the disabled system. After it passes through its own internal
diagnostic routines, the status of interlocking functions from the online system will
be mapped to this system to ensure that the interlocking status in both systems is
synchronized.
Initially at Chakulia on introduction of mismatch at panel input level, it is observed that
non-vital input mismatch being generated often leading to one system shut down. The
system needs to reset manually to bring it online back. It is identified that the non-vital
input comparison for mismatch was ineffective as the non-vital inputs are available
only for few seconds. Therefore at next station Gidni, the non-vital inputs are compared
at their stick level instead of comparing at the push button level. This prevented the
shut down due to non-vital mismatch. The comparison is now done at the route initiation
stage. This is shown in the drawing below (Fig 2).
80
SESSION - III
SYSTEM - A SYSTEM - B
MAINTENANCE
PC
PANEL/PC
YES
NON-VITAL NON-VITAL NON-VITAL NON-VITAL
OUTPUT INPUT INPUT OUTPUT
MISMATCH
#
NO
NO NO
YES YES
MISMATCH MISMATCH
VITAL VITAL
FROM FIELD
INPUT INPUT
FINAL
OUTPUT
TO O/P RELAYS
NOTE:
NON-VITAL INPUTS ARE ANDED AT THEIR STICK STAGE.
# MISMATCH COMPARISON IS DONE AT STICK STAGE OF NON-VITAL INPUT.
NON-VITAL OUTPUT WILL BE DELIVERED BY ONLY ONE SYSTEM AT ANY TIME.
*
Fig 2
81
SESSION - III
9. EXECUTION
The pre wired racks were sent to site in Feb and installation completed in the same
month. The simulation testing was conducted from Panel and VDU for each system
separately and then testing was done with combined system. The NI started on 15.3.02
and station was commissioned on 20.3.02. The NI was taken for slightly higher duration
to test and observe the system after connecting with ground gears as this was the first
installation.
It is clear that the installation time required as compared to PI is less. As is evident from
Chakulia that the entire process from installing the racks in the relay room to testing
and commissioning took just one month. However it requires completion of design and
testing prior to it. Being the first station, utmost care was taken in design and checking.
This process will have to be further optimized as we gain experience. As compared to
PI the time taken in wiring and testing of wiring can be reduced by 75%. Manpower
required for testing is also reduced. Similarly time required for circuit modification is
almost negligible.
Some of the other advantages, which were experienced during commissioning, are
a) All the testing was logged, so it was easy to analyze any anomaly.
b) Chances of short-circuiting due to wrong wiring as experienced in PI are not there
during testing.
c) Failures on account of relay contacts are minimal and not experienced so far.
d) Circuit energisation time as compared to PI is very less during testing.
e) All the yard indications are given in maintenance VDU hence easier to maintain.
f) Indoor maintenance is less.
g) Adopting the shortcut method is prevented in the relay room to a large extent.
Any tempering on output side is totally eliminated due to feed back of output
relay to the Microlok.
82
SESSION - III
11. PERFORMANCE:
The system has performed well and no failure on unsafe side has occurred since its
commissioning on 20.3.02. There has been 3 cases of failures due to heavy lightening
during monsoon, protection for which has been taken as mentioned in the para below.
There has been few cases of system shutdown due to mismatch at input level. The actions
for eliminating these problems have been discussed in the para dealing with hot standby
in brief. There are 7 failures at CKU since 20.3.02 and 5 failures at GII since 16.9.02.
12. PRECAUTIONS:
12.1 Cross talk-minimization : Connection to external equipment have been separated
83
SESSION - III
as much as possible from the wires carrying electronic data signal to minimize
cross-talk.
12.2 Noise elimination:
a. Length of wires and cables has been made short and twisted wires have been
used to minimize noise.
b. Wires carrying power for various circuits have been made short and kept
isolated from all wires connected to MicrolokII to minimize noise.
12.3 Surge Protection:
To protect Microlok from external induced voltages and surge, various precautions
are taken as detailed below.
a. Kharagpur-Tata section is a lighting prone area, hence five no. of earth around
the building with ring made arrangement has been provided to prevent
equipment damage due to lightening.
b. Protection has been taken by connecting opto-isolator between the serial port of
PC and MLK to avoid any chance of surge passing through the ground of PC
COM port to MLK COM port.
c. Surge protection devices has been added to the different circuits to save the
equipment from the lighting surge. SPDs have been provided at the input
point for the 12v DC power supply for MLK Card file, 24v DC for indication
and 220v AC for PC.
d. GD tubes have been connected at the input and the output for all the wires
coming from panel to SSI Non-Vital Card wherever the equipment room and
panel room are not in the same building i.e. indoor wiring is not possible.
e. Repeater Relays have been used to connect external circuits like track, point,
axle counter, IBH etc to isolate the Microlok equipment from external induced
voltages and surges.
10. CONCLUSION:
S. E. Railway has made pioneering efforts in finalizing contracts for supply and
installation of SSI systems to RDSO standards meeting international safety norms.
Railway is now making intensive efforts with RDSOs support to commission these
systems paving the way for bright and safe future. Success of this project on S. E. Railway
will provide an effective way of clearing the backlog of replacement works specially in
the backdrop of stiff time frame of 5 years and one time grant of funds, which is now
likely to be available. This will in turn
a) Enhance safety levels of train operation.
b) Improve reliability of signalling system.
84
SESSION - III
ACKNOWLEDGMENT:
We are indebted to Sri S.C.Gupta, Ex CSTE and Sri V.Shankar, CSTE/SE Railway for
their valuable guidance and encouragement. We acknowledge the direction and support
given by Sri Arun Saxena, CSTE/Proj, Sri M. Alam, CSTE/Plg and Sri A.K. Haldhar,
CSTE/Con at SE Railway. We acknowledge the cooperation of the other officer and staff
of S&T dept. of Kharagpur division who gave valuable suggestions. We also like to
mention M/s Union Switch & Signal, who worked tirelessly along with the railway
team, for their help in this endeavour.
85
SESSION - III
by
Chinnarao Mokkapati,
Vice President, Quality & Systems Assurance
Union Switch & Signal Inc.
Pittsburgh, PA 15219, USA
INTRODUCTION
Modern safety-critical signaling products that use microprocessor-based architectures
can become very complex as a result of increasing levels of functionality demanded of
them. The safety performance of these products should be carefully and thoroughly
assessed for the obvious reason that the safe movement of people and goods, as controlled
by these products, can not be compromised. Also, the reputation, survival and
profitability of a Railway or a Metro are directly affected by the safety record of the
products used on the Railway/Metro.
Suppliers of safety-critical products take their responsibility for safety (in design,
manufacturing, and installation) seriously. However, safety assessment and certification
by a competent, independent third party provides an additional level of confidence in
the products safety performance. Also, when the assessment of competing products is
carried out in accordance with well-known international standards, it brings a certain
level of uniformity in compliance, provides a level playing field for all suppliers, and
many customers can benefit from a single assessment.
Union Switch & Signal Inc., a world-wide supplier of signaling control products and
systems has recently obtained safety certification from an Independent Safety Assessor
(ISA), of its Automatic Train Control (ATC) system and the key safety-critical platforms
used in that system as furnished to the Copenhagen Metro. The author shares his
experience from this project, which uses fully-automated driver-less trains and has just
started 24-hours-a-day, 7-days-a-week revenue service. Based on this experience, a
practical approach to obtaining independent third-party safety certification of signaling
products is presented. It is hoped that the Indian Railways adopt this approach for
their current and future procurement of safety-critical products.
87
SESSION - III
2
System Definition and
Application Conditions
3
Risk Analysis
4
System Requirements
5
Apportionment of
System Requirements
6
Design and
Implementation
7
Manufacture
8
Installation
9
System Validation
(including Safety
Acceptance and
Commissioning)
10
System Acceptance
12 11 13
Performance Monitoring Operation and Modification and
Maintenance Retrofit
88
SESSION - III
89
SESSION - III
90
SESSION - III
ORGANIZATION/RESOURCE ALLOCATION
FOR SAFETY CERTIFICATION PROJECT
An organization of the type shown in Figure 2 below has been found to be suitable for
completing the design, verification & validation, safety analysis, and independent safety
assessment of a safety-critical product. Note that the Independent Safety Assessor, either
a third party or a government agency, effectively works for the procuring Railway or
Metro, just like the Supplier working on a contract from the Railway or Metro. The
Assessor is completely independent of the Supplier, both financially and contractually.
The project is handled by project managers in the Supplier and Assessor organizations.
Both of these project managers are accountable to the Customer. All communications
and submittals flow through them. They are also responsible for the planning, scheduling
and cost control activities on the project.
Customer
(Procuring Railway or Metro)
Project Manager
Planner/Scheduler Planner/Scheduler
Cost Controller Cost Controller
Independent Verification & Validation Systems Assurance Team Design Team Quality Assurance Assessment Team
Team (Safety, R&M, EMC Analyses) Technical Team Leader Configuration Control
validation activities and the safety assurance activities are handled by teams independent
of the design team.
LESSONS LEARNED
The Copenhagen Metro project is perhaps the first project in the world where the
emerging CENELEC Standards (1997 versions) were applied rigorously for safety
certification of the ATC System and associated vital products used on that Metro. Many
lessons were learned on this project:
The suppliers must follow a structured process of documenting the requirements,
design, verification & validation, and safety analysis of the products and system.
Clear forward and backward traceability must exist between requirements, design,
V&V and safety analysis.
A Hazard Log that shows clear evidence of how each and every hazard associated
with the products/system is eliminated/controlled should be maintained.
All credible failure modes of both Class I and Class II hardware should be analyzed
and tested, following the guidelines in [3].
Undetected failure modes shall be analyzed in combinations of up to three or until
it can be shown mathematically that the wrong-side failure rate is well below the
target hazardous failure rate.
The supplier must have a strong quality management system and a safety
management process to ensure that the systematic failure integrity targets
(representing specification, design, manufacturing, installation and maintenance
errors) are met.
The Independent Safety Assessor must have the right competencies and resources,
and must be willing to use some engineering judgement in the assessment process
while maintaining complete independence from the supplier.
The procuring Railway/Metro must recognize that safety certification adds
substantial cost to the procurement process and must make cost-benefit decisions.
The Author hopes that the Indian Railways and the associated agencies will be benefitted
from our experinces of safety certification of Railway Signalling product to CENELEC
standard from the Copenhagen Metro Project.
REFERENCES
1. prEN 50126: September 1999- Railway Applications - The Specification and
Demonstration of Reliability, Availability, Maintainability and Safety (RAMS).
2. prEN 50128: March 2001-Railway Applications - Software for Railway Control and
Protection Systems
3. ENV 50129: May 1998 - Railway Applications - Safety Related Electronic Systems
for Signalling
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SESSION - III
By
Charles R Page,
Director of Marketing & Sales
Wayne McDonald,
Manager Technology & Training
Invensys Rail Systems Australia-Westinghouse Signals Australia division
1. INTRODUCTION
The worlds leading railways are almost universally turning to solid state interlocking
for new and renewal signalling projects. Their flexibility, ease of modification and
advanced control and diagnostic features make them ideally suited to meet the business
needs of the modern railways.
WESTRACE is one of the solid state interlocking available from the Invensys Rail Systems
group. It is our most popular model and is well suited a wide range of small to large
installations. The worlds first revenue service WESTRACE was installed on a passenger
and freight line at Dry Creek in South Australia in 1990. WESTRACE has continually
evolved to increase logic capacity, enhance its functionality and add new features.
The latest enhancement, the WESTRACE Network Communications (WNC) model, was
released in mid 2002, with 10 installations being commissioned in Europe as of mid
2003 and many more in the design phase. This paper describes the WESTRACE WNC
system and highlights how this modular interlocking solution helps deliver safe, flexible
and reliable signalling services to the railway.
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This paper will use the term WESTRACE rather than WESTRACE WNC for convenience.
2. WESTRACE OVERVIEW
WESTRACE is a modular solid state interlocking that provides all the standard features
expected of such a system, as well as several unusually advanced features. It takes vital
parallel inputs from local track equipment (point detection, track circuits, relays, etc),
vital inputs from nearby interlocking (e.g. block circuits) and non vital controls and
logically manipulates this according to safe application data designed by Signal
Engineers to generate vital parallel outputs (e.g. to signals and point contactors, relays),
vital serial output (e.g. block circuits) and non vital indications.
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Automatic Train Protection (ATP) system uses the standard WESTRACE platform as its
heart. A trackside Encoder that transmits data to the train informing it of signal states is
simply a WESTRACE with an additional module. The WESTECT ATP On Board
Computer is also WESTRACE based. WESTRACEs inherent vital telemetery has been
used without the associated logic to safely communicate relay states over both radio
and PCM channels, including as a vital Token Block interface system.
Some railways, such as in the UK, have particularly complex requirements of level
crossing control. WESTRACE has been configured as a flexible level crossing controller,
with many standard crossing configurations built in.
WESTRACE forms a key part of Invensys Rails pilot line ERTMS systems.
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We were also able to transfer the original application logic for use as the starting point
for the upgraded system.
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WESTRACE has features that makes it particularly simple to link multiple systems
together. To understand how this is done we will now describe some of the wide range
of available interlocking configurations.
6. INTERLOCKING CONFIGURATIONS
Many of the interlocking configurations rely on the effective network communication
architecture that allows multiple vital and non-vital, high capacity, communication
sessions to be established between in-terlockings and the associated control and
diagnostic systems. A subset of the configurations is possible using serial point to point
or point to multi-point communications although these are mostly retained for interface
to legacy or hard wired systems.
6.1 Communication Network
WESTRACE uses the network to exchange most of the vital and non-vital data in
the system. This is a powerful and flexible feature that opens up many possibilities
and some of these are discussed below.
The network is based on the industry standard UDP/IP protocol (a subset of TCP/
IP selected used to comply with safety restrictions), over 10 BaseT Ethernet with a
RJ45 connection. All data is coded and fully protected against all forms of
corruption, delay or transformation during transmission. The vital data messages
containing the true and complement data and CRCs are assembled and checked in
the VLM and simply encapsulated in an IP packet by the NCDM for transport.
Non vital data and diagnostic IP packets are assembled in the NCDM. All data can
transferred over industry standard networks using industry standard IT hardware.
Good network design will usually include network segmentation and redundant
routing paths and can utilise existing infrastructure.
High bandwidth links is generally not required outside a local area and typically
a 64 kb/s circuit is adequate for multiple interlockings along a railway. Proper
separation should be maintained for vital data and we recommend physically
restricting the access from an organisations general network. Some data may be
made more widely available via an appropriately safety rated firewall that can
also prevent network congestion from external sources.
Each WESTRACE can simultaneously run 16 vital and 16 non vital communication
sessions.
6.2 Stand-alone interlockings
The most basic WESTRACE configuration is a stand-alone interlocking as shown
in Figure 2 :
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Remote or local controls and indications are exchanged over a serial link with external
non-vital I/O to interface a push button local panel (not shown) or over the network
with a PC based control panel or a remote (CTC) control centre. Logic can be configured
in the NCDM to handle all local and remote control, so that control authority can be
passed between the systems as required or under fault conditions. Indications are sent
to all control points but the logic ensures that control is only accepted from one.
The network is used to interface local and remote diagnostic systems.
Vital data (eg block information) may be exchanged with adjacent interlockings over
the network.
VLM6 NCDM VPIMs VPIMs VROMs VROMs VLOMs VLOMs WESTRACE Railway
Signalling Equipment VLM6 NCDM VPIMs VPIMs VROMs VROMs VLOMs VLOMs
WESTRACE Railway Signalling Equipment Adjacent WESTRACE (via WAN) Adjacent
WESTRACE (via WAN) (via WAN) (via WAN).
6.3 Linked WESTRACE systems
The vital communications over the network become particularly powerful, yet
simple, where multiple WESTRACEs need to be connected for capacity or
distributed input and output purposes. The most common application is within a
single station area to link a master WESTRACE containing interlocking logic to
one or more dumb WESTRACEs that dont contain active logic. These are then
called Object Controllers and only the central WESTRACE with the logic is referred
to as an Interlocking. There may also be links to adjacent interlockings for block
working. Figure 3:shows an example of a master WESTRACE and 4 object
controllers. Only the prime sources of control and diagnosis are not shown for
simplicity.
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This technique may be used to expand input and output capacity but it is a powerful
cost saving feature as well. The central WESTRACE can now be located
conveniently, perhaps in existing accommodation or where maintenance access is
best. The Object Controllers can be in the same place. However, they can also be
fitted closer to the equipment under control, such as in trackside location cases or
other conveniently located accommodation. By putting the Object Controllers close
to the relevant equipment, considerable savings can be realised by reducing cabling
and the associated trenching costs. As the interlocking logic is all located centrally,
this approach doesnt increase the complexity of the logic design. Although other
solid state interlocking technologies can appear to approximate to this approach,
the flexibility of WESTRACE makes it so much easier. The unusually large
processing capacity ensures that the central WESTRACE can handle more Object
Controllers before having to resort to splitting the logic across additional
interlockings and introducing boundaries. The networked architecture permits a
particularly simple single point interconnection approach over industry standard
media rather than using multiple, proprietary, point to point links with associated
line interfaces. This Object controller approach can also be combined with another
outstanding WESTRACE feature to provide an even more cost effective solution
as described below.
6.4 WESTRACE Hot standby Systems
Hot standby is an integral feature of WESTRACE. It is not an application engineered
feature and no location specific logic design is required. The Hot Standby option
only needs to be selected in the configuration and the configuration logic prepared
as normal.
Hot Standby, as an integral feature, has been subjected to the same rigorous design
and safety approval process as the rest of the design. This is important as bolt-on
hot standby can introduce a safety risks. The WESTRACE hot standby system
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connects two separate, identical, standard WESTRACE systems by high speed fibre
optic links. The VLM and NCDM each have separate fibre optic connections. The
off-line system is completely updated with an identical image of every internal
logic state once every processing cycle. Even the software version in use and the
interlocking unique address is checked during the update. There is no possibility
of the two available systems being out of correspondence at any time. There is no
possibility of both interlockings have safe but different logic states due to slight
differences in timing for reading inputs (this situation that could give an unsafe
result on changeover cannot occur with WESTRACE)
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or upgrade. If it is just for maintenance, then the repaired system can powered up again
and seam-lessly brought back into standby. The on-line system need never be interrupted
and the railway operates non-stop.
If a logic change or I/O modification has been made, to the off-line system, then the
same change must then be made to the on-line system before they can work as a hot-
stand-by pair. However, this approach still allows upgrade work to be undertaken more
quickly with the absolute minimum of system down time.
No additional hardware is required to link two standard WESTRACEs as a hot-stand-
by pair apart from the optional relays, the manual control switch, the associated wiring
and the fibre optic update cable. Standard network techniques are used to provide
separate and isolated network connections to each WESTRACE.
There are different options of implementing hot stand-by for an installation comprises a
central WESTRACE interlocking and one or more Object Controllers.
The Interlocking WESTRACE could be a hot-stand-by unit with no local input and
output and the Object Controllers could be single units (non hot-stand-by).
Critical inputs and outputs could be driven directly from the hot-stand-by
interlocking with the remainder driven from non hot stand-by object controllers.
Some or all of the Object Controllers themselves could be hot-stand-by units. Any
combination is possible. As much or as little hot-stand-by input and outputs
justified can be provided.
This flexibility can be very cost effective. One approach is to only provide hot-stand-by
inputs and outputs for the main lines through a multitrack station, either directly from
a hot-stand-by interlocking or via a hot-stand-by Object Controller. The loops could be
controlled by a separate, non hot-standby, Object Controller. This can save costs on the
loop lines whilst providing the highest possible availability to the more important main
lines. Alternatively, the Object Controllers could be judiciously connected each to a
separated part of the trackside so that a failure of a single Object Controller would not
prevent running trains through the controlled area.
7. DIAGNOSTIC TOOLS
Users can select basic and enhanced diagnostic features. A WESTRACE NCDM stores
the most recent 2.5 Lakh events in a circular buffer. This information can be accessed by
a text based program using a Laptop PC over a local serial port or the network. The
same computer can set local parameters, clear buffers and request communication status.
A dial up connection allows password protected access to diagnostic information from
standard telephone lines or even from a mobile phone. A remote maintainer could
investigate a fault beforehand, confirm its nature and arrive equipped with any necessary
spares or tools. It also allows WESTRACE to call a fault centre when a fault occurs or
periodically to report faults.
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Users can obtain more information in an easily used format with a separate Windows
based tool called MoviolaW. Moviola is Spanish for Replay. A PC is used at each site
to log the data from one or more WESTRACEs, via the network (or one of the serial
ports.) Each interlocking change of state is stored as it is received. A new file is created
every few days (user configured). Files older that 30 days are deleted or separately
archived.
Users can configure the PC displays to show:
track diagrams with signal, point and track occupancy status shown by colour and
shape;
state of any nominated latches or inputs in the system in a separate window
status of selected (DOS wildcards are supported) mnemonics (eg all points) in a
separate window
all or selected mnemonic changes of state on a cycle by cycle basis in a separate
window
Reports on selected mnemonics (eg the number of changes for a set of points) in
the logged period
A diagram of the housing showing each of the modulesthe module will be shown
in red if it is faulty.
english text messages describing any configured, external failures (eg, lamp fail,
loss of detection) MoviolaW can also execute logic to generate alarms.
Presenting the data in the form of a graphical track plan is extremely powerful, especially
when combined with the report generation facility. It assists the maintainer to quickly
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and accurately understand what is going on. This is particularly useful when some
faults may be external to the interlocking, such as those caused by lost points detection
or bobbing track circuits. With the track plan view, the maintainer can clearly see the
relationships between what is happening in the field and the interlockings response.
MoviolaW normally displays current (real time) data but can also be requested to display
and replay any of the stored data (while continuing to log real time data). The user has
a VCR type control to select a start time to examine and then replay forward or back-
wards at fast, normal or slow speed.
The underlying database is in standard Microsoft Access format and can be separately
analysed if required.
The graphical view coupled with the advanced logging and replay features has made
MoviolaW a useful tool for investigating incidents such as Driver passes a signal at
Danger. The relationship between the track circuit and the signal aspect can be clearly
seen and understood by all. Even the simple exercise of showing this to just a few drivers
can create a noticeable improvement in driving practices and culture across the whole
fleet.
MoviolaW can be accessed remotely via the network, dedicated serial port or dial in to
view or replay and has become a very important diagnostic tool. Logged data may be
extracted over this connection for local replay
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GCSS also performs consistency checks to ensure that syntactical and semantic
errors such as unused or duplicated mnemonics and configuration rule violation
are detected. Full version control ensures changes are properly authorised and
controlled. Difference lists can be automatically produced to highlight or verify
any changes undertaken during a modification cycle. Wide usage of cut and paste
and find and replace can save on design time.
It prints a graphical module layouts in the rack, link settings and terminal allocations
to assist in the construction, test and maintenance of the relevant racks.
A template tool allows the user to construct a library of standard circuits functional
elements. These can then be pasted into the design and used repeatedly. Design
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aids are included to automate some of the renaming and renumbering commonly
required when designs are reused eg when points #13 become points #15 all the
contact mnemonics will require changing from 13XXX to 15XXX and the tool assists
this process.
The same GCSS tool is used in a similar way to design the integrated non-vital
logic.
8.2 Installation Check Sub System (ICS)
It is vitally important that the right version of the correct data is installed error free
in the intended system. WESTRACE inherently checks the version and ICS confirms
what is actually in the target WESTRACE by uploading, decompiling and validating
against the source data.
8.3 Graphical Simulator (GSIM)
WESTRACE interlockings can be tested in the traditional manner, using the control
panel a custom switch panel to simulate field equipment. MoviolaW must be used
to view the internal states and assists by giving a railway view of the testing.
However, this approach requires the actual interlocking, completed control panel
(or even CTC) and expensive, custom made field simulation. It is relatively
inconvenient and time consuming. GSIM is a windows based software tool that
provides
a control centre mimic diagram for controlling the simulated railway
a track based mimic diagram and underlying logic to simulate field equipment
(points, signals, etc)
one or many instances of the same logic evaluation engine as is used in
WESTRACE
optional interfaces to a WESTCAD control system and a MoviolaW system to
enable all components to be tested together
logging and script generation (for repeated test setups) facilities.
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Figure 9: Documentation
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Overview and competency based training courses available (often delivered to site staff)
include
Appreciation Course (half day)
First Line Maintenance Course (5 days)
System Design Course (5-7 days)
Set to Work Course
Graphical Simulator Design
MoviolaW Design
Design and maintenance courses are competency based with a significant hands-on
component. The training materials are of a high quality and professional training
specialists are used to deliver the courses. A Train Your Trainer service is also available
so that customers can subsequently deliver training courses to their own staff
independently. Invensys Rail recommends a 1 day refresher version of the maintenance
courses is because the system is so reliable that staff do not have the need to practice
their skills.
The whole aim of the tools, training and support model is to enable customers to
competently implement WESTRACE based systems without direct support from the
supplier. Of course, such support is available if required but the customer can have a
high degree of independence if desired.
Part of the support available includes the provision of maintenance services, and module
repairs as a minimum. A wide range of services can be made available as required;
Repair or ExchangeFrom a local base
Spares on Consignment
Guaranteed stock holdings
Extended Warranties
Long term pricing agreements
Full on-site maintenance services
Any combination of the above
9. SUMMARY
The interlocking is the heart of the railway. Its performance and safety are critical to the
performance and safety of the railway as a whole. The modern railway is also a business
and requires cost effectiveness in everything.
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by
CHANDRIKA PRASAD
FORMER ADL. MEMBER (SIGNAL)
INDIAN RAILWAY BOARD
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RESULT
MISSION -BY 2020 ALL HIGH SPEED LINES AND MOST CONVENTIONAL LINES
IN EUROPE WILL BE OPERATIONAL USING ETCS
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ETCS TECHNOLOGY
GSM-R
Silistr a
Kos hav a
Vi din
RUSE
Lom
Kar da m
Dimovo Or ya hov o
Ch er kvitsa
Ivanovo
Brusartsi Bele ne
Oreshet s
Svish tov Dve mogil i Do br ci h
Or es h Ra zgr ad
Sam u li
Boi chinovtsi Byala
Yasen Borovo
Pl even
Montanu No vi Paz ar
Pol ski Popovo
L EVSKI
Trambesh Shum en Kaspichan
T CHERVEN
BRI AG
Targovisht e Belo slav
Vrat sa St razhi tsa
Berkovitsa Pavlikeni Provadiya VARNA
Han Povelyanovo
Pre slav Krum
M EZD RA Si ndel
Roman Velik o GO RNA ORI AHO VIT SA Dalgopol
T ar no vo
Slav yan tsi Z latn a Pane ga
Kal otina Kom unari
Sta ro Or yah ov o
Dragom an Svoge T sar ev a
Liv ada
Al domirovtsi Elen a
Ga br ovo
T ro yan
Bols hev ik
Sof ia-N.
Zlat it sa Kop rivs htit sa Tvarditsa
Ban kya Pod ue ne
Ayt os
Sl iven
Pi rdop KAR LO VO
PERNI K SOFIAIskar M usa che vo Kl isura St raldzha
KAR NOBA T
Kazanlak Dabovo Pom o rie
Vakarel Hisa r
Kal ofer Tulovo Nova Kerm en
Radomir Pan ag yur isht e Z IM NIT SA
Ch uku ro vo Zagora
Yam bol Vlad imir Pa vlov
STARA BURGAS
Ha n
Bob ov Dol
ZAGORA Asp ar uch
Kost enet s Cherna Svo bod a
Kyu ste ndil DUPNI CA Gora
M an ole Bel ozem Mi haylovo
PAZ ARDZ HI K
Gy ue she vo
SEPT EMVRI Or izo vo Chirpan Elho vo
Var va ra
St amboli ski
Si meonovgrad
BL AG OEVGR AD Pes hte ra
PLOVDIV DIM IT RO VGRA D
Ase nov gr ad
Ha skov o
Do br n
i ish te
SVIL ENG RAD
SOFIABURGAS
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SYSTEM OVERVIEW
Siemens
Dispatcher MM I
Bombardie r
Maintenance
Driver Driver MMI Traffic Manageme nt
Service MMI
150200
4000
2000
Shnt
System
Supr
100
300 1000 Data
50 500
400 4000 Test Shnt
0 500150
200 2000 Misc Supr Service-
100
103
50
300
0 1000
5
500 Mesg Data Service-
0
400
500
Spec Test
Part Misc
PC
103 0
5 Mesg PC
Spec
Part Radio Block
Center
Bombardie
Bombardie r r
Interlocking
Siemens
Alcatel
Control
Control ETCS+GSM
ETCS+GSM
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SAFETY IMPROVEMENT
OFC OCC
GSM-R
INTELLIGENT
TRAIN PI/SSI
o 0 0
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Collisions
L-Xings accidents , Work site accidents...
CAPACITY INCREASE
CONVENTIONAL TRAIN
VIRTUAL SIGNAL
I-0 I-0
SANCTIONED PROJECTS ON IR
OFC 35000 RK.m
GSMR 2415 K.m
ABS 2000 RK.m
ETCS (Level2) 82 K.ms
ATP 60 RKm.
ACD 3500 RKm.
DELHI Metro
ATC&ATO- 62 Km
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Kolkata
CONCLUDING IDEAS
THERE IS NO NEED TO REINVENT THE WHEEL. ATC TECHNOLOGY SUITABLE
FOR IR IS ALREADY DEVELOPED . IT IS ECONOMICAL & SPEEDIER TO ADOPT IT
(AND NAME IT ITCS- INDIAN TRAIN CONTROL SYSTEM)
1. FIRST STEP IS TO FIT ITCS LEVEL 1 TRACK SIDE EQUPTS AT VULNERABLE
LOCATIONS ON GOLDEN QUADRILATRAL
2. COMMENCE FITTING ITCS CAB EQUPTS ON PRIORITY
3. VIRTUAL SIGNALS WITH ETCS LEVEL 2 WILL INCREASE CAPACITY
WITHOUT PHYSICAL AUTOMATIC SIGNALS IN BLOCK SECTION
4. SO TO ENHANCE SAFETY & INCREASE THE CAPACITY BY 50% ON GOLDEN
QUADRILATERAL IN NEXT 5 YRS ITCS LEVEL2 IS THE ANSWER .
5. DRAW CONSOLIDATED ACTION PLAN TO PROVIDE GSM-R,TC/
AxC,OFC,SSI,ETCS
6. ENTER JOINT VENTURE TO MANUFACTURE ETCS IN INDIA
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by
RAJ KUMAR
Chief Signal & Telecom
Engineer/DMRC
VIJAY KUMAR
Dy. Chief Signal & Telecom
Engineer/DMRC
Delhi Metro Railway is designed for headway of 120 seconds for rail corridor and 90
Seconds for metro corridor. The train control & Signalling system consists of ATP,
ATO, ATS & CBI and provides Cab Signals to Train drivers. This paper describes the
state of art Train Control & Signalling systems being adopted for Delhi Metro and the
experiences during its design and implementation.
1. INTRODUCTION
The first phase of Delhi MRTS consists of two corridors, the underground corridor called
the Metro corridor (Approx I I Km) and, the surface & elevated corridor called the Rail
corridor (Approx 22 Km).
1.1 Headway
(a) The design headway of Rail corridor is 120 seconds for a sustained operating
headway of 180 seconds.
(b) The design headway of Metro Corridor is 120 seconds for a sustained operating
headway of 120 seconds.
1.2 Train Control & S ignalling System overview for Delhi Metro:
Delhi Metro railway system consists of 18 stations on Rail corridor and 10 stations
on Metro Corridor with two Depots, one for Rail Corridor at Shastri park and the
other at Khyber Pass for Metro Corridor.
The principal sub system for the Train Control & Signalling system for Delhi MRTS
are:
Automatic Train Protection System(ATP) with Cab Signalling. The Track to
train communication is through Coded Audio frequency Track Circuits.
Automatic Train Operation System (ATO)(Only for Metro Corridor)
Automatic Train Supervision System (ATS)with Automatic Route Setting and
Automatic train Regulation.
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2. SYSTEM ARCHITECTURE
The Signalling system planned to be used for Delhi MRTS project are based on fail safe
computers and safety critical software. The Train Control Signalling system is configured
with the WAN as the backbone of transmission of both vital and non vital information
between CBls and Trackside ATP. The Trackside Systems are connected to the Central
ATS system at the operation control system through the fibre optic network for
performing the function of supervision and regulation of traffic on the line.
The following figures illustrates the overall architecture of the Signalling system and
the configuration of Main line and Depot.
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3. SAFETY STANDARDS
3.1 Safety is the primary consideration in the design and performance requirement for
the system. To meet these requirements, all safety critical equipment are designed
to fail safe principles conforming to CENELEC standard EN50126 for Reliability,
Availability, Maintainability and Safety.
3.2 The system shall conform to SIL4 in accordance with CENELEC standard EN50129
for safety related electronics system for Signalling and CENELEC standard EN50128
for software for railway control and protection system.
3.3 All safety critical equipment shall be designed, manufactured and validated to
Safety Integrity level 4 as defined in the CENELEC standard EN50126,EN50128,
and EN 50129
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The characteristics of the line i.e curves, gradients and the description of the track
with respect to the track circuits, points, signals etc is stored in the backside ATP
computer while the Rolling stock characteristics is stored in the trainborne ATP
computer. The CBI transmits to the backside computer the status of the route,
trackcircuits, points and signals which is then transmitted by the backside ATP
computer to the train through the Track circuits. The Signal is received by the train
through a pair of pickup coil mounted on both sides of the first bogie of the driving
car and processed by on board ATP system. The train also has an antenna for
transmitting and receiving messages to the Trackside ATP computer. The ATS
system at the operation control center sends the request for route setting
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point which takes into consideration the safety margin from the next track circuit
boundary.
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permitted by ATP system as the Rail corridor does not have ATO. DMRC designed
the use of service brake application as a first level of intervention before the
emergency brakes are applied in accordance with the FRS and SRS of ETCS.
The design solution adopted by DMRC is as below:
If the actual speed exceeds the permitted speed, a warning must be given to the
driver to enable him to react and avoid intervention from train borne ATC equipment
at least 2 sec. before the intervention of the full service brake until the actual speed
does not exceed permitted speed, then the driver must be capable of selecting
release of full service braking. The warning will continue until actual speed does
not exceed permitted speed
b) Station stopping monitoring :
The station stopping monitoring is also a function associated with ATO. The ATP
only protects the train from a hazard ahead of the train. If the track ahead of the
station is not occupied then the ATP will only protect against the boundary of the
occupied track circuit ahead. This problem for Rail corridor was also obviated by
DMRC in accordance with the FRS and SRS of ETCS by the use of station stopping
monitoring with the use of advisory curve being presented to the driver along
with the intervention of Full service brake if the driver tries to pass the station
stopping point.
A typical example is illustrated below:
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8. MAN MACHINE INTERFACE OF ATP & ATO FOR THE TRAIN DRIVER
The Man machine interface for the driver has been designed with the same ergonomic
consideration as that of ETCS.
Interface with the driver is ensured in the cab with the following means:
Key switches and mode selector,
Push-buttons,
LCD screen
Loudspeaker
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10. CONCLUSION:
The installation and testing of ATP system is in progress for the section from Shahdara
to Trinagar and is likely to be completed by September 2003 . The design adopted by
DMRC will be the trendsetter of all ATP system in India with its operational and safety
features for safe journey of passengers on the DMRC network.
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SESSION - IV
By
The CRM technology is the state-of-the-art technology for customer facilitation and
inproving the bottomline of the companies and broading customer base. Indian
Railways have developed their own versin of CRM packages which are very effective
in the context and for the customer base in which the Inidan Railways operate. The
key platforms for Indian Railways systems are PRS, FOIs and Railnet respectively
for passenger business freight business and for management process. Thisj paper brings
out broad overview about various items which are either fully developed or in the
process of development. There are certain missing links which needs to be plugged
and the need of the hour is to coilate and integra all systems and process so that in the
entire organization all systems and process are IT enabled and which will bring about
qualitative improvement in the customer services and give long term dividends of
Indian railways.
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SESSION - IV
by
S.N.Gupta,
Advisor, TRAI
Manoj Arora,
Jt.Advisor, TRAI
By TRAI Act 1997 amended in the year 2000, TRAI was allocated with unambiguous
power to decide on tariffs, interconnection terms and arrangement, interconnection
revenue sharing, quality of service, ensuring licensing terms & conditions, ensuring
universal services obligation etc. It is mandatory to seek recommendations of TRAI
before introducing any new service. This paper brings out an insight in the working of
TRAI and their contribution in speeding up telecom revolution in India.
BACKGROUND:
Unlike other sectors, Telecom Sector in past was characterized as a monopoly of a state
organisation in India. Despite of all the efforts of the Government, telecommunication
was known as a service with poor quality, delayed provisioning and involving primitive
technologies. The penetration of telephones was much lower compared to other
developing countries also. To bring the industry to an acceptable state of affairs, heavy
investments were required particularly as telecom is a capital-intensive industry. In
WTO India has committed to establish an independent telecom regulator, who will
facilitate opening up of the sector for private competition to improve the service
provision, availability & technical upgradation in the overall interests of consumers.
Regulator role was important since the investors need confidence about expeditious
clearances and stability of rules of game & market supporting policies.
In India, Liberalization in Telecom Sector was started in 1994 by inviting private players
in cellular, paging and basic services. As a result two operators were introduced in
cellular services in each of the circle while, private basic operators were allotted licenses
in 6 circles.
Since then telecom liberalization have gone long way to have 4 cellular players in each
circle & unlimited competition in Basic, National Long Distance & International Long
Distance & Internet.
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OBJECTIVE OF REGULATION
Telecom service markets in the initial stages are generally characterized with monopoly
where prices are not necessarily based on the cost, supply governs the demand,
supernatural profits by the service provider, poor quality of service etc. Even after
introduction of some new players in the market, the new entrant remains dependent on
the incumbent for interconnection and resources to extend their services since incumbent
controls a big subscriber base, network and resources. The incumbent player does not
easily give away its market dominance by adopting anti competition behaviour like
hindering timely interconnection, charging more than cost based interconnection fee,
influencing licensor, etc. The scenario becomes more complex when the policy maker
and incumbent operator are part of the same organisation.
This situation justifies the introduction of Regulator, who as a neutral party can control
the affairs and curb the anti-competitive practices adopted by the incumbent.
The pertinent role of the regulator is to bring benefits to customers in the form of
affordable service, good quality of service & on demand provisioning of service. The
customer will be benefited in short term & long term depending on the initial market
situation. Regulator has to facilitate accrual of benefits to society, which are desired as
well as justified. To achieve this objective, regulator addresses problems associated
with the market & service so that customer will get what should naturally come to him
from the market.
Regulation intervention is desired where the market fails in addressing the needs of
consumer. Since failure is a subjective term, it can be judged more objectively vis-à-vis
the customer benefit in quantitative terms when the market is having effective
competition. The ideal market situation can be characterized with multiple players in
market, demand and supply going hand in hand, prices being cost based, etc. Hence
regulation is desired when market process alone does not deliver all that should be
available in ideal market situation. Regulator also ensures that at least the minimum
services should be available to the society. One example is basic service, where the
regulator can establish a transparent subsidy mechanism to make these services
affordable. This subsidy may be flowing from the revenues generated from other services.
This is desired to bring the prices of the basic services to such a level, which is affordable
to consumer at large.
In short, Regulation can be seen as implementing policies related to preventing anti
competitive behaviour, promoting competition, protecting consumer interest and
achieving social objectives.
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Make available telephone on demand by the year 2002 and sustain in thereafter so
as to achieve a tele-density of 7 by the year 2005 and 15 by the year 2010.
Encourage development of telecom in rural areas making it more affordable by
suitable tariff structure and making rural communication mandatory for all fixed
service providers.
Increase rural tele-density from the current level of 0.4 to 4 by the year 2010 and
provide reliable transmission media in all rural areas.
Achieve telecom coverage of all villages in the country and provide reliable media
to all exchanges by the year 2002.
Provide Internet access to all district head quarters by the year 2002.
Provide high-speed data and multimedia capability using technologies including
ISDN to all towns with a population greater than 2 lakhs by the year 2002.
Migration of Service Providers from fixed license fee to a revenue share regime
In return, they agreed to loose their exclusivity
As a result more competition
A well defined USO regime
Liberalized framework for Internet
To achieve all the above objectives, NTP 99 envisaged an important role to be played
by the Regulator. This is in form of recommendations, directives and other measures to
facilitate the implementation of policy.
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REGULATION AS A WHOLE
Any company who wants to start its operations of providing telecom services has to
fulfill some regulatory requirements. Government has to keep in mind an objective to
fulfill investors dream to have their clearances through an efficient and responsive
system, there are multiple agencies involved in receiving the requisite applications and
allocating essential resources required by the company. In short, regulatory
requirements for a new entity can be summarized as follows:
1. Registration/incorporation of the company in India
2. Licensing
3. Tariffs
4. Interconnection
5. Spectrum
6. Numbering Plan
7. Universal Service Obligations
8. Monopoly Restriction or Competition
9. Technical Standards
10. Quality of Service
11. Carrier Pre-Selection (CPS)
12. Accounting Separation
13. Misc. other agencies such clearances of PWD for laying down cables, municipal
corporations to erect antennas, clearances from pollution control boards, filling of
direct and indirect taxes etc.
Licensing is the first and foremost requirement to start any telecom service in the country
as per the Indian Telegraph Act. This is assigning rights to the company to operate and
provide telecom services. India has chosen bidding process among various licensing
principles such as auction, First-Cum-First Service (FCFS), beauty parade, etc. An
elaborated licensing condition such as license fee, delivery of service, rollout obligation,
frequency allotment to operators, tariffs, interconnection, penalty clauses, specifications
of services, technology, etc are part of the license.
Any tariffs, which are offered to consumer, should have approval of TRAI unless it is
under forbearance. Important tariff issues need to be addressed by TRAI to facilitate
rollouts of services, tariff re-balancing to allow effective competition in each segment of
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the license. Further costing methodology and whether tariffs are required to be forborne/
regulated vis-à-vis competition in the market are other important issues related to tariffs.
Interconnection is of significant importance to a new operator since this enable their
customer to access the subscribers/customers of incumbents networks. The issues
such as principle of interconnections like determination of access cost, number & level
of interconnection, charging principles, technical standards and quality of interconnection
are required to be dealt by the regulator in order to facilitate operators.
Resources like numbering & spectrum are important. These are essential resources
required by an operator to rollout their services. Allocation of numbering and spectrum,
principles of allocation, charging principles of such resources are required to be dealt
by the regulator.
Universal Service Obligations addresses subsidy needs in order to make the basic
services affordable. Regulator and Government has to define universal service, funding
requirements, determine collection and disbursement mechanism etc.
Carrier Preselection (CPS) and Carrier Access Codes (CAC) has to be incorporated by all
the access providers in their networks which will provide a choice to their subscriber to
access any NLDO or ILDO. Generic requirements for the same have been specified by
TRAI.
One of the issues against TRAI is to implement accounting separation based on structural
separation introduced through individual licensing to stop cross subsidization.
Open standard should be followed by all the operators which should not pose any
problem in inter-operability between the networks and interconnection between the
networks. TEC, ITU and ETSI are important standard making body which govern majority
of the standards used for Telecom Equipment and Networks. National standards are
also required to be followed by the operator to become part of National Telecom
Network. Acceptance Testing is also performed on a network at its introduction and
whenever interconnected with BSNL/MTNLs networks.
MRTP (Monopoly Restriction and Trade Practices Commission), now Competition
Commission of India (CCI) governs mergers, acquisitions etc. Broadly it ensures that
companies should not resort on any anti-competitive practices such as collusions to
raise up the prices artificially and merger/acquisitions may not result in erosion of
competition in the market. Regulatory is also assigned with powers to ensure that
incumbent may not follow anti- competitive practices.
Besides above, all the other statutory needs are required to be fulfilled by the service
providers such as registration under Companies Act, 1956 with Registrar of Companies
are desired, taxes are required to be paid, tax returns are required to be filled with
nominated government agencies, clearances from Municipal Corporation, PWD etc as
applicable & desired for rolling out of the network, etc. List is not exhaustive. Company
Secretary of the company has to ensure each and every statutory requirement laid down
in legislation and government rules are fulfilled.
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AVAILABILITY OF SERVICE :
NTP99 has given utmost importance to penetration of services. TRAI since inception
has worked on this subject. The reduction in prices can only be possible through effective
competition, which can make the prices, cost oriented based. TRAI worked constantly
to bring competition in all segments of the telecommunication services.
Recommendations were sent to Government from time to time on this aspect for opening
up following segments of the services.
1. Basic Services
2. Cellular Mobile Services
3. National Long Distance Services
4. International Long Distance Services
5. Internet Services
6. Internet Telephony
7. Radio Paging Services
8. Public Mobile Radio Trunk Services
9. VSAT Services
10. GMPCS Services
11. Other Value Added Services (VAS)
As a result more than 31 private Basic Service licenses, 56 private cellular licenses, 3
private NLDO & 3 private ILDO Licenses have been allotted in addition to more than
400 ISP licenses. Open competition is available in almost all the segments. 4 operators
are right now allowed in Cellular Mobile Services, as constraint is available due to
spectrum.
Recommendation in Universal Service Obligation were sent to the Government in order
to establish a transparent subsidy mechanism in order to make the tariff lower for basic
services. The subsidy will flow from revenues of other services. The government has
established USF Administrator who ensures collection and disbursement of Universal
Service Funds. Recently tender for universal service has been finalised. This may
facilitate provision of telephones in rural and remote areas.
TRAI had also supported introduction of various new services such as Receive Only
VSAT Services, INSAT MSS Services, Internet Telephony, Voice Mail Services, Audio
Text Services and Other Value Added Services like unified messaging.
At the inception of TRAI, total number of DELs were around 15 million (i.e. 1.5 %
penetration) which is now 40 million (i.e. 4% penetration) while cellular mobile services
increased from 0.4 million (i.e. 0.04% penetration) to over 13 million (i.e. 1.3% penetration).
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During last year, 20% growth rate has been registered in Basic Services while 90% growth
rate in cellular mobile services. Internet Subscribers, which were negligible in 1997, are
now around 36 million (i.e. 0.36% penetration).
TARIFF REDUCTION
Indian consumer as established through various studies, is more sensitive to price. TRAI
has worked on the issue that services should be affordable which will automatically
generate a demand.
There is drastic reduction in prices of cellular mobile services, it was Rs.16/- per minute
call to Rs.1.5 or 2 per call. Long Distance tariffs have also seen a reduction of around
60%.
TRAI ensures that the tariff offered by service providers should be cost based. Time to
time costing principles are laid down, studies are done for cost of services, rental and
usage charges in the form of Standard Tariff Packages which are specified in the Telecom
Tariff Order. It is essential for a service provide to offer Standard Tariff Package to
consumers. Besides this, the service providers were given flexibility to offer Alternate
Tariff Packages (ATPs) which can be suitable for a consumer with his/her usage pattern.
TRAI closely monitors tariffs offered by service providers. Every service provider has
to report the tariff 5 days before the implementation. This is done to ensure that the
tariff should be as per tariff order and regulations laid down by TRAI. Where TRAI
feels that enough competition is available or market is governing the tariff, TRAI allows
forbearance.
QUALITY OF SERVICE
TRAI had laid down QOS parameters related for Basic, Cellular and Internet Services.
It specifies benchmarks, values and target dates to be observed by the service providers.
These are monitored through performance monitoring reports, which should be
submitted by the service providers at the end of each quarter on regular basis. Besides
the above, TRAI recently did a survey for verifying the reported parameters through a
third party. The agency assigned with the task had performed measurements and did
verification of the parameters reported by the service providers. The agency also went
for survey of the consumers, collected their responses and further analyzed the same to
know consumer perception about the services. TRAI Regulation on Quality of Service,
2000 also covers values and target dates to be observed for such subjective parameters.
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TRAI has also interacted with these organisations in various workshops. These
workshops were held with a particular theme like consumer linkages, Quality of Service,
Tariff etc.
Last but not the least, protection of consumer interest is utmost concern to the regulator
as also mandated through TRAI Act. The impact of this is visible through the reduced
tariff for telecom services, availability of more choices to customer and improvement in
the quality of service.
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by
Shobhan Chaudhuri
Dy. Chief (S&T) Engineer/W.C. Rly.
The exploitation of full potential of OFC network being laid along the railway track
will depend on the final connectivity from OFC center near the railway track to service
provider situated in the city. In this paper, the author has brought out his experiences
of successful application of Infra Red Technology for Last Mile connectivity on
Central Railways therby opening a new vista of opportunity for revenue generation
on Indian Railway.
Railways have drawn an ambitious plan to hire / lease out the spare Optic Fiber for
commercial exploitation. Railway has a distinct advantage of the right - of - way since
land adjoining to the railway track can be used for laying under ground fibers. Other
service providers do not have this distinct advantage and they have to deal with various
agencies/ authorities, which is a time consuming process in addition to the increased
investment. Instead of this distinct advantage Railways have not been able to exploit
its full spare fiber potential due to the final connectivity from the OFC center typically
located near the track on the railway land to the service provider location, generally
located at the heart of the city. The problem faced by Railways is similar to the Last Mile
Bottleneck faced by the communication and networking world, as such it should be
studied in the same light.
The current fiber optic backbone runs to central offices in most of the large cities. There
has been much work done to upgrade the fiber optic backbone by both extending its
reach, and increasing its bandwidth. The high bandwidth capability of the fiber optic
backbone of 2.5 Gbps to 10 Gbps has been achieved by improvements in switching and
optical components, and with the implementation of technologies such as wavelength
division multiplexing (WDM). Most of the recent large effort of digging up the ground
and laying down new fiber has been directed towards extending the fiber optic backbone
to new central offices, and not laying fiber directly to the customer. In fact, a very
negligible percentage of buildings have a direct connection to the fiber optic backbone.
However, more than 75% of all businesses are within a mile of the fiber optic backbone.
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Figure 1 : The last mile problem: Studies show that negligible % of buildings has a direct connection to
the very high speed (2.5-10 Gbps) fiber optic backbone, yet more than 75% of businesses are
within 1 mile of the fiber backbone. Most of these businesses are running some high-speed data
Network within their building, such as fast Ethernet (100 Mbps), or Gigabit Ethernet (1.0 Gbps).
Yet, their Internet access is only provided by much lower bandwidth technologies available though
the existing copper wire infrastructure (T-1 (1.5 Mbps), cable modem (5 Mbps shared) DSL (6
Mbps one way), etc). The last mile problem is to connect the high bandwidth from the fiber optic
backbone to all of The businesses with high bandwidth networks.
Within each of these businesses, high speed fast Ethernet (100 Mbps) or even Gigabit
Ethernet (1.0 Gbps) local area networks (LANs) are commonplace. While these data
networks meet the needs for local connectivity within a single floor or building, there is
a rapidly increasing need for similar high data rate connection speeds between buildings
either locally or nationwide. This demand for wide-area high bandwidth is fueled by
increasing commercial use of the Internet, private Intranets, electronic commerce, data
storage and backup, virtual private networks (VPNs), video conferencing, and voice
over IP. The key to high bandwidth wide-area connectivity is to make use of the
nationwide fiber optic backbone. However, access to the fiber optic backbone for the
majority of businesses, who are physically located within a mile of the fiber, is limited
to the current phone or cable TV copper wire infrastructure. Newer technologies, such
as Digital Subscriber Link (xDSL) or cable modems have increased the potential
bandwidth over copper to 5 to 6 Mbps over more traditional Integrated Services Digital
Network (ISDN) or T-1 (1.5 Mbps) lines. However, the copper-based transmission speeds
are still much lower than what is necessary to fully utilize the Gbps fiber optic backbone.
In addition, the ownership of the copper wires by BSNL requires leasing by any other
carriers or network service providers. As shown in Figure 1, the last mile problem or
bottleneck is to effectively provide a high bandwidth digital access and cost-effective
connection between all of these local businesses to the fiber optic backbone.
Possible solutions to the last mile bottleneck are:
(1) Deployment of fiber directly to all of these customers- Fiber run to every building
would be the ideal solution to the last mile bottleneck from the standpoint of system
availability. However, because of the high cost and the time to get right-of-way
permits and to trench up the streets, fiber is not a very practical solution.
(2) Use of wireless radio frequency (RF) technology such as Local Multipoint
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Distribution Service (LMDS)- LMDS is a Wireless radio solution that does have
bandwidth capabilities in the 100s Mbps, but its carrier frequency lies within
licensed bands. The additional large cost and time to acquire the license from the
WPC makes this alternative, less attractive. Also, just as with copper wire
technologies, the demand for bandwidth will increase, beyond, what is provided
by from RF technologies
(3) Use of free-space laser communication (IR) Figure 2 shows the third solution, which
uses free-space laser Communication or optical wireless links to quickly provide
local customers very high bandwidth access to the fiber optic backbone.
Figure 2 A high-bandwidth cost-effective solution to the last mile problem is to use free-space laser
Communication (also known as or optical wireless) in mesh architecture to get the high bandwidth
Quickly to the customers.
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COMMERCIAL APPLICATIONS
There are a large number of applications for these infrared systems where either there is
a significant level of electrical interference or where the emission of radio waves is not
permitted, such as-
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Figure 3 The bottom graph shows amount of atmospheric attenuation as a function of visibility. The top
Shows the weather conditions that correspond to the visibility.
For these short lasercom links, fog and heavy snow are the primary weather conditions,
which can cause Link outages. This is demonstrated in Figure 3. The bottom of Figure 3
shows a plot of the atmospheric attenuation as a Function of the visibility.
30 17 10
dB/ dB/ dB/ 3
dB/
Bandwidth km km km
km
10Mbps Ethernet
2Mbps E1 / T1
1 km 2 km 3 km 4 km 5 km
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by
SDH networks for telecommunications applications are now catering for Ethernet
data services also. The author describes the various sub-system which are built into
the value chain to meet the services required by end customer.
Transport networks all around the world built on SDH and SONET technologies, over
the years, are getting upgraded. Gradually they are required to carry Ethernet data in a
big-way. Obviously, the equipment vendors have geared-up to face this challenge and
the equipments are ready to transport Ethernet in a very efficient way. This is in-addition
to supporting other carrier class telecommunication services. Ethernet over SDH
transforms a part of the network into invisible tunnels between LANs.
The big investments made in building SDH networks for telecommunication applications
are now catering for Ethernet data services also. This is adding more value to these
deployments. For new deployments also, the choice of transport technology should
depend on the services required by the end customers. It will be important to understand
the full value chain starting from the end customer to the transport technology.
A Local Area Net work (LAN) interconnection mechanism operating at Layer 2, ie, Data
Link Layer, offers the best interconnection of two LAN segments through Wide Area
Network (WAN). Ethernet over SDH offers this facility.
Ethernet is the most commonly used link layer protocol for Local Area Networks. Ethernet
supports Internet Protocol (IP), which is a network layer protocol. IP datagram are
encapsulated in Medium Access Control Frames (MAC) for transmission.
IP address is used to uniquely identify various network components. An IP address is
4 bytes long (32 bits). This is divided into two parts, a Network part and a host part. A
logical name translation can also be made for ease of use.
There exist two packet switching approaches. Datagram Switching (best effort network)
and Virtual circuits.
In datagram network, delivery is not guaranteed.
In virtual circuits, a route is set-up at the initial set-up between the end nodes through
intermediate nodes, if any, for packet exchange per session. This offers guaranteed
delivery.
Ethernet over SDH uses Generic Framing Procedure (GFP) for frame adaptation. GFP is
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great interest for network operators. We can see transmission network getting better in
this direction.
Layer 2 switching and guaranteed Quality-of-Service (QoS) in next-generation
Synchronous Digital Hierarchy (SDH) equipments are already available.
operators can now offer advanced Ethernet Private Networks, providing differentiated
carrier-class data services to their business customers. These solutions incorporate Multi-
Protocol Label Switching (MPLS). The Layer 2 switching functionality enables network
operators to build large Ethernet networks over long distances. Operators can offer
highly flexible and differentiated services such as Ethernet VPNs or Ethernet Private
Lines for applications including Internet access, business intranets etc.
MPLS based Ethernet over SDH solution is expected to make a big impact on data services
in our country.
Fibcom India Ltd. (www.fibcom.com) is ready to offer these advanced Ethernet over
SDH Transport solutions.
SDH
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by
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to have equal lengths of 10 km. Two types of trains were assumed, to move on the
section, one high speed mail train and the other low speed freight train. The
proportion of high speed train (P) to the total trains was a variable in the simulation.
A total of 200 trains (both high and low speed) were dispatched from one end of
the section to the other and the run time of each train was noted to get the total train
hours. The speed ratio (referred to as X) of the high and low speed trains was also
a variable in the simulation. The arrival time of the train at section head was
assumed to be uniformly distributed. Each station was assumed to have one loop
line to permit precedence of a high speed train.
The following assumptions were made in the simulation:
(a) No time loss in slowing and acceleration of trains.
(b) Operating procedure was considered ideal and operating time was taken as
nil.
(c) No speed restrictions in the block sections.
(d) For in motion precedence, the low speed train would be allowed to run on the
2nd track with a probability Q (which was also a variable with values between
(0 and 100%).
(e) Only one train could be in a block section at any given time.
The following parameters were obtained as output of the simulation exercise for
different values of P, Q and X.
a) Run time of each train for the 200 km section.
b) Number of times a train was stopped to give precedence to high speed train or
when the track ahead was not free.
c) Total detention time for each train.
d) Sum of run time of all trains.
e) Total number of stops for 200 trains.
f) Total wait period for all trains taken together.
4.2 Simulation Results
The sum total of run times (train hours) of all trains is a parameter which would
reflect the effectiveness of bi-directional signalling scheme. The true capacity or
the number of trains that can be run on the section per day could be expressed in
terms of the total train hours as follows.
Let the total train hours for 200 trains with Q=0 (bi-directional signalling dis-allowed)
be = TH
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Average run time per train for the section = TH 200 (a section of 20 Blocks)
Average run time of a train per block section = TH 200 x 20
Total number of trains that can be run per day or the capacity without bi-directional
signaling or (C 1 ) = 24 x 200 x 20 TH
The capacity (C 2) with the introduction of = 24 x 200 x 20(TH-£GTH) bi-directional
signalling
where £GnTH is the reduction in train hours as Q is made non-zero
Improvement in capacity £GC = C2-C1 C1 = £GTH (TH-£GTH)
(1) Simulation are carried out for the following parameters :
a) Speed of high speed trains = 120 kmph
b) Speed of low speed trains = 75 kmph, 60 kmph
c) P = 10, 30, 50, 80%
d) Q = 10, 30, 50, 80%
Table 1 provides the total number of stops that all trains had to go through for a specific
case of high speed train speed of 120 kmph and low speed train speed of 75 kmph
for Q = 30% and P taking on values 10%, 30% 50% and 80%.
Table 1 No of detentions Vs P for Q = 30%
S.No P(%) No of Detentions
1 10 470
2 30 835
3 50 1056
4 80 495
It is obvious that the number of stops go to a maximum when P = 50%, i. e, when
the number of high speed and low speed and are equal (maximum differential).
The runtime results obtained for speed 120 kmph and 60 kmph are given in Table
2 and in Figure 5, the data for Q = 0 represents the case of uni-directional signalling
and for values of Q other than zero represents bi-directional signalling.
Table ¡V2 Total Runtime Vs P for Different value of
Q, (X=120/60)
P Q 0 10 30 50 80
10 54420 45550 43370 40820 39130
30 51575 48660 44350 41065 37235
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The proposed introduction of Anti Collision Device (ACD) on major routes will
also enhance safety in bi-directional signalling. There is also proposal for mobile
train radio communication on the golden quadrilateral which will also contribute
to enhanced safety of train operation with bi-directional signalling.
6 CONCLUSION
Bi-directional signalling on two way track and allowing of in motion precedence
has a potential of increasing the capacity by 20-50% during normal working. In
addition, this arrangement would enable use full capacity utilization of the available
single line during line blocks, which would otherwise be very insignificant.
Introduction of ACD, and radio communication with moving train will ensure that
safety is not sacrificed.
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By
N. K. Goel
Chief Signal & Telecomm. Engineer,
Northern Railway
The throughput on a section can be increased either by increasing the throughput per
train or by increasing the number of trains or a combination of both. This author
describers, the various solutions for increasing throughput and concludes that modern
signalling provides the most cost effective solution for increasing line capacity which
can be implemented as a short term solution.
INTRODUCTION
Economic reforms initiated by India in 1990 led to faster GDP growth from 3.5 to 4
percent in the past to 5.5 to 6 percent during 1990-2000. In terms of transport output, this
implies doubling of freight traffic every 9 to 10 years and doubling of passenger traffic
every 7 to 8 years. Government of India has fixed the target of 8 percent GDP growth
during 10th Five Year Plan which means faster growth in transport output.
Indian Railways market share of freight traffic is about 40 percent and that of passenger
traffic is about 20 percent. If IR has to maintain its market share, it should be able to
handle 7 to 8 percent annual growth in transport output. Such a growth rate will put
enormous pressure on the line capacity.
Long Range Decision Support system (LRDSS) has forecasted capacity constraints on
188 rail links in the year 2006-07 based on 5 percent growth in freight traffic and 6 to 7
percent growth in passenger traffic. Huge investments are required to address the
capacity issues on congested sections. Cost effective means of increasing capacity are to
be identified and implemented in time so that transport bottlenecks do not become
impediments in the economic growth of the country.
CAPACITY DEFINITION
Line capacity on IR has been traditionally calculated based on charted capacity. However,
in actual field operations it has been observed that IR is operating more trains than the
charted capacity in many sections. This brings out the fallacy in the methodology of
calculating the line capacity. In fact, the LRDSS team in a number of computer simulations
has found that the actual capacity of the sections is substantially more than the one
calculated based on charted capacity.
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In reality, there is no hard capacity of the section. If more trains are pushed in a section,
the average speed of trains reduces as due to increased interactions between the trains
the faster trains tend to slow down. In other words the transit time in the section increases
due to congestion. Broad principle is that if a train takes X minutes in completing its
journey in a section in case it is allowed to run freely without any hindrance from
other trains then the section is considered saturated if the same train takes more than
1.5 X minutes due to interactions with other trains in the section.
In case of passenger carrying section, the freight tons carried per wagon will be
substituted by number of passengers per coach.
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i. Decreasing the tare weight of the wagon and increasing the pay-load thereby
increasing net to tare weight ratio;
ii. Decreasing the length of the wagon;
iii. Improving braking characteristics to keep braking distance within reasonable limits;
iv. Increasing axle load;
v. Increasing track loading density;
vi. Double stacking of container service;
vii. Customized wagons for transportation of road vehicles; and
viii. Reducing empty movement of wagon.
Higher capacity freight wagons are cheaper in terms of per ton of carrying capacity,
provide more tonnage per unit length of train and increase net to tare ratio for the train.
Equipment cost decline, crew and other train related costs are allocated to more tonnage
and fuel efficiency per net ton moved improves.
These advantages of high capacity wagons should be, however, compared with the
increase in infrastructure costs such as making track suitable for higher axle loads and
higher track loading density. Under heavier axle loads, some track components will
wear faster requiring frequent maintenance and replacements. The track itself will have
to be strengthened. Heavier freight wagons will also pose the risk of fatigue failure in
case of bridges. Shorter life cycle and frequent maintenance requirement will increase
track costs. In addition, longer/additional engineering blocks may be required for track
maintenance. Additional costs will also have to be incurred for improving braking
characteristics of the train.
High capacity wagons may not give the desired benefits if the length of the wagon is
increased for higher pay-loads as fewer wagons can be accommodated within the same
train length. Therefore, the track loading density is to be increased along with the increase
in axle load.
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cost of track maintenance and inspection will also go up. The axle load of 20.32 ton for
general freight stock on IR is very low as compared to 33 ton presently permitted on US
rail roads. The new track being laid on Rajdhani route and on B routes having annual
GMT of more than 20 is of 60 kg 90 UTS rail, 1660 sleeper density and 300/250 mm
ballast cushion and on other low traffic density B routes the track is of 52 kg rails, 1540
sleeper density and 250 mm ballast cushion. In view of this there may not be much
difficulty in introducing 25 MT axle load and 8.25 t/m TLD on routes where 60 kg rails
have been laid. However, increasing the axle load further may require increasing the
poundage of rails and the sleeper density.
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reduced or the station operation time t2 and block running time t1 should be reduced. P
is the efficiency factor that depends upon the ability to dispatch the train immediately
as soon as the previous train clears the block section and is normally more than one as
some delay can not be avoided. P is also inversely proportional to the head way which
means that more the congestion in the section greater will be the delay in dispatching
the next train. Efficiency in dispatching the train increases by providing Centralised
Traffic Control system since the controller comes to know instantaneously as soon as
the previous train clears the block section. He also gets the information about the
movement of other trains in the section and therefore the decision making process is
expedited.
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CONCLUSION
The throughput on a section can be increased either by increasing the throughput per
train or by increasing the number of trains or a combination of both. Introduction of
high capacity wagons and double deck coaches and longer trains are the important
issues to be addressed for increasing the throughput per train. This is a time consuming
process and call for heavy investments in rolling stock and track infrastructure. These
issues therefore should be addressed in the medium and long term. Modern signalling
systems provide cost effective solution for increasing line capacity which can be
implemented as a short term measure so that rail transport system does not become a
bottleneck in the economic growth of the country.
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by
Piyush Mathur,
Sr. Divisional Signal & Telecom Engineer
Western Region, Railway
Controller
169
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RE TELECOM CABLE
170
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171
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FEATURES
.CONT
Controller can have adjacent control chart on his screen.
Up & Down trains can be viewed separately
Possible to see the train timings in tabular form also.
Useful tools.
ü Do & undo Linking /De-linking, drawing lines & blocks, highlighting trains,
searching trains.
Entry Forms for feeding Train Details.
Reminder of block completion by blinking.
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FEATURES
.CONT
Predictions
ü Preferences of the Trains- (imp & less important trains).
ü Booked speed
ü Speed Restrictions
ü Train speed
ü Maintenance blocks
ü User friendly Controller can Change preferences according to the situation.
FEATURES
.CONT
Possible to put comments & directly recording unusual on chart.
Master chart is mouse click away.
Master chart can be mapped on to the actual chart.
Schedule timings of trains can be seen in tabular form.
Time lost/gained in block section is displayed on line.
Caution orders are displayed on the screen.
Dual monitors 1. Dedicated to Chart
2. Showing Entry Forms
In case of Auto mode failure ordinary computer charting is possible.
STATISTICAL REPORTS
LTM Brief / Detail Report
Train wise Punctuality Report
Unusual Report
Engine Utilization Report
Caution Order Report
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REPORTS
FINANCIAL ASPECTS
Cost of one Data logger at station 1.6 Lakh
For one Control section(about 20 station) 32.0 Lakh
Control room Hardware&Software 3.4 Lakh
Train charting Hardware at control office 8.0 Lakh
Train charting software 2.0 Lakh
Total cost for one control section 46.9 Lakh
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by
Naresh T Advani
Siemens Ltd.
1. GENERAL
Rail fractures pose a serious threat to safe train operation, as past accidents on
Indian Railways are testimony to. In order to be able to avoid the occurrence of
dangerous accidents, arising out of rail fractures, it is imperative that rail fractures
are detected promptly and over the complete length of tracks on which passenger
trains ply.
Audio Frequency track Circuits (AFTC), of Siemens make and type FTG S. which
are primarily used for track vacancy detection, can also be used to detect rail
fractures on sections which are equipped with them. Since, however, these track
circuits are predominantly installed in electrified areas, where either an earth rail
is connected to the tracks or the tracks themselves are earthed to the OHE masts, it
is not possible to detect rail fractures at all locations on the tracks.
The Audio-frequency choke (TFG - acronym in German) ensures that every possible
rail fracture at any point on the tracks would get detected, so long as the fracture
results in an electrical isolation in the rail. The TFG can be used at all locations
which are equipped with the Siemens Audio Frequency Track Circuit type FTG S.
2. FUNCTION
The installation of the audio-frequency choke (TFG) requires a closed electrical
circuit. The essential components of this electrical circuit are the earth rail and the
isolated rail. One needs to differentiate between intermeshed and non-intermeshed
track circuits in connection with rail fracture detection.
Non-intermeshed Track Circuit:
- Detection of rail fracture as an electrical isolation in both rails resulting out of
substantial reduction of the received voltage
- Track occupied indication in case of rail fracture of the concerned track circuit
(Fig 1 )
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Legend:
SV "S" Bond SB Rail Fracture
Erdschiene Earth Rail isolierte Schiene Isolated rail
Sender Transmitter Empfanger Receiver
Abstimm-BG Tuning Unit Vermaschung Intermeshing
Intermeshed Track Circuit with AF Choke (TFG)
- AF choke (TFG) introduced in each intermeshing branch
- Unrestricted detection of rail fracture in case of fracture in the isolated rail
(electrical isolation) leading to substantial reduction of the receiver voltage
- Track section occupied indication in case of rail fracture in the associated track
section (Fig. 3)
Legend:
SV "S" Bond SB Rail Fracture
Erdschiene Earth Rail isolierte Schiene Isolated rail
Sender Transmitter Empfanger Receive
Abstimm-BG Tuning Unit Vermaschung Intermeshing
TFG AF Choke
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3. PRINCIPLE OF OPERATION
By means of an appropriate AF Choke in the path of the intermeshing at each point
on the rail, the audio-frequency current flowing through the intermeshing path is
reduced substantially. Thus, this audio-frequency current is flows almost entirely
along the earth rail and the isolated rail of the track circuit. The alternate path via
that offered by the intermeshing offers a very high resistance to the audio-frequency
current. However, for the traction return current the intermeshing path remains
virtually a short so that the appropriate path for the traction return current is ensured
even in case of rail fracture.
In case of rail fracture, the current flowing to the receiver gets substantially reduced.
As a result of this, the associated track circuit is declared as being occupied and
the rail fracture resulting in galvanic separation of the isolated rail gets detected.
(Fig. 3)
The introduction of the AF chokes leads to a reduced damping of the track circuit.
Thus, the audio frequency track circuit is suitably adjusted in such cases. An
impermissible voltage increase, even in the extreme situation of a short-circuit in
the AF choke, is thus eliminated.
The removal of an AF choke from the intermeshing path causes a reduction in the
receiver voltage of the track circuit.
By means of the exclusive use of an appropriate AF choke, the high resistance
offered by the intermeshing path to audio frequency currents can be ensured.
Voltage spikes, which are possible when using parallel resonance circuits e.g. when
component values drift from their nominal range, do not occur with the use of AF
chokes.
4. CONSTRUCTION
The purpose of the AF choke is to provide a high resistance electrical separation
from the intermeshing path for audio frequency signals by means of an inductive
resistance, which causes a reduction in the current flowing through the intermeshing
path.
Owing to the high values of traction return currents, the AF choke is designed
using copper coils having a large cross-section and heavy-duty bolts. At the same
time, the choke has a high inductive value, which, considering the large cross-
section and low number of turns, can only be achieved by using ferrite cores. These
cores are provided with air gaps in order to avoid saturation effects in the range of
operation and to achieve the desired inductance value.
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In order to provide mechanical stability and proper channel for heat transfer, the
choke is mounted on a simple base plate and enclosed in a track-side connection
box (Fig. 4).
Further constructional characteristics of the AF choke (TFG):
- Interface connection between outdoor cable and AF choke cable is suitable for
carrying high currents
- Interface isolation between the choke and the track-side connection box
- Type of connections (Fig. 5)
- Each connection point is directed vertically below and fitted with a heat-
shrinkable tube to provide isolation
- The ends of the coil (inside the box) are at right angles to the connecting bolts
- Connection bolts are provided for connecting the box to earth
- The pipe at the base of the box is 1000 mm. long isolated with a rubber sheath
(smaller lengths are also possible)
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5. TESTS
The necessary type tests required to be performed before using the AF choke (TFG)
been completed successfully.
- Testing the current carrying capacity
The testing of the current carrying capacity was carried out in line with the
requirements of the railway operators. The current carrying capacity of the AF
choke (TFG) was checked under the following conditions:
- continuous current rating: AC 150 Amps .
- impulse current rating: AC 20 kA.
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6. CONCLUSION
There is a tailor-made solution available with the House of Siemens to provide the
feature of reliable rail fracture detection in electrified areas by means of appropriate
installation of the AF Chokes in intermeshed track sections where the Siemens
AFTC type FTG S have been installed. The use of the AF choke ensures that all rail
fractures, resulting in galvanic isolation of the rail section under consideration,
would be detected, which would be of immense benefit to Indian Railways. Thus,
the AFTC of Siemens type FTG S could play an instrumental role in providing
both the function of track vacancy detection as also the feature of rail fracture
detection for track sections where it is installed in conjunction with the AF choke.
181
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by
LR Chandru
Sr. Vice President,
KJS Rao
Engineer &
NK Chennamaneni
Engineer
HBL FIFE Power System
With data logger now moving out from a passivelogging device to a pro-active
maintinana and fault analysis device there is need to have closer look System capacity
of datologger. Based on experience gained this paper....brings out guidlines for sizing
up the Data logger vis-avis the system requirement of a station/yard.
It is an accepted fact that Data Loggers can be used as an invaluable aid to improving
reliability in Railway Signaling. However, it is seen that there is not enough information
available to optimally size a Data Logger System for a given station or network of
stations. It is also seen that with improving software and other analytical techniques,
the role of a data logger is fast moving from a passive-logging device to a proactive
maintenance and failure analysis system. This paper addresses this important issue for
the following reasons:
1. Considering individual data loggers: If a data logger is undersized, there may be
many vital and non-vital inputs that may be missed when the equipment is actually
hooked on to the Data Logger system. This incomplete information, due to non
provision of adequate Digital or Analog Inputs to the data logger results in an
incomplete picture of the yard status and thus defeats the very purpose of installing
Data Loggers.
2. Considering a Networked Data Logger System: If the individual Data Loggers and
other associated equipment that make up the Network are not properly defined for
their size and capacity, the installation cannot be complete. In other words, if the
information given in the specifications to the supplier is not complete, again the purpose
of the exercise is defeated.
3. If either or both of the above happen, a lot of unwarranted time, effort and money will
need to be expended both by the Railways and the Supplier to rectify this problem.
4. If the Data Logger System is sized to suit the exact existing requirements, there is no
possibility for accommodating any extra requirements that will arise due to technology
upgrades, new equipment, new inputs to accommodate new information/features on
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184
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Figures:
CMU
(Local P.C.)
Data Logger
Printer other
than Dot
matrix
Dot Matrix
Printer only
Data Logger
Local PC: Even though a Data Logger can function as a separate unit with only a Dot
matrix printer, the full capability of the Data Logger can be utilized only with the use of
a Local PC. Except for network management related tasks, all other functions of CMU
(Central Monitoring Unit) including Fault Analysis can be performed with the Local PC
loaded with customized application software for a specific station / yard.
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SESSION - V
Central Monitoring Unit (CMU): The CMU is a PC loaded with customized application
software for a group of stations / yards. The CMU acquires the data of all the Data
Loggers in the network through FEP. CMU can be used to display and report a variety
of activities, records and alarms. Failure analysis is part of the application software and
therefore the CMU is also referred to as Failure Analysis System (FAS) at times. The
minimum configuration for a PC / CMU and its features are part of the RDSO
specification.
Modems: Modems are required for connecting Data Loggers with each other and to the
FEP. Every Data Logger will require a pair of Modems and the FEP will also require a
pair of Modems. Modems can be built-in (with separate Modem Card) as part of the
Data Logger or as separate bought out units.
RDSO approved Modems are available ex-stock in the market and can be replaced
immediately if they go faulty by the regular maintenance crew. Built-in Modems have
the disadvantage of requiring the attention of the manufacturers Service Engineers if
faults arise.
Communication Link: The responsibility of providing communication links between
stations and central control location is with the Railways and the termination of this
communication link to suit the standard Modem should be made available to the Data
Logger manufacturer at the stations, yards, and control-room to be networked.
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ANNEXURE - 2:
The typical yard considered for minimum requirement for data logger inputs is a small
4 road wayside station. It has one ON loop line, one common loop line, one goods line
having 2 slotted GF controlled points and a level crossing gate.
The Signalling functions provided are as below :
1. Number of 3-Asp main signals -6
2. Number of 2-Asp main signals -5
3. Number of C.O signals -2
4. Number of shunt signals -3
5. Number of points -6
6. Number of C. H. controls -3
7. Number of slots (LX etc) -3
8. Number of track circuits - 30
9. Number of Routes -16
Group of Digital Inputs Existing Requirement
ECRs & repeaters 72
HR’s HHR’s, DR’s or equivalent & repeaters 66
Point operating relays NWR’s, RWR’s or 24
equivalent & repeaters
Point indicating relays NWKR’s, RWKR’s or
equivalent (including WNKR if provided) & 36
repeaters
Buttons, Knob relays and their Repeaters 90
Track and Axle counter relays & Repeaters 60
Timer repeater relays 9
Intermediate interlocking relays like UCR, 134
ASR, JSLR etc. or equivalent & Repeaters.
Emergency operation relays (e.g. route
cancellation, overlap cancellation, point 40
operation under emergency, crank handle
release, gate release etc) & their Repeaters.
CH, GF LX release and indication relays with 12
Repeaters
Relays concerned with block instruments and 28
SM’s key
Miscellaneous relays 19
Minimum Number of Digital Inputs: 600
188
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by
Shri R.C.Tripathi
Chief S&T Engineer/Central Railway
Shri Naresh Kumar
Chief S&T Engineer (Const.) Central Railway
While AFTC have been in use on straight track for many years on Indian Railway, its
adoption in point zone few. Successful commissioning of RRIs at Datavali on Central
Railway; with AFTC both on straight portion and in point zone in is the first major
step in using AFTC for full yard on Indian Railways. In this paper the authors describe
their experiences on AFTC design, the field problems encountered and the reliability
improvement achieved in the functioning of RRI at Datavali & Panvel stations.
1. INTRODUCTION
A New Route Relay Interlocking installation, as a part of Diva - Vasai Doubling Project
has been commissioned at Dativali station in October 2001, on CSTM - KYN suburban
section of Mumbai Division of Central Railway. Since the work of conversion of 1500V
DC traction system to 25 KV AC traction system is already in progress in Mumbai
suburban transport systems of both Central and Western Railways, the work had to be
done meeting requirements of signaling in 25 KV AC Traction area. Presently, in the
1500 V DC traction system, track circuiting has been done using Siemens make AC track
relays. All old installations in Mumbai Division are having AC track relays, which are
not suitable for 25 KV AC traction, going to be introduced all over Mumbai area in
phases in next 5-6 years. Therefore entire signaling system in Mumbai Division of both
Central and Western Railway is being made suitable for 25KV AC Traction by -
Changing all AC track circuits by Audio frequency track circuits.
Providing secondary battery backed power supply for all signaling subsystems.
Providing earths for equipments, cables, block circuits, Block filters etc.
Providing AC immune relays, Point machines with higher immunity and other
protective measures for external circuits.
All new signaling installations (PIs, RRIs, Automatic signaling) in Mumbai area are
being commissioned with above provisions including Audio Frequency track circuits
(AFTC). Therefore Dativali RRI has been commissioned with Audio Frequency Track
circuits. This is the first RRI installation on Indian Railways with Audio Frequency
track circuits.
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FUNCTIONAL INSTALLATION
1 Main signals 24 1 Relay Racks 44 Nos.
2 Shunt Signals 10 2 Block Instts. 1 pair
3 `Calling On' signals 15 3 K-50 Mini groups 545
4 `A' Markers 03 4 K-50 Interlocked mini groups. 128
5 Track Circuits 71 5 RRI Point Group 18
6 Point Machines 34 6 Point Chain Group 04
7 No. of Routes 75 7 Signal Groups 28(24+4)
8 Route Groups 22
9 AFTCs 71
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4. SELECTION OF AFTCS
As per the Interlocking plan and the route section plan, frequency planning was done in
consultation with the manufacturer so that no two adjacent track circuits had same
frequencies. Four quad cable was laid in the entire yard to carry the transmitter signal
from relay room to the tuning unit at site and from receiver to the relay room. A general
schematic diagram showing various components of AFTC is enclosed as figure - A. M/
s Siemens was advised about the frequencies and the number of AFTCs of various types
required for Dativali yard.
Frequency used are -
i) 4750 Hz, 5250 Hz, 5750 Hz, 6250 Hz for FTGS 46 St or M
ii) 9500 Hz, 10500 Hz, 11500 Hz, 12500 Hz, 13500 Hz, 14500 Hz, 15500Hz, 16500 Hz for
FTGS 917 St, W, KR
Frequency Shift used in FSK technique = ±64 Hz
Transmission speed (keying speed) = 100 Hz (200 Bd).
Following 5 types of, Remote fed `FTGS' type (Siemens make) Audio Frequency Track
circuits have been used.
FTG S 917 St, 24 Nos, for straight track sections of length up to 300 m (Fig - 1).
FTG S 46 St, 10 Nos, for straight track sections (i) 400< L< 750 m if Rb > 2.5 Ohms,
(ii) 300< L < 600 m if Rb > 1.5 Ohms (Fig - 1).
FTG S 46 M, 7 Nos, for straight track sections, center fed variety for lengths > 600 m
(Fig - 1).
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FTG S 917 W, 28 Nos, for point zone with 2 Receivers (Fig - 2).
FTG S 917 KR, 2 Nos, for point zone with 3 Receivers (Fig - 3,4,5).
The number and location of S bonds and a bonds were decided accordingly. 12 different
frequencies with 15 different 8 bit patterns in transmitter allow 180 combinations.
5. COMMISSIONING METHODOLOGY
Considering the fact that 1.5 KM of existing Main line track portion required slewing to
suit the new lay out, only five motor points out of 34 remaining at their original place,
all track circuits to be replaced by AFTCs and all the signals except two were to be
placed at new locations, the work was carried out in phases in a planned manner to
avoid cancellation, detention and regulations of traffic during execution of the work.
Most of the work was carried out in night traffic blocks so that suburban services are
maintained during day time peak hours. The work was briefly carried out as under -
Preparatory work
a. In preparatory blocks initially 1.5 KMs of existing Main Line was slewed in three
different blocks to suit new alignment of DN Main Line. To have this realignment
work four Nos. of Signals and Ten Nos. of Track ckts were temporally shifted in
the existing yard.
b. Turn outs which were feasible, inserted on running lines and linking completed
before Non Interlocking.
c. Connection between Main Line and Branch Line was re-aligned by inserting new
cross overs and commissioning two new turn-outs from existing Dombivali RRI to
give existing flexibility in the yard in order to maintain existing level of traffic.
Non interlocking work
a. First block was operated during the night shut down period, in which DN and UP
Through lines were transferred to new Dativali RRI without any detention and
regulation of traffic. During this block alterations were also carried out in Diva and
Dombivali RRI cabins to suit new Inter cabin control circuits (ICC).
After transferring UP & DN 'Through Lines' in new Dativali RRI cabin, Diva - Vasai
traffic was diverted via newly laid 5th Line.
b. In second block, existing Loop No.1 was disconnected and all cross overs at CSTM
end were connected to their proper alignment with traffic diverted via new DN
Main Line.
c. In third block, UP and DN Loop Line was connected to UP and DN Main Line by
inserting cross over after dismantling existing track at KYN end of Dativali yard.
During above activities at b & c, AFTCs were charged in the affected areas and
Points & Signals were tested from Panel.
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Simultaneously alterations were also carried out in Diva and Dombivali RRI cabins
to suit double line working to avoid extra blocks.
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Dativali has 71 AFTCs. The number of AFTC failures from Oct 2002 to April 2003 is 20
out of total signal failures of 52. AFTC failures / TC / month come to 0.040. It can be
seen that there is a marked improvement in failures attributed to track circuits after
provision of AFTCs in lieu of conventional AC track circuits.
7. INSTALLATION
The AFTCs are installed on Siemens type relay racks with fuses on top of the racks as
can be seen in Figure - 6. Each AFTC is provided with a Power supply unit on the back
side of the relay rack. The transmitter output from the relay rack goes in one pair of the
4 quad cable, to the feed end tuning unit provided by the side of the track. Similarly, the
output from the receiver end tuning unit comes to the receiver in the relay room in
another pair of the 4 quad cable. The photographs of AFTC, Power supply unit, tuning
units, connections to track are enclosed as figures 7 to 11. A schematic diagram for AFTC
and schematic diagrams for S & a bonds are given in figures A, B & C below.
F3
F2 F1
Outdoor equipment
Indoor equipment
(Figure - A)
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FTGS 46 9m 9m
(Figure -B)
FTGS 46 6.7 m
(Figure -C)
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SESSION - VI
9. CONCLUSION
As is well known AFTCs are suitable both for DC as well as AC traction areas and are
easily upgradeable for track to train data transmission. Therefore the work of
replacement of AC track circuits in Mumbai Area can be done in advance and completed
well in advance of switch over to 25KV AC Traction system. The 3 phase AC track
circuits (Siemens make) are already phased out world over and are causing problems of
spares and maintenance. M/s Siemens have already stopped manufacturing these track
relays. These track circuits use impedance bonds which are very costly as well as theft
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SESSION - VI
prone. These bonds require special side connections made of very thick wire ropes.
Therefore provision of AFTCs has not only solved this problem but also improved
reliability of signaling installations in Mumbai Suburban section, facilitating better use
of the track infrastructure for running more services, which is a crying need of the hour.
Recently one more RRI installation at Panvel has been commissioned with ATFCs and
previous experience of Dativali has paid rich dividends in smooth commissioning of
Panvel RRI. Thus Central Railway has commissioned two RRI installations with AFTCs.
( Figure 1 )
( Figure 2 )
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( Figure 3 )
( Figure 4 )
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( Figure 5 )
( Figure 6 )
203
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( Figure 7 )
( Figure 8 )
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SESSION - VI
by
R.C. Tripathy
CSTE/C. Rly.
Sanjay Kumar Singh
Dy. CSTE/C/C. Rly
Harbour line is one of the worst ballast resistance setion on Central Railway, where
it is stremely difficult to maintain track circuit. To provide a long term solution to
this problem, Central Railway has installed Multiple section Digital Axle Counter at
Raoli In on this section. In this paper the authors share their experiences with this
state of art technology and the performance improvement it has brought to the railway.
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SESSION - VI
( As on Apr, 2003. )
Sr No. Division Station Dt.of Instt. Make Set Detection Points Track Section
Remarks
TOTAL 7 69 36
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DOWN LINE
RVJ
GENERAL ARRANGEMENT:
System is based on a 2 out of 2 module. The Axle Counter Evaluator (ACE) consists
of Vital Computer Module, Power Supply for Electronics, Serial I/O including
Modems for data buses, Parallel I/O for output to Relay Interface and input from
reset panel, Relay Interface Unit with relays for upto 12 sections, a Reset Panel
containing switches and LED for resetting up to 12 sections.
Track side detection point consists of the double rail contact (Sk30) and the Electronic
Track side Unit . Two physically offset coil sets are mounted on the web of same
rail which work on frequency 29 & 30 Khz. Three bolts to the rail web of same rail
fit the rail contact. EAK 30C energizes the Tx heads, run self tests & transmits
telegrams containing count & supervision information to the ACE. There are two
independent processor in each EAK. Two pairs of conductors are required for data
transmission from ACE to EAK. Upto 8 EAK30C can be connected to the same two
pairs in the form of a bus. Each EAK is polled by ACE by telegrams transmitted by
modems. EAK sends telegram back to ACE when it is polled.
Multiple section Digital axle counter system installed on Central Railway are
confirming to safety standard CENELEC SIL 4.
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SESSION - VI
PERFORMANCE :
Axle Counter systems have been working satisfactorily and there has been no
failure attributable to the system after initial stabilization and the two case of
failures during the initial stabilization.
Summary of month wise cases for seven axle counter system consisting of 69
detection points and 36 track section are as under :
CENTRAL RAILWAY
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CENTRAL RAILWAY
Equipment
failures/
Track 0 0.05 0.09 0 0.04 0 0 0 0 0 0 0 0
section/
month
0.70
0.60 0.59
0.55
0.50
0.40 0.41
0.36
0.30
0.25
0.20 0.18 0.19
0.10
03
2
2
03
3
02
3
2
02
,0
,0
,0
,0
l,0
,0
.0
r,0
,0
n,
n,
b,
g,
ov
ct
pt
ec
ar
ril
Ju
ay
Ap
Ja
Ju
Fe
Au
O
Ap
Se
M
N
D
M
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SESSION - VI
03
3
2
03
2
2
02
3
02
,0
,0
,0
.0
,0
,0
,0
l,0
r,0
b,
n,
n,
g,
pt
ec
ar
ov
ct
ril
ay
Ju
Ap
Fe
Au
Ja
Ju
Ap
O
Se
M
N
D
M
RESET PROCEDURE
There are three type of resets are available in digital axle counter system :
1. Direct Hard reset
2. Conditional hard reset.
3. Preparatory reset
On Central Railway Conditional hard reset and Preparatory Reset is configured in
Digital axle counter system . Track section will get cleared immediately with direct
hard reset. With conditional hard reset section will clear if last count is count out of
the section. With preparatory reset, track section will get cleared after a passage of
train after resetting .All event are recorded in the system..
MODIFICATION SUGGESTED
Based on experience of first system at Raoli , manufacturer was advised to provide
following facilities/ modifications which has been incorporated in the current
systems :
1. Provision of electromechanical counter in the system for each section reset .
2. Provision of cooperative type reset .
3. Real time clock for logging of all events.
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Use of fibre wheel trolleys are still facing problem of high friction and is under
trial.
All these calls for a system which will eliminate all the above constrains and improve
the reliability of the digital Axle Counters.
THE SOLUTION
The solution lies in its unique feature of both voltage dip and phase reversal
technique.
This article will give an insight how the system behaves in various types of wheels
and how to achieve the desired result to detect or eliminate non-specific wheels. A
short view is explained about various considerations during the installation.
The dip and phase reversal that takes place in the system primarily depends on
the following factors :
1. Diameter of the Wheel.
2. Height of the Flange of the Wheel.
3. Rail profile.
Additionally following factors also contribute in the wheel detection
1. Nature of the wheel, i.e. solid or spoked.
2. If spoked number of spokes.
3. Orientation of the spokes while plying over the Rail Contact.
4. Thickness of the Flange.
5. Position of the flange, i.e. if near or away from the rail contact and rail table.
The Trolley which are used in Indian Railway are of following types:
1. Light Trolley (manually pushed or motorised) with spokes (4 or 6 nos.). The
Flange Thickness is usually 8mm and height is 35mm. The diameter of the
wheel is about 500 mm. This Trolley should not to be detected by Axle Counter.
( Sketch 1& 2)
2. Heavy Motorised Trolley with Heavy Spokes and Flange 40 mm. or over.
Diameter is again 500mm. These trolleys are to be detected by axle counter
and they move under signal condition.
3. Dip Lorry Non insulated with Diameter of 300mm and Flange height 40mm.
These are to be detected by Axle Counters.
4. Rail Dolly having a pair of small solid wheels with very short diameter
(<300mm) and small flange height (<10mm). They are used to carry materials
by rolling over on one side of the rail.
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SUMMERY
Following points is the gist of the report:.
1. To make an unspecified wheel to be not counted: It should be necessary and
sufficient to adjust the Rail Contact such that they maintain the minimum dip
above 0mV.
2. To make any wheel to be counted properly by the system: It should be absolute
necessary to maintain minimum overlap, alternatively the dip should be
well beyond 50mV.
3. Any short wheel pulses, usually generated by the dip between 0 50mV will
cause an improper count and may lead to disturbance state and Reset will
be essential to restart the system again.
COST ANALYSIS
Cost analysis of trolley suppression track circuits is indicated in annexure-A.
Life cycle cost of one DC track circuit is Rs 4,27,630/- which includes cost of
installation ,regular maintenance by the staff and periodic replacement of its
components . Based on the above factors the cost of trolley suppression track
circuit for axle counter of two detection points will be Rs. 8,55,260/- (approx).
By taking this into consideration that provision of trolley suppression track circuits
reduces the reliability of the axle counter and makes it dependant on the
performance of the trolley suppression track circuit and also the expenditure
involved in the maintenance of the track circuit it is felt that the adjustment of the
track devices be done in a way that the passage of the trolley axles does not cause
the system to attain the disturbed mode nor to the occupied state in case of passage
of push trolleys and motor trolleys.
CONCLUSION
1. Digital axle counter technology offers high reliability due to fault tolerant
digital communication
2. Immediate digitization at track side electronics and Phase reversal method
for wheel detection eliminates the need for trolley suppression track circuits.
3. Better maintainability due software diagnostics tool with remote monitoring
facility,
SUITABLITY OF APPLICATION
Digital axle counter is suitable for major yards including turnout , straight
section and where ballast resistance is very poor and long block section as
performance of Digital axle counter is independent of Ballast resistance, traction
current and rail continuity the system can be used without trolley suppression
track circuits.
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SKETCH 2
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By
Joachim Janle
Regional Director
Internation Business
ALCATEL
Transport Automatation Solutions
Digital Axle Counter has emerged as a viable & proven alternative to Track Circuit.
This paper describes the Safety and reliability levels to which this technology has
reached and the world wide applications it is gaining.
Electronic Axle counters are used to detect the presence of railway vehicles within defined
sections of track. They may be considered as a one to one alternative to track circuits.
Unlike track circuits however, their functioning does not depend on the ballast resistance
of the track. Axle Counters are therefore the only means of automatic train detection on
tracks which cannot be adequately insulated.
All over the world, Railway Administrations are investing more and more into the
modernization of their networks to fulfil the Operations need for increased train speeds,
better Quality of Service and at the same time increase of the Level of Safety.
In complex station yards or lines with little train headway, axle counters often provide
the only means of a fast and cost effective implementation of track changes or
modernization.
The reduction of possession time as well as possibility of shadow mode operation in
parallel to the existing infrastructure (e.g. for commissioning tests) facilitates the
changeover to the new track layouts.
This reduces project cost and increases the safety on the railway by providing minimal
disruptions to the parallel working railway service.
These factors have resulted in a decision by German Railways DB in 1995 to exclusively
use axle counters for construction and modernization of their railway network.
With the introduction of Digital Axle counter technology and fault redundant fail safe
digital telegram transmission from Outdoor to Indoor Equipment, that has proved its
outstanding performance in the last years in regions from arctic temperatures to tropical
climate, the reliability of train detection has increased dramatically.
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By
A.K.Tripathi
Director/Signal / RDSO
&
G.Babu Rao
Chief Manager, CEL
Synopsis
Single Section Digital Axle counters have been indegenously developed by M/s CEL
in association with RDSO. The paper brings out the design features & efforts
undertaken for indigenous development of this new technology.
1.0 INTRODUCTION
1.1 Principle of working of Axle Counters is based on counting of axles of train. The
analogue axle counters are in use in more than 5000 locations for over 3 decades in
Indian Railways. They are susceptible to failures mainly due to analog transmission.
The Signal to Noise ratio plays a major role in analog system and should be as
high as possible for proper working. Keeping S/N ratio high has become more
difficult in noisy environment in RE areas. Hence the need was felt to develop
indigenous Digital Axle Counter technology.
1.2 With the evolution of Micro controllers and its processing power, it has now become
easier to develop a digital axle counter indigenously.
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The Multi Section Digital Axle Counter is under development and the laboratory
model is undergoing the various tests.
We present the details of Single Section Digital Axle Counter (SSDAC).
3.0 SPECIFICATIONS
The RDSO has formed a detailed specification for Digital Axle Counter bearing the
number RDSO/SPN/177/2003. The standards applicable and the safety
requirements are also given in this specification.
TX1
PULSE 1
Rx1 SCC1 MLB 1 MODEM TO NEXT
RX1
SSDAC
AXLE
DETECTOR
TX2
VITAL
PULSE 2 RELAY SIGNAL
SCC2 MLB 2 DRIVE RELAY 'Q'
RX2 (24V) TYPE
AXLE
DETECTOR
LEGEND
4.1 DESIGN
2 out of 2 voting logic
Inter processor communication to check processor failure
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4.6 ENGINEERING
Web Mounted Axle Detectors
Track side SSDAC counting units
4.7 MAINTENANCE
Reduced maintenance through highly reliable hardware
RS-232 port for Online Diagnostics
Error Display near the system
STATION STATION
A B
BLOCK SECTION
TYPICAL 10 - 20 KM
AS
4 4 4 4
FIG 2
The axle detectors operate on a high frequency (21KHz & 23KHz) according to the
proven method of electromagnetic wheel detection. When a train wheel enters in
between the detectors, it influences the electromagnetic field and wheel is detected.
The detected wheels of a train are converted into pulses and these pulses are
counted at the entry and exit of the track section. The stored counts are exchanged
by telegram packet between the units
The track clear decision is arrived at if the counts are equal and vital relay is picked
up for signalling the next train, otherwise the track is shown as occupied.
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6.0 SAFETY
The safety of the SSDAC is chiefly ensured by the duplicated hardware of the system.
The functional correctness of the software is proven by an independent verification
and validation. The extensive error detection in the system provides for data
integrity during counting transmission and other checks. Internal cyclic self-test
routines provide failure detection and shutdown of vital relay.
7.0 STRUCTURE
The principal functions of SSDAC are arranged in the following level:
1. SSDAC counting unit on trackside inclusive of axle detectors at 2 locations.
2. Reset box for system status with Station Master.
RESET RESET
ERROR DISPLAY MODEM MODEM ERROR DISPLAY
BOX BOX
FIG 3
8.0 SOFTWARE
Count Packets
Power On Self-Tests
Watch Dog Timer
Diagnostics
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11.0 CONCLUSION
Indigenously developed Digital Axle counter technology is suitable for 2 detection
points and therefore can be used successfully for various signalling applications
like track circuiting, block working applications including automatic signalling,
Train warning at LC Gates etc.
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by
Shri A. K. Kapoor
Chief Signal & Telecom Engineer, Eastern Railway &
Shri S.K.Mandal
Chief Signal & Telecom Engineer(Project), Eastern Railway
Large scale adoption of AFTC for track occupancy detection has already begun on
Indian Railways. In this paper the authors describe their experiences of installation,
maintenance and rail fracture detection by AFTC on Eastern Railway.
1. INTRODUCTION
Since the introduction of simple DC track circuit in 1872, the system of interlocking
and railway signalling have undergone a revolutionary change. Over the years, due to
technological advancements, the interlocking system has undergone complete
transformation from candle light signalling to modern SSI based interlocking.
Nevertheless, the use of track circuit for detection of track occupancy continues, in
some form or other. In fact, track circuit has proved to be the most important tool in
ensuring safety in train operations.
Over the ages there has been several evolution in the track circuits. On Indian Railways,
following types of track circuits are in use:
(a) DC Track Circuit
(b) AC Track Circuit (50 Hz)
(c) AC Track Circuit ( 83 1/3 Hz)
(d) Jeoumont Track Circuit
(e) Audio Frequency Track Circuit.
Out of all the above types, the DC track circuit continues to be the easiest and cheapest
alternative and accordingly being used extensively in the station area. But, owing to its
short length and requirement of insulated joints , these are generally not used for longer
sections . The AC track circuit and Jeomont Track circuit are becoming obsolete and
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technology has provided us superior types of track circuit at comparable costs, Audio
Frequency Track Circuits, due to its reliability and versatility, has proved to be the best
option of track circuit at present.
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TABLE-I
4. AFTC LAYOUTS :
AFTC has been used on Indian Railways in Indian Railways both on end fed layout as
well as in centre fed layouts with or without remote feeding. The typical layouts for end
and centre fed AFTC are given in Fig 1 to 3.
FIG-1
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FIG-2
FIG-3
With quad cable of 0.9 mm dia, remote feeding up to a distance of 8 Km is attainable.
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were replaced and the earth connection to the traction mast were connected without
the knowledge of S& T department. This created unbalance in the circuit and the
track circuits had to be adjusted again for proper tuning.
(c) The Tuning unit is connected to the rail through 35 mm square copper conductor,
which is prone to theft. There were some cases of theft of the copper wire and
impedance bond.
(d) The reliable operation of the AFTC depend on stable power supply . In Sitarampur-
Chotaambana section of Eastern Railway, AFTC was provided with AT power
supply without stabiliser, which caused failure of the track circuits. Introduction
of stabiliser improved the performance of the circuits remarkably.
(e) CADWELD joints provided in AFTC was also found to improve the performance.
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22014540
LOADING, 4% 880582
28705463
The unit cost per KM works out to be about Rs. 37 lakhs. Therefore for implementation
of the above for entire golden quadrilateral (approximately 10000 KM), the total cost
works out to be Rs. 3700 Cr.
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8. CONCLUSION :
In view of the reliability, AC immunity and versatility of the AFTC, these should be
adopted universally for all automatic signalling applications to be executed by Indian
Railways. To facilitate easier maintenance it is preferable to centralise the installations
in the adjacent stations. Keeping in view of future application of Cab signalling and
AWS, digital AFTC should be adopted instead of analogue AFTCs. The complete system
specification, including the specification of digital AFTC need to be standardised for
universal adoption of all zonal Railways.
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by
A. K. Misra
Chief Project Manager/IRPMU &
Wolfgang Kriener
Team Leader, Consultants, KfW Project
New Delhi- Ghaziabad section of North Central Railway is one of the heaviest section
of Indian Railway having maximum permissible speed of 130 Kmph and carrying 45
Mail/Express and 60 Goods trains. All signaling & telecom assets in this section have
outlived their useful life and have become obsolete. KREDITANSTALT FUR
WIEDERAUFBAU (KfW). Germany, on the basis of the Experts report, have agreed
to extend soft loan of 185.0 Million DM to the Ministry of Railways for Modernization
of Signaling Systems in Ghaziabad-Kanpur section. The KfW Project is for
enhancing the safety in train operations and line- capacity in this section.
The design of the Project is based on the Feasibility Study Report conducted by DE-
Consult (Germany) & RITES (India) Ltd. - Final Report dated June 1996 and
Supplementary Report dated August 1996 after the Experts Investigation into various
Technological Options for Modernization of Signaling and Operations between
Ghaziabad and Kanpur in association with KfW and Ministry of Railways (Railway
Board).
Indian Railway Project Management Unit (IRPMU) has been set for implementation of
the project. Ministry of Railways have appointed Indo-German Consultants Consortium
of De-consult, Germany & RITES, India as consultants for KfW project in December
2002. Consultants shall assist IRPMU in functional planning, supervision of execution
and training of IR staff in operation & maintenance. Project is scheduled to be completed
in 55 months.
1 INTRODUCTION
In the past, increasing traffic demands in section Ghaziabad Kanpur has been met with
by increasing the train lengths and loads accordingly. This approach is now fully
exhausted and any further effort in this direction would require huge investments of
increasing the lengths of tracks and platforms in the stations of major parts of the A
route.
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On the other hand, the existing signalling equipment on the Ghaziabad - Kanpur section
has more or less exhausted its useful life and replacement of S&T equipments by modern
state-of-the-art installations only could give the possibility of enhancing safety of
operations and increasing line capacity.
Accordingly, the major operational targets of the GKSM project are improving the safety
of operations and increasing the line capacity of this section by about 50% as well.
2 PROJECT OBJECTIVES
The Objective of the project is to improve the safety, the capacity and efficiency of the
train operations in the section. This would be achieved by replacement and or upgrading
the Signalling and Telecommunication Systems by the introduction of Solid State
Interlocking on Ghaziabad Kanpur Section, Automatic Block Signalling on Ghaziabad
Aligarh Section, Optical Fibre Communication on Ghaziabad Kanpur Section and
Rehabilitation/Upgrading of the Train Radio System on Ghaziabad Mughalsarai
Section.
In short the objectives are:
Improve safety of train operations.
Increase the line capacity and improve punctuality of trains.
Reduce maintenance cost.
The above objective would be achieved by replacing the out-dated Signalling System
with a modern one, to increase availability and reliability of the same.
3 PROJECT IMPLEMENTATION
Indian Railway Project Management Unit (IRPMU) has been set up, headed by Chief
Project Manager for overall project management including financial, legal and
contractual matters. In December 2002, M/s Indo-German Consultant consortium
comprising of De-Consult, Germany & RITES, India was engaged by IR to provide
consultancy support to IRPMU by way of preparing the Detailed Project Report, the
Tender Specifications, Tender Schedules and other Tender Documents. Further, the
Consultants are assigned to assist IRPMU in the Bid Evaluation and the Construction
Supervision, Testing and Commissioning of the systems. Organisation for
implementation of GKSM project is shown in Exhibit S-1.
The Project is sequenced into the four phases in a duration of 55 months:
Phase I:Preparation of Detailed Project Report (DPR), Tender Documents;
Tendering etc.
Phase II:Evaluation of Proposals, Contract Negotiations and Contracting,
Development of Project Plan
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4 EXISTING SITUATION
The 413 km long double-track electrified line Ghaziabad - Kanpur has 49 intermediate
stations with average station spacing of less than 9 km. Almost all stations are equipped
with loop lines for both directions. Thus the track infrastructure offers the best
possibilities for creating a high capacity rail link.
With a charted capacity of less than 60 trains and an actual number of almost 70 trains
per day each direction between Ghaziabad and Kanpur, the line is already overloaded
and is operating at 110% to 120% of the charted capacity. Relief by other neighbouring
lines is not available as these lines are Single track and/or not electrified. The section
from Kanpur to Mughal Sarai, however, is less busy and has a capacity reserve of 10 to
15 trains allowing for a moderate capacity increase without any investment.
The trains are quite evenly distributed along the line and most of the trains are through
trains between Ghaziabad and Kanpur. With about 50% each for express and goods
trains the train mixture is quite balanced. No basic change of this pattern is expected in
the future except for the line section near Ghaziabad where an increase of the Delhi
suburban traffic is intended by Northern Railways.
The line is equipped with 76% mechanical and 24% relay interlockings, which have
been commissioned between 1930 and 1996 and are on average 35 years old. There are
block huts in less than half of the block sections and a few line sections are equipped
with automatic signalling. The track circuiting in the stations, however, has been nearly
completed and almost all station tracks are now equipped with track circuits.
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comply with the relevant CENELEC standards; especially those mentioned below
and shall correspond to the Safety Integrity Level 4 (SIL4). The SSI to be provided
would be a proven system operating successfully with other Railway Organisations.
The Reliability of the System is of particular importance. Therefore the rate of break-
down for the different components should not cross specified thresholds.
SSI system would have to fulfil the following conditions:
Min. availability must be more than 99.999 %.
The Mean Down Time (MDT) should not exceed more than 2.0 hours and
the Mean Time Between Failures (MTBF) should be more than 940.000 hours
The system-typical response time from the time of controllers input to tune to
initiate an operation until the corresponding display on the monitor shall be not
more than 2 seconds. This should apply e.g. to route setting, signal from proceed
to danger aspect and any individual operation.
Element Control Unit (ECU)
The ECU will be housed in suitable prefabricated hut in air-conditioned racks at
every station in the section (Exhibit S-2). The following will be connected to the
ECU
All field elements such as points, signals, track necessary installations etc.
The MMI in SMs room with the monitor and the keyboard
The indoor installations of the ECU would consist of the following:
The frames of the SSI
The cable termination rack
The Maintenance & Repair (M & R) workstation of the maintenance staff
The power supply
The telecommunication installations
The indoor cabling up to the cable termination rack
The ECU includes complete railway-specific application software of interlocking,
controlling operational sequences and also contains the software for control and
monitoring of the elements of the outdoor equipment (points, signals, track vacancy
detection devices etc.)
This application software has to be present on an element-related basis in each
ECU. Topographical data is supplied in the downloading phase and enables the
elements to be logically linked specifically to the system. The following tasks will
be executed by each ECU.
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The axle counter shall be applicable with the following technical prime
characteristics:
Rolling stock
Traction Diesel and electric traction possible
Running speed 0 ... 250 km/h
Wheels
Diameter > 300 mm, Width > 115 mm
Wheelbase (axle distance) ≥ 700 mm Rail current < 1,500 A
5.12 Cabling for Signalling
The cabling system of the new signalling system shall be provided completely
new. The most important consequences of the continuous working Solid State
Interlocking System are the control lengths of the various signalling elements
connected to the ECU. As already mentioned this length comes to a maximum of
5 km. Signalling cables with solid circular cores will be used, with the individual
cores arranged in concentric layers. Permitted core diameters are: 0.9, 1.4 or 1.8
mm. The cables shall be chosen such that in consideration of the above restriction
all field equipment can be controlled/operated/monitored up to a distance of
5.0 km. The signalling cables shall have the following structure from inside to
outside:
Copper cores with uniform coloured PE (polyethylene) insulation. Each layer
of cores shall have a distinctly coloured starting core or other acceptable means
of core identification.
PVC (polyvinyl chloride) sheath
Armouring consisting of 2 overlapping layers of galvanised steel tape, not
less than 0.1 mm thick, overlapping not less than 10 % (protection against
rodents)
PVC protective outer sheath.
5.13 SID - Station Identification Number
For every ECU a SID will be provided. This number will be used for all signalling
installations as basic number and will be added with the individual element
number. The several SID will be determined as follows:
2 digit scheme using numbers 00 to 99 will be adapted to the entire line from
Ghaziabad to Kanpur. In order to cater for the possible installation of additional
ECU where the block sections are more than 10 km, spare SID will be kept.
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stations separated from 5 to 12 kms. Back-bone for the GSM-R will be the fibre
cable along the track. Exhibit T2 shows the GSM R network levels.
The system is based on the ETSI GSM standard. To meet additional functionality
and performance requirements, this standard is to be supplemented by the
following GSM services:
Voice broadcast service;
Voice group call service;
Enhanced multi-level precedence and pre-emption;
General Packet Radio Service (GPRS);
Railways specific applications are: -
Exchange of number and location information between train and ground to
support functional and location dependent addressing;
Emergency calls;
Shunting mode;
Multiple driver communications;
Direct mode facility for set-to-set operation;
6.1.3 Out line Architecture
The system comprises the following elements: (Exhibit T-3)
Base Station Sub-systems (BSSs) of base station controllers (BSCs) controlling
base transceiver stations (BTS) each containing a number of transceivers (TRXs).
Network Sub-Systems (NSSs) interfacing to the Base station sub-systems via
the GSM A interface. The Network sub-system contains mobile services
switching centres (MSCs) with primary responsibility for call control.
The network also comprises General Packet Radio Service (GPRS) infrastructure
elements supporting the respective packet radio services..
Subscriber Identity Modules (SIMs) containing information specific to single
subscribers. A SIM and mobile equipment (ME) combined are termed a mobile
station (MS).
6.1.4 Railway specific services and facilities
To meet the specific railway requirements, a number of additional features
are required. The main aspects are summarised as under.
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5.14 Training
Maintenance Training of IR-personnel, that forms an integral part of the
responsibility of the supplier/contractor and Operation Training for IR-personnel
that is to be carried out by the Consultant. Details of the operation training are to
be worked out separately.
5.15 Maintenance, Spare Parts, Tools, Measuring Instruments
Maintenance and the provision of spare parts is included for the installed system
by the successful supplier for a period up to 3 years. The quantity of spare parts,
tools, measuring instruments, measuring cars and machinery are to be worked out
and specified by the Tenderer according to the stipulation of the specification.
After the free warranty period of 3 years the supplier will be requested to submit
an offer indicating:
Consumables (wear and tear) spare parts for further 2 years
Spare parts for further 5 years
Tools and measuring instruments for the maintenance
Supply of all parts for a ten-year period shall be guaranteed by the supplier.
TELECOMMUNICATION SECTION
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FIXED NETWORK
7.1 Introduction
Fixed network will be upgraded by two different models e.g Small Station Model
& Large Station Model.
Basically the fixed network is classified into:
- Operational Network
- Administrative Network.
Operational Network is used for the safe operation of the trains. Administrative
Network is used for all other purposes in order to avoid any disturbance to the
operators; access to the operational network is restricted to operational personnel
only. However, operational personnel would be able to access the administrative
network. All other personal, wanting to contact operational personal are to call the
operator & operator would connect to the opearional personnel.
For separation of the two networks and for safe and independent operation it would
be new PABXes in small stations and additional small PABXes in large stations.
7.2 Small Station Model
A small PABX will be installed in all stations to connect typically the concerned
persons such as:
Station Master
East/West Cabin
Level crossings next to the station
Block hut next to the station.
All PABXes will work as Child Exchanges of the large stations. Interconnection
would be done through OFC. Similar functions will have same dialing numbers at all
stations as shown in the following table:
Function/Location Tel.-No Function/Location Tel.-No
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Every Child Exchange can be dialed by a 3-digit access code followed by the
functional number as shown above from the concerned large station. The Mother
Exchange can be reached by dialing 0 (zero). (Exhibit T-5)
7.3 Large Station Model
To keep the two parts of different subscribers (operational and administrative)
apart, an additional small exchange, covering all operational subscribers and the
links to the child exchanges at small stations, will be installed. Every operational
person will be able to access the administrative network without any restriction.
From the operational network any small station can be reached by dialing the 3-
digit station code. The operational exchanges will be connected via OFC with the
small stations (Exhibit T6). A programmed ISDN telephone will be provided for
every controller with the following features: -
Group call Conference call Knocking Hands free talking
Programmed calls as:
10 programmed connections on buttons
99 programmed connections to be dialed by two buttons
Caller ID display · Caller switching
7.4 Optical Fibre Cable System
For safety reasons (redundancy for signalling elements) and to connect all stations,
it is necessary to lay two OFCs along the track from Ghaziabad to Kanpur and one
OFC from Kanpur up to Mughal Sarai.
A metal-protected OFC will be used for rodent protection. Metal sheath is to cut
every 2000 m to avoid Interference problems. Repeater would be provided at a
distance of 40 Kms (approx). The OFCs to be laid will be blown-into a HDPE pipe.
The blow-into a pipe of the second OFC has many advantages like:
the possibility to blow-in a second cable
rodent protection by the pipe
easy maintenance
no problem with the electro interference of some metal band for rodent
protection
independence of trenching (-and trench closing) and cable laying during the
implementation and so on.
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7 Fixed Network E1 #1 7
8 Fixed Network E1 #2 8
9 Fixed Network E1 #3 9
10 Fixed Network E1 #4 10
20 20
21 21
22 22
23 23
24 24
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General Manager
NCR
Zonal Level
OFC
SM
Printer
ECU Monitor
Mouse
Key-board
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Exhibit T-4
Note: the R-GSM band includes the Public GSM (P-GSM) and Extended GSM
(E-GSM) bands.
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255
‘ACD’ Mounted on Locomotive
Anti - Collision Device Fixed Inside Locomotive GPS*Receiver
For
(ACD) Data Entry COMMAND & Locomotive
‘POSITIO N’ TRACKING
Key Pad CONTROL UNIT through
(Micro-Processor Based) SATELLITE
Ba ttery
72 V Braking Signal
14th & 15th June 2003 I/O Sub System
for
Locomotive
Fixed Outside
Locomotive
Speed Control
Presentation By
Message Display
* Global Positioning
Ajaykumar A. Bhatt, IRSSE System
Visual
Chief Signal & Telecommunication Engineer SOS ACK
Crew Interface
Audio
1 4
Konkan Railway Corporation Ltd.
Knowledge embedded
intelligence
2 5
GPS
What is ACD ? Satellites
n ACD is a computerized equipment
comprising of
t Global Positioning System
UHF Data
t Digital Radio Modem Radio
t Central Processing Unit Modem
t Interfaces to Auto-Braking Unit/ digital Loco
GPS Receiver Loco
257
Angular Deviation Count
What is ACD ? uniquely identifies track line
for the Loco and Guard ACDs
n All ACDs communicate through digital Line No. 4 - Left DC = 2
radio with a range of minimum 3 km and
indicate to each other their exact Line No. 3 - Left DC = 1
location
Line No. 2 (Main Line ) - DC = 0
n Loco ACDs apply automatic braking in
case of collision like situation Line No.1 - Right DC = 1
Station Building
10
7
Technology breakthrough:
Angular Deviation Count So on a plane, once we
n GPS has error of 20m, not sensitive to 5
know the track on which
m distance between tracks train moves and the
n A new theory indigenously has been direction of movement, we
developed called Deviation count theory
which has made the technology break can prevent mishaps!
through to produce the most cost
effective, intelligence based auto acting
anti--collision device.
anti
11
8
258
ACDs Network to form Basic Philosophy - 2
Raksha Kavach- strength n SAME ‘Track-ID’ - Every Train ACD recognizes
comes from network the other Train ACD and identifies their
n Independent of signaling systems-
systems- double Track-IDs. Irrespective of their location in the
line/automatic block/electrified/multiple line/ railway network system if their Track-IDs are
all combinations of traction the ACD logic is same, these two ACDs will judge whether they
the same.
n No human inputs – equipment self- self-deduces
are approaching each other or going away from
n Additional safety layer- never gives any each other and in case they are approaching
positive indication to driver to override any each other, then on the basis of distance
existing rule
required to brake, the speed is controlled to
n Quietly protects if some collision-like disaster
is likely to occur 13 prevent any collision-like situation. 16
Basic Philosophy - 3
Cardinal principles n ‘Track-ID’ DIFFERENT -BUT UNUSUAL
BEHAVIOUR- When two ACD fitted trains are
n Always the network has a minimum of two approaching each other with different Track
knowledge based ACD systems in
communication IDs, the ACDs look for unusual behavior of any
n At least two systems to agree to allow the one of the trains. On the basis of distance
trains to proceed normally required to stop short of collision, they control
n No human inputs and all data is collected and their speed. If there is a positive indication that
analysed by ACDs themselves automatically
the unusual behavior is not (or no more)
n System never prompts driver to take positive
step, overriding existing safety system of train dangerous, the speed control is removed.
operations and hence ‘non- vital’. 14 17
ill b li d
259
Basic Philosophy - 5
n In case of station areas, fouling of adjacent At stations
tracks is detected for a train when the points
n Additionally, fouling of point zones
and crossings zone is occupied by any of the
detected to prevent side collisions-
collisions-
ACDs or by portion of a train. In such a case, using the Guard ACD
the approaching train ACDs will control the n Complete arrival of train too detected by
the arrival of Guard ACD
speed on the basis of distance required to stop
n Either by Deviation Count Profile or in
short of collision. data-logger
exceptional case, limited data-
functionality provides the Track -ID for
ACDs fitted in trains
19 22
Basic Philosophy - 6
n CONTROL OF SPEED PROFILE- ACDs have an in- ACD’s view of Railway
built capacity to follow a defined speed profile, while
approaching the station and ACD will ensure this
n The Railway is viewed as
speed profile. The speed profile will however be
u Station area with
controlled based on the more severe of conditions,
namely, either based on distance required to brake area- points crossing zones
t PXZ area-
when main line is occupied or the target speed u Block section area
required at the points and crossings zones. The inputs
u Gate protection zones
necessary to know the ‘run through’ via main line will
u Train formation/loco-
formation/loco-shed areas
be taken to confirm whether the speed is to be
controlled while approaching the points and crossing u Any other zone specifically
apply emergency brakes to bring them to a where needed, is Saathi to the station master
n Guard ACD
stop, irrespective of their direction of movement u Fitted on the last vehicle becomes Saathi to the guard
n Gate ACD
w.r.t. the source who originated SOS. This is u Fitted at level crossing gates is Saathi to the gateman
and road users
treated as an Emergency, for which cause has
n Repeater/Look-out ACD
to be investigated. u Bridges the shadow zones of radio communications
21 24
260
Locomotive ACD Station ACD (with SM’s Console)
(with Driver’s Console)
Station ACD - 360 x 390 x 240
Weight - 14 Kg
SM Console - 195 x 230 x 80
Weight - 1 Kg
Station ACD
Automatic Braking Unit (ABU) Fitted at a Station & linked to Signalling
circuits where needed, is ‘Saathi’ to the
Station Master
Honble
Honble MR MR
Size - 330 x 250 x 195 Weight - 13Kg
26 Inspecting
Inspecting Station
Station ACD
ACD
Braking - Normal, Emergency 29
Loco ACD - Fitted in a Locomotive along Guard ACD (with Antenna fixing
with an Auto-
Auto-Braking Unit (ABU), arrangements)
becomes ‘Saathi’
‘Saathi’ to Driver
Inset Drivers Cab
ACD ABU
261
Manned Gate ACD with Boom
Locking proving arrangement Auto-Braking Unit (ABU)
n Heart of the Loco ACD equipment – the
force which initiates and controls the
protective braking action of train.
n Intelligent braking system-
system- Integrated
with Loco ACD , can derive the
characteristics of the train braking and
apply rationally the brake power, like
human, just to stop short of obstruction
Manned Gate ACD - 220 x 320 x 155
31 34
Weight - 5 Kg All dimensions are in ‘mm’
262
Summary of Events logged by
Networked ACD System during
Our Indian Product… Extended Field Trials.
• Reliability -
•Self deduction of Track ID by Loco ACD - In
n ACD has been invented by Konkan 2137 trips 38976 times decisions for change in TID was
Railway Corporation taken on facing points out of this 38950 times correct
n Patent for device applied for No decision were taken (99.93%)
668/BOM/ dt 24 Sept 99 and in 128 •Self deduction of Track ID by Guard ACD - In 1992 trips
countries. 30117 times decision were taken on change in Track ID
n ACD technology produces a new on facing points. Out of this 30068 times correct decision
generation of knowledge embedded were taken (99.83%)
self-
self-acting networking equipments •Assignment of TID by Station ACD of DZ station - Out of
which will cause a paradigm shift in rail
2702 times 2608 times correct assignments were done
guided transport 37 40
(96.52%)
263
ACD Survey Routes Selected
on Indian Railways
ACD s are knowledge based.. Rly Route Selected by RKm Stations Start Date
n Just like an experienced driver must learn a new Railway Board
route, the ACD network has to acquire the NFR Entire Broad Gauge 1,700 181 14.05.03
knowledge of the route Route
n This is done in two stages
SCR Vasco – Madgaon – 790 97 22.04.03
u First by survey and design to profile the route Hubli – Tornagallu –
in terms of Deviation Counts and singular Guntakal –Renigunta
points 27.05.03
SR Chennai – Jolarpettai 849 107
u For the knowledge base designed as above, Bangalore)) – Erode
– (Bangalore
Incubation period of about 3 months when a – Palghat – Shoranur
data base of a million occurrences in the route - Ernakulam
is used to refine the initial knowledge base 43 3,339 385
46
264
INCREASE IN LINE CAPACITY USING AUTOMATIC
SIGNALLING WITH AFTC
by
Jagrut Gandhi
Engineering and Technical Support
Bombardier Transportation India Ltd.
With the present growth on Indian Railways there is an urgent need for increasing
line capacity with enhanced safety.
Automatic Signalling offers advantages of increased traffic at very low cost in a short
time and with greater safety.
AFTC is a safe, reliable, proven, joint-less track circuit, immune to traction and
additionally offers broken rail detection under defined conditions.
This paper highlight how Automatic Signalling with AFTC is an ideal solution for
increasing the line capacity on Indian Railways.
1. INTRODUCTION
Looking at the rate at which the traffic is increasing on Indian Railways it is urgently
needed to increase the line capacity.
The line capacity can be increased by either providing an extra line or by use of
Automatic Signalling.
Automatic Signalling offers following advantages vis-a-vis provision of extra line
with Absolute Block working:
More train movement as the headway is reduced.
Safety level is improved as the LC gates can be interlocked and last vehicle
check will be performed automatically.
Execution time is less as only track circuit and signals are to be installed on the
existing line.
More economical.
More environment friendly.
At present very small portion of total route Kilometers of Indian Railways is
provided with Automatic Signalling and thus the potential to increase the line
capacity using Automatic Signalling is still untapped.
265
AFTC offers following advantages vis-a-vis conventional AC/DC track circuits:
Joint-less - when used on straight-line sections, no joints are required for
bifurcating two track-circuits.
Immune to traction. Can be used on AC/DC electrified sections or non
electrified sections.
Can be used in Centralized (Remote fed) or De-Centralized (Localized)
configuration.
Can be used in End fed configuration for track-circuit lengths up to 650m -700
m and in Center fed mode for track-circuits longer than 700m.
Proven worldwide on Mainline as well as Suburban line with different types
of traction systems.
Provide broken rail detection under defined conditions.
Blending the advantages of AFTC with Automatic Signalling will provide an ideal
solution for increasing the line capacity and enhancing the safety.
266
Frequency Allocation for 4 Parallel Tracks
For both the types of AFTC, i.e. normal
A B A B A Track 1 and coded, eight frequencies A, B, C,
D, E, F, G and H are used and each track
circuit operates at a particular frequency.
C D C D C Track 2
Each line is allocated a pair of
frequencies. This enables two frequen-
E F E F E Track 3 cies to be used per track, for up to four
parallel tracks.
H G Track 4
For more than four tracks the sequence
G H G
is repeated.
The above diagram shows the frequency distribution for a yard having 6 lines.
Here, 32 track circuits are shown. Each track circuit has a distinct combination of
frequency and modulation rate. Total 56 track circuits with distinct combination of
modulation rate and frequency distribution can be formed using seven codes and
eight frequencies.
In this way, a large separation between the track circuits of the same frequency can
be achieved.
2.1 System composition of AFTC type TI 21
The AFTC system consists of the following equipment:
(a) Transmitter (Tx):
Transmitter (Tx) produces a FSK signal with carrier frequency between 1.6kHz
267
to 2.5kHz. This signal varies ± 17 Hz about the carrier frequency. For TI 21, the
modulating frequency is 4.8 Hz, whereas for TI 21 C, it can be one of the seven
frequencies between 2 Hz and 10 Hz, depending upon the code selected in the
CODEC. This signal is given to the track through Tuning Unit (TU) or End
Termination Unit (ETU) or Track Coupling Unit (TCU).
(b) Receiver (Rx):
The signal from the Tuning Unit (TU) or End Termination Unit (ETU) or Track
Coupling Unit (TCU) is fed to the Receiver (Rx). Receiver (Rx) checks whether
both the side bands (f + 17 and f 17) are present and are in anti-phase with
each other. If both side bands are present and are in anti-phase for 2 seconds
then it will drive the final Track Relay (R).
(c) CODEC:
CODEC generates seven different modulation rates (codes) C1 to C7 to
modulate Transmitter (Tx). It also compares the signal received by the Receiver
(Rx) with generated signal. If these signals are in phase and of the same
frequency, the CODEC picks up a Relay (Rc). Relays of CODEC and Receiver
(Rx) are connected in series to indicate track occupancy. Two types of CODEC
are used; one for track circuit with single Receiver (Rx) and other for track
circuit with multiple Receivers (Rx) up to a maximum of three Receivers.
(d) Tuning Unit (TU):
Tuning Units (TU) are used to form the electronic separation joint, which
provides separation between two joint-less AFTCs.
(e) End Termination Unit (ETU):
End termination Unit (ETU) is used to connect the Transmitter (Tx) to rails for
centre fed applications.
(f) Track Coupling Unit (TCU):
Track Coupling Unit (TCU) is used for interfacing between two AFTC of
unpaired frequency or for termination of AFTC with other type of track circuits.
TCU will be used with a pair of insulation joints.
(g) Power Supply Unit (PSU):
Power Supply Unit (PSU) supplies 24 V DC to Transmitter (Tx), Receiver (Rx)
and CODEC. It is rated for max. output of 4.4 A.
(h) Relay (R) or (Rc):
The final Track Relays (R) and (Rc) are metal to carbon 50 V DC relays, which
are directly operated by the Receiver (Rx) and CODEC respectively.
(i) Lightening Arrestor (LA):
268
Lightening Arrestor (LA) consists of two Metal Oxide Varistor and one Gas
Discharge Tube. The gas discharge tube protects the electronic circuitry of
Transmitter (Tx) and Receiver (Rx) from lightening and MOV provide
protection against high voltage spikes.
(j) Line Matching Unit (LMU):
Line Matching Unit (LMU) is a transformer that steps up the feeding voltage,
thereby reducing the transmission losses. In centralised version of AFTC, it is
used on transmitting side only. Line Matching Unit (LMU) is not required for
receiving side. LMU-Tx is used on transmitter side and LMU-TU is used on
TU, ETU or TCU side.
(k) Z bond:
Z Bond is an MS strap used for balancing the traction return current and is
installed in alternate tuned zones. When Z bonds are used it is not required to
use impedance bonds for balancing the traction return current.
2.2 Various configuration of AFTC type TI 21 and TI 21 C
(a) Decentralised:
In decentralised configuration, Transmitter (Tx), Receiver (Rx), Power Supply
Unit (PSU) and the Track Relays (R) are mounted in wayside location box,
whereas the Tuning Unit (TU), End Termination Unit (ETU) and Track Coupling
Unit (TCU) are located by the track side. For TI 21 (normal version) codec and
the corresponding relay Rc will not be used.
19.5M 19.5M
To Rx
2x2.5 sq mm A
Cu Cable 2x2.5 sq mm 2x2.5 sq mm Cu Cable
or equivalent or equivalent
Cu Cable
or equivalent
LA LA
From Rx
110V 110V
A PSU PSU
AC AC
LA LA
Rx`A' Rx`B'
R R
269
(b) Centralised:
In the centralised configuration, the Transmitter (Tx), Receiver (Rx), Power
Supply Unit (PSU), Track Relay (R) and the Line Matching Unit Tx side (LMU-
Tx) are centralised in the equipment room. Only Tuning Unit (TU), Track
Coupling Unit (TCU), End Termination Unit (ETU) and Line Matching Unit
TU side (LMU-TU) are mounted at the site. For TI 21 (normal version) codec
and the corresponding relay Rc will not be used.
EQUIPMENT ROOM
110V AC
PSU
Rc
Tx `B' CODEC
Rx`B' R
LA LA
LMU LMU
(TU side) (TU side)
0.9 mm dia 0.9 mm dia
4 quad cable 4 quad cable
TU-A TU-B or equivalent or equivalent
TU-B TU-A
(Tx end) (Tx end) (Rx end) (Rx end)
19.5M
270
TC1 TC2 TC3
19.5m
TUNED TUNED
TRACK CIRCUIT TRACK CIRCUIT TRACK CIRCUIT
FREQUENCY 'B' ZONE FREQUENCY 'A' ZONE FREQUENCY 'B'
110 V AC
LA LA LA LA
CODEC
Rc
PSU PSU
110 V AC 110 V AC
* When distance of 19.5 m is not available to form the tuned zone then TCU with insulation joints will be used.
TC1
30m 30m
5m 5m
TU/TCU* TU/TCU*
`B' ETU`B' `B'
110V AC
LA LA LA
PSU 24V DC
Rx1`B' Tx`B' from PSU Rx2`B'
R R
CODEC
Rc
* When distance of 19.5 m is not available to form the tuned zone then TCU with insulation joints will be used.
271
(a) Pt. zone with one turn out:
Pt. (2) type of track circuit with two receivers is used for point zone with one
turn out. The relays of both the receivers and CODEC are connected in series.
For TI 21 (normal version) codec and the corresponding relay Rc will not be
used.
110V AC
Rc
PSU CODEC
AFTC JUMPER
TU/TCU* Tx 35 mm sq Cu cable TU/TCU* Rx1 24V DC
LA LA
`A' `A' OR MS Strap `A' `A' from PSU
R1
Tuned FREQ. `A' Tuned
Zone Zone
IRJ
TCU Rx2
R2 (R1 and R2 & Rc will be
`A' `A'
proved in series)
24V DC
from PSU
* When distance of 19.5 m is not available to form the tuned zone then TCU with insulation joints will be used.
272
TC1
110V AC
Tx
PSU Rc
`A'
CODEC
TCU Rx3
LA `A' R3
`A'
Tuned 24V DC
FREQ. `A'
from PSU
Zone
IRJ
TCU Rx2
`A' R2 (R1,R2, R3 & Rc will be
`A'
proved in series)
24V DC
from PSU
* When distance of 19.5 m is not available to form the tuned zone then TCU with insulation joints will be used.
273
274
3. Application related issues with AFTC
3.1 Use of Z bond with AFTC
Tu ne d Z o n e
Fr equenc y Fr equenc y
'A ' 'B '
`Z ' B O N D (M .S . S tra p o f c ro s s
s e c ti o n 5 0 x6 m m )
TU ' TU '
A' 'Z ' B o nd F ixi n g C la m p B'
Z Bond is an MS strap used for balancing the traction return current and is installed
in alternate tuned zones. When Z bonds are used it is not required to use impedance
bonds for balancing the traction return current.
Z bond has following advantages over impedance bond:
No copper hence no theft
No oil hence no maintenance
Lighter in weight and hence easy to handle
3.2 Broken rail detection using AFTC:
AFTC can detect broken rail under defined conditions.
Detection of rail breakage depends upon the following factors:
(a) The extent of breakage:
Clear breakage can be detected however hairline fracture may not be detected
(b) Alternate paths to AFTC signal
Rail breakage may not be detected if any of the following are present across
the break:
(i) Bonding wire across fish plate (ii) Girders on metal bridges
D o g S p ike s
Bo nding Line
R a il G ir d e r
R ai l
Fi s h Pl ate
275
(iii) Mast having low earth resistance (iv) Traction bonding between UP and DN lines
Ma st Con n ecte d
to Ra il
T rack 1
T r a c tio n
b o n d in g
T rack 2
Ra il
M a s t c o n n e c te d to R a ils
276
The decentralized version also means that since the personnel has to necessarily
go to the track side to attend to the fault, there is a very high possibility that he will
also measure the train shunt value. This will have a positive impact on safety.
However in case of centralized version the Transmitter (Tx) and Receiver (Rx) are
located in the centralized location and Tuning Unit (TU)/End Termination Unit
(ETU) / Track Coupling Unit (TCU) are located at site. Hence in case of a failure
two persons with communication equipment will be required to attend to the fault.
Thus Decentralized configuration of AFTC is a good solution for Automatic Block
Signalling application on Main line sections as no quad cable is required and
this will lead to reduction in the cost of providing Automatic Signalling.
L oc at i o n B o x . f o r S 1 L oc at i o n B o x . f o r S 2
2AT .T R
1AT .T R
2T . TR
1T . T R
TX RX TX RX TX RX TX RX
PS U PS U P SU PS U
D A A B B A A B
2 X2 . 5 s q. m m . C ab le
STATIO N 'A'
S1 S2
PF1
Tx Tx Tx
Rx Rx Rx Rx
PF2 S8 S7
L oc at i o n B o x . f o r S 8 L oc at i o n B o x . f o r S 7
8AT .T R
7AT .T R
8T . T R
7T . T R
Rx Tx Rx Tx Rx Tx Rx Tx
PS U PS U PS U P SU
D C C C D C C C
Diagram 1: Proposed scheme for Automatic Signalling in Mainline block section using AFTC
277
SOLID STATE INTERLICKING CENTRALISED TRAFFIC
CONTROL SYSTEMS AND SC ADA SYSTEMS. A SPANISH
EXPERIENCE
by
Julian Mayoral
Electronic Engineer,
Regional Area Manager
International Department at ELIOP, S.A.
279
Electronic wagon detectors
for improving freight
operations
By
Mahesh Mangal
Director/NP&M
RailTel Corp. of India Ltd., New Delhi
281
Introduction
Introduction …..cont
282
What is RFID technology
Applications of RFID
283
Components of RFID system
284
Works on 915 MHz band
Range 1.5 to 3 meters
Stores upto 120 bits data
Size 23.6 x 6.0 x 1.75 cm
Transportation Tag
Weight 160 gms
Antenna
Yagi
Log Periodic
285
RF Transceiver
• Source of RF energy used to activate
and power passive RFID
• Generally enclosed in the same cabinet
as the reader.
• Read & write data to tag at high speed
along with reader
Reader
286
Application of RFID for tracking rolling stock like locos, wagons,
passenger coaches
287
Rolling stock tracking ….cont
• Whenever a freight train crosses such
strategic point, the details of loco tags and
IDs of wagons/coaches will be captured by
track side reader and it will relay the time,
date or other programmed information to host
computer.
• The above arrangement will provide
automatic and accurate information for Yard
and Goods shed management system,
printing of RRs under implementation as
Phase II of FOIS.
• Automatic weighing will ensure proper
loading of wagons and accurate charging.
288
Rolling stock tracking ….cont
Benefits to Railways
• Improvements in utilisation of rolling assets
(wagon turn around, engine utilisation,
average speed of goods train etc.).
• Automatic data capture and updation –
reduced manual entry and on line data
• Proper stock of wagons detached on route.
• Avoid overloading of wagons and proper
charging.
• No need for wagon census.
• Proper implementation of FOIS and achieve
all intended benefits.
289
Benefits to Railways …cont
290
Some of Railways where RFID technology has been used
291
Proposed implementation
Conclusions
• It is necessary to implement RFID technology
to achieve full benefits of FOIS on which Rs.
426 crore is being spent.
• RFID can provide a tool for optimising
utilisation of assets, maintenance and
improve operational efficiency.
• It can also provide automatic information to
passengers regarding status of passenger
trains.
• It can further be utilised for automatic train
location to increase line capacity and safety.
292
CALL CENTRE A NEW APPROACH TO INTEGRATED
PASSENGER INFORMATION SYSTEM
by
K.A.Manoharan
Sr DSTE/MAS
D.Sunil
DSTE/W/MAS
INTRODUCTION
Today customers want to interact with an organisation in a way that is convenient to
them. This might mean interacting with the organisation by telephone, email, instant
messaging or Fax. Great customer service is all about answering customers questions
quickly and accurately every time. To provide a consistent and efficient service across
all of these customer contact channels an organisation has to deploy a multi channel
contact center popularly called as call center. In fact, many organisations have achieved
dramatic business results through the use of call centers. Realising the need to serve
customers to the level of ecstasy, Chennai Division, Southern Railway has commissioned
the state of the art call center.
293
(i) The BSNL lines for various services are hard wired; e.g., for 1361, 18 BSNL lines
are terminated for English language enquiry, for 1362, 4 BSNL lines for Tamil and
for 1363, 2 BSNL lines for Hindi. Depending upon the call traffic, at times the lines
for Hindi and Tamil services may be idle whereas calls may get dropped for English
and vice-versa. At times the lines for reservation may be idle while those arr./dep.
enquiry may be clogged. Since lines for all these services are hard wired by BSNL,
the line configuration that is increasing or reducing a particular service line is with
BSNL and nothing can be done at Railways end and as such we are not able to
make optimum use of these lines.
(ii) From experience it is seen that the efficiency of analog lines i.e., number of lines
working each day is 90%. On an average out of 90 lines, 9 lines may be out of order
on a daily basis. If the lines are out of order the customer still gets a ring back tone
and comes to a conclusion that his call is not being attended to.
(iii) In this system there was no means of identifying the source from where the calls
have originated. Thus we had no history of who has called and had to depend on
DOT for call statistics. We also did not have any statistics regarding the calls hung
up by the customer or the average waiting time in a queue. Caller line identification
becomes very crucial particularly in cases of bomb threats etc.,
(iv) In this system there was no rerouting of calls. For example if a customer rings up
a number for IVRS enquiry but wants further clarification from the manual enquiry,
he has to hang up and redial the number of the manual enquiry which may be
engaged at that particular time. Even in the queuing system the caller is not made
aware of the average waiting time and may hang up if the queue prolongs.
(v) In the manual enquiry system we often get complaints that the operators are not
attending to the calls. When the operators are questioned they put the reasons
down to system faults etc.,which cannot be confirmed. We did not have any facility
to monitor the activities of our operators. Thus we were not able to have the statistics
of calls handled each day by each operator and also to evaluate the performance of
the manual operators.
(vi) Since a particular set of operators have been assigned a particular service, at times
the people used for manual reservation enquiry were idling whereas those used
for manual arr./dep. enquiry were overloaded. We were thus not able to make
optimum use of the manpower.
To overcome all these limitations the automatic call distribution centre was set up at
chennai central. The total cost of the project was 50 lakhs.
294
(i) Single window for the various Customer Service applications: One universal phone
number -131 will be available to the passengers/customers for accessing the various
services available. Information on the following services are made available to the
customers:
Accomodation availability
Reservation status
Arrival & Departure
Fare structure
Concessions
Trains for different destinations
Summer specials
Information on passenger Ammenities
(ii) Increased availability of services: The existing IVRS has been enhanced to 60 ports
and the existing analog BSNL lines has been changed to digital lines (E1). Since the
reliability of the digital lines is almost 100% as compared to 90% of analog lines,
higher availability is achieved and since the calls are optimally distributed through
ACD, the waiting time is reduced.
(iii) E-mail access: Customers can e-mail their queries to the call centre, which will
automatically pop up in the supervisors screen. If the supervisor knows the answer,
the reply furnished by the supervisor will automatically be mailed back to the
customer. If he does not know the answer he can forward the mail to the respective
department. Once the reply is obtained from the respective department, the same
will be forwarded to the customer.
(iv) Fax on demand: The call center is capable of recognizing, receiving and storing fax
messages. Customers can receive by Fax the various concession forms and the
complete list and details of special trains. Call Center shall announce a menu of
documents that are available by fax. The subscriber can make a selection by dialing
the document number and then the number of the fax machine to receive the
documents.
(v) Automatic announcing unit: The call centre shall provide prerecorded information
to callers. The call centre will announce a menu of information that are available in
the automatic announcing unit. The subscriber can make a selection by dialing a
digit and then listen to the information.
(vi) Call back facility on confirmation of reservation: In case of PNR enquiry, where a
caller finds that his accommodation is not confirmed he can leave his telephone
number. As and when the accommodation gets confirmed the system will
automatically dial the number and the news of his accommodation getting
confirmed will be intimated to him.
295
(vii) Accident related queries: In the event of any accident, the option of accident related
enquiry could be activated in the system. The customers exercising this option
will be automatically redirected to the accident information cell where he can access
the required information. Railways can even avoid the hiring of casual BSNL phone
connections for accident related enquiry as customers can access the information
by dialling the call centre number.
(viii) Registeration of complaints: The customer can register their complaints by calling
the call centre. The system will register the complaints department wise and the
same will be e-mailed to the respective departments. On getting the feed back
from the respective departments the same will be conveyed to the customer.
296
(b) CTI Server & Software: The CTI Server is interfaced with the switch, the agent
workstations, the PRS & NTES Servers and the IVRS system. The distribution of
calls to IVRS system, transferring of calls from IVRS to agents, distribution of calls
among agents, fetching of data from PRS & NTES servers, activation of out bound
calls, processing of Fax on demand requests and passing on the real time call status
information and call statistics to the agent monitoring and reports software is all
done by the Call centre application software and Computer Telephony Integration
software running in the CTI Server. The configuration of the CTI Server used is
Intel Pentium IV dual CPU Xeon processor of 1.6 GHz, 133 MHz FSB, 1GB SDRAM
ECC protected memory upgradable to 4GB, 3X 18.2 GB Hot Swap Ultra3 10K RPM
HDDs (SCSI), Net RAID IM Ultra 3 raid Controller with 32 Mb Cache and with
redundant power supply. Windows 2000 server software is used as the operating
system.
(c) IVRS System: The IVRS system is used for providing standard responses to
customer queries like ticket status, accommodation availability and train arrival &
departure information. The system is integrated with the PRS & NTES database
through the CTI server. Dual E1 60 port Intel dialogic card is used for implementing
this system. Presently the capacity of the system is for handling 60 simultaneous
calls, which is being upgraded for handling 120 simultaneous calls.
(d) Agent Workstations & software: The agent workstations are connected on LAN
with the CTI server. Each agent is given a user name and password that has to be
entered in the login screen of the agent workstation for enabling the agents to receive
calls. The calls will be distributed uniformly and to the maximum idle agent. When
a call arrives at an agent the appropriate screen will be displayed on the agent
workstation based on the service request along with the information such as CLI,
language preference, type of service requested etc. All the information required
by the customer can be accessed by using the user-friendly software installed in
the agent workstation. The workstation accesses the information by querying the
various databases through the CTI Server. The configuration of the workstation
used is Intel Pentium IV 1.6 GHz, 256 MB RAM, 20 GB HDD, 100 Mbps Ethernet
card & 15 SVGA monitor. The operating system used is windows XP professional.
(e) Agent monitoring and reports software: Through the agent monitoring software
the supervisor can monitor on real time basis the status of the agents logged in.
The names of the agents logged in, their extension number, their status (whether
talking, wrap up or idle) and the time duration in that particular condition will be
displayed on the screen of the supervisor computer. It is possible for the supervisor
to listen to the conversation between the agent and the customer and even intervene
in the conversation if required. Through the reports software the various statistical
reports regarding the performance of the call centre such as the total no. of calls
arrived, the distribution of the calls among the various services, performance of
individual agents etc could be generated.
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(f) Connectivity to PRS & NTES Servers: The dynamic data for the call centre viz:
reservation information and arrival / departure of trains information are available
from the PRS & NTES servers respectively. Due to security reasons the information
from these servers are allowed to be accessed only through serial ports available
at terminal servers which are connected on LAN with the PRS & NTES servers. The
data exchange will be in the form of a query packet and a response packet for each
information. 6 serial ports of the terminal server are connected to the serial card of
the CTI server. Out of the 6 serial ports 4 are dedicated for PRS data and the
remaining for NTES data. When a particular information is requested the CTI server
checks for the free port available and accesses the data through it.
Results after commissioning of the call centre
The site for the call centre was developed on modular office design in an ergonomic
manner. The improvement in the working environment for the agents itself has helped
in bringing about a positive approach to the job. Also as a result of the agent monitoring
system the discipline in the staff also has increased. The number of calls handled per
day by the system has increased to 30,000 from 15,000 as compared to the earlier system
without any increase in the agents. The automatic call back facility has been widely
appreciated by the public as this is first of its kind implemented anywhere in the country
by any organisation. The system has become very popular that most of the time the call
centre is running at its full capacity of handling 60 simultaneous calls. To overcome
this, the system is being upgraded to handle 120 simultaneous calls.
Hurdles to be overcome for smooth functioning of the call center
(a) The arrival / departure information of trains is accessed by querying the database
of NTES server. The NTES database is updated through a terminal provided in the
control office manually. Because of late entry or incorrect entry of data by the manual
operator, quite often the data related to the train arrival / departure information
which is accessed from the NTES server is found to be incorrect and complaints
have been received from the passengers regarding this. To eliminate this problem
separate software is being developed which will capture the train arrival &
departure data from the control charting and automatically upload the same to the
NTES server.
(b) For certain queries the data will not be available locally at Chennai PRS or NTES
system. The speed of accessing data from outside location depends on the network
load at the particular time. The call centre software has been designed in such a
way that if the requested information could not be accessed within 20 seconds the
system will inform the customer that the requested information is currently not
available. However the PRS or NTES system will not accept any further queries on
the serial port unless it receives the information from the remote location and the
same is conveyed back to the call centre. Many times it has happened that the all
the ports were blocked for more than 30 minutes and the information to the
customers were blocked during that period. To overcome this problem one serial
port will be dedicated for remote location data access and the remaining port for
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local database access. The software has to be modified in such a way that it will
check whether the query is for local database or remote database and based on the
result the query packet will be routed to the respective serial ports. This will avoid
the blockage of ports for local database queries. However to avoid the delay for
remote database queries the present network connectivity of 64 Kbps should be
upgraded to 2Mbps.
(c) Many information that are available from the concert enquiry terminal of Passenger
reservation system are not available in packet structure format. As a result of this,
the call centre could not access queries related to these. To overcome this problem
some enquiry terminals have been provided at call centre so that any query from
the customer relating to these will be obtained from these terminals and the same
will be conveyed to the customer. The permanent solution will be creation of packet
structure for these queries by CRIS.
Figure (a)
DSL
PRS Server
NTES Server DSL
2 E1 for IVR
CTI/
IVR Switch
PBX/ Server
Agent
4E1 CTI link
(BSNL) ACD PC
L
A
Agent N
Phone
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Railway’s Infrastructure for Bringing
Communication Revolution
to Rural India
EMERGING TECHNOLOGIES IN
SAFETY AND CUSTOMER SATISFACTION
June 14, 2003
VIGYAN BHAWAN, New Delhi
Desh Deshpande
Chairman, Tejas Networks
Bangalore, India
Agenda
§ Communications Revolution
§ Implications of the Technology Revolution
§ India’s Strengths in Technology
§ Rural India
§ Promise of the Future
§ Engineering Challenges
§ Summary
INSTITUTION OF RAILWAY SIGNAL & TELECOMMUNICATION ENGINEERS (INDIA) , June 14, 2003
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Promise of Productivity
Network
INSTITUTION OF RAILWAY SIGNAL & TELECOMMUNICATION ENGINEERS (INDIA) , June 14, 2003
5
Time
INSTITUTION OF RAILWAY SIGNAL & TELECOMMUNICATION ENGINEERS (INDIA) , June 14, 2003
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Agents of Change
INSTITUTION OF RAILWAY SIGNAL & TELECOMMUNICATION ENGINEERS (INDIA) , June 14, 2003
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Solve New
Problems
The Network
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100 Virtual
Remote Reality
Medicine Gaming
Streaming HDTV
HDTV - VOD
10 Full-motion Video
(MPEG2, NTSC)
PC Video (RealVideo,
(per instance)
Technology Innovation
Application
Size/Speed
Users
WebTV
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Network Transformation:
More for Less
= Intelligent Optical
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SONET/SDH Switching
A Familiar Trend
Mainframes PCs
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We have Come a Long Way
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Innovative NewIP
Switch Bigger,
Creating
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New Users, New Applications, New
Service Requirements
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Rural India and the Economic Pyramid
§ C. K. Prahalad says:
§ World Economic Pyramid of 6 Billion people
• 2 Billion – Rich People and Middle Class
• 4 Billion – BOP (Bottom of the Pyramid)
§ What is a good way to serve the BOP?
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Promise of the Future
§ India can become the global Lab for INNOVATIONS for the
world’s poor – a potential market for 4 Billion people
§ The focus should be on experimentation
§ The challenge of the less fortunate has been with us for a long
time
§ The new opportunity is to serve them profitably
§ Railways/Railtel can lead the world in this experiment
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Engineering Challenges
§ India has become very familiar with IT technology by
providing services to other countries
§ It is time to start using the technology to solve the problems of
India
§ Don’t chase technology for Technology sake
§ Use Leading Edge but not bleeding edge
§ Innovate use of technology in ways that is used no where else
in the world
§ India should build Companies that develop technology for
India that meet the world standards and then become global
suppliers
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Railtel Network: Vehicle for Indian BOP
§ Indian Railways reaches all nooks and corners of India
• Economic activity in any small town/village centers around the railway
station
• Already serving the needs of India’s BOP in many ways
§ Railtel Network
• Use the reach of Indian Railways
• Add telecom-enabled products and services to India’s BOP
• Wireless can be used in the first/last mile from the Railway station for
rapid deployment of services
§ Need to innovate products based on understanding of customer needs
§ Potential applications include:
• Broadband Applications and access to customers
• Remote health monitoring
• “Email-STD-Internet” booths
• …
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Summary
§ India has and understands Technology
§ Technology has matured to a point of Maturity when it can
solve serious problems
§ Railways has the architects and the reach to touch all corners of
India
§ The Architects in Railways should lead the architecture and the
technologies to solve the BASIC problems of rural India in
INNOVATIVE ways
§ This is an unprecedented OPPORTUNITY to make the Impact
through TECHNOLOGY
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PASSENGER AMENITIES
by
Shanker V. Rao
President, ShoshaCom Ltd.
The Indian Railways: the largest single network of tracks in the world; you transport
the most number of passengers a day, about 13 Million I believe; and the largest
single employer in the world with over 1.5 million employees. It is now 150 years
old. Celebrating 150 years of continued service to the public is a major achievement.
I am not here to tell you about your history or achievements, which you only know
too well. All I will do is congratulate you on all the achievements.
It is indeed a pleasure for me to have this opportunity to speak with you. I am
humbled to address this audience of such highly qualified and trained
professionals.
Todays world can be characterized as one where all societies are becoming more
and more information dependant. India is no exception. This thirst for information,
and its availability, is slowly breaking down barriers between people, regions,
countries, as well as continents.
Lack of information and its timeliness is a major setback. Time and distance do not
have the same meaning as they did a few decades ago.
Three decades ago, we would wait a day or two before we read about a cricket
game in the newspapers, and often the news about a war would already be a few
weeks old by the time we read about it. It is true that we could hear the radio for
the live cricket commentaries and the slightly dated news of war. However, that
was possible only if you had access to a radio. The number of people who could
do this was limited. I still remember the days when we needed licenses to own a
radio in India. Some of you may be too young to remember that or even know
about it.
I can recall, a little over 30 years ago when TV was introduced in Bombay. We
lived in a building of some of the top most people in Govt. in the country. All the
kids used to gather in our house, because we were the only ones who had a TV.
Needless to say, i was quite popular with all the kids. Today almost every house
in the cities has a TV. Here, I am going based on just the number of antennas one
sees in the huts in Dharavi, as we land in Bombay.
Today, you can not only sit in the comfort of your house and watch games in
real-time, we can also watch wars real-time. Blow by blow that is. Every pun
intended. We are not here to debate the merits of that, so we will leave that point
aside.
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You, who work with the Railways, are probably sitting there wandering what
watching a cricket game or watching the war has to do with you. If you are thinking
that, I am pleased, because it tells me you are awake and alert.
Now, let us see what all that means to you. Let us start by looking at how you
define yourself. I learnt how important this is, when I studied why some railroads
in the North America survived, and why others did not. I realized that those that
believed they were in the transportation business, survived, the others did not. I
believe Indian Railways has been clear about being in the transportation business.
This allows you to focus on the movement of passengers and goods, without
neglecting either.
What does this have to do with you? The reason is simple. How you define yourself
has an impact on how you approach any situation.
As I mentioned earlier, the world has changed dramatically over the last few
decades. This applies to all industries and walks in life. All of us have to adjust to
the changes to keep ourselves relevant.
How does the Railway plan to stay relevant in India? It is not an easy task when
one is a monopoly, such as you are.
We will now get to specifics.
The Railways have optical fiber cable along the track. A very small part of the
bandwidth, I would place it at about 2%, is required for internal use signals, internal
communication (intranet), etc. That leaves a large potential for revenue. But how
does one generate the revenue?
Let me now talk about what we are doing, and where we can go with this. Here, I
will only speak of some of the things that are in the realm of possibility today.
SoshaCom Ltd. from Canada (my company), along with Bharti Cellular Ltd. have
been in discussions with RailTel for about 9 months to develop and deploy some
services.
At this point I must acknowledge and congratulate Mr. Chopra, MD RailTel, for
his vision and leadership. I am pleased to see that the Indian Railways gave him
this daunting task of taking a new entity and giving it shape and direction.
RailTel had a vision of providing internet and voice services at the train stations
and on the moving trains. SoshaCom Ltd. suggested that the services can be
extended, with a minimal incremental cost, to the areas surrounding the stations
as well, and increase the revenue potential dramatically.
Here is where the cricket match and the war on TV become relevant. You have to
look at it as information. In my world of Communication, everything is data; it is
information (bits and bytes / speeds and feeds). I will refer to all the services as
data services, and describe some of the potential opportunities.
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As engineers, I know we are taught that everything is possible. The key, often, is to
make sure it is an acceptable solution.
At SoshaCom Ltd. we started working on a solution. There have been many
challenges in the process. One of the major challenges was to provide access to
data services on the moving train in an economical manner. The other critical
element was the antenna to be used on the train. My team has done a lot of research,
and has not yet found such a service in the world.
I am pleased to say that, with the cooperation and commitment of RailTel, we have
not only developed a solution, but also tested, and demonstrated it. The Indian
Railways in now the first in the world to be ready to deploy services for the public.
Let me now focus on the services and the commercial value. Part of the technical
design is provided here, and we have Inderjit Sehrawat here from RailTel, who has
worked very closely with my team and will be able to address any of your
questions.
We start by providing data services on train stations. This can be done in one of
two ways - hard wired or wireless to the kiosks. We anticipate that this will be a
combination of the two. We do not see the commercial value of having hard wired
kiosks on every platform. This will be a very poor use of the equipment and capital.
This equipment, if hard wired, will only be used for a few minutes, at best, before
and after a train stops at the platform that lie in the middle of a station. We feel a
wireless mobile kiosk will allow movement between platforms for the optimal
utilization.
Services will be provided on a pre-paid card basis.
During the pilot phase of the project, we see a few terminals being placed in a
coach. The passengers will have access to the terminals for internet access. As the
deployment progresses, we see an entire coach, and based on demand more, that
will be dedicated for such services. This will be similar to a cyber cafe, and can be
called Mail on Rail,. We do plan to add voice services at a later stage.
Having added towers and antennas at the stations, we foresee using the same facility
to provide services to the areas around the stations. The first phase will identify
enterprise/commercial customers (small and medium enterprises- SMEs) and
provide them dedicated bandwidth. This will assure a steady stream of revenue.
Over a period of time, channels will be established in each of the towns and villages.
The channels will then set-up kiosks for public use, much along the lines of the
STD/ISD booths. However, this will also act as a business center, with photocopy,
fax, e-fax, scan, print, and similar services. Needless to say, all services for a fee.
In rural and semi-rural areas, the kiosks will also become the hub of community
access to e-reaming, e-health, and e-government services.
E-Learning provided will range from basic literacy (ability to read and write) to
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diplomas and advanced training. The content will be area specific. A farming
community can have the latest in farming and agricultural details (e.g. How to
deal with a new virus or how to increase yield of a specific crop.) A fishing district
will have information that is relevant to them. The important thing is here to provide
relevant information.
E-Health will provide people access to basic diagnostics to advanced consultations
with medical practitioners in hospitals from larger centers.
E-Government will allow the government to provide the masses access to services
such as news, forms, registration for voter lists, land details, weather details,
information and payment of taxes and bills, agriculture, and contact details for any
government matter. It allows the government to become transparent and re-deploy
its human resources to other emerging priorities.
Let me point out that as we have seen bandwidth costs go down dramatically over
the recent past. Each of the owners of backbone and infrastructure now has to think
of ways to keep the revenue stream going.
The only way of doing that is continually layering services through different
applications. There is no magic here, just think VALUE ADD,.
Now here are thoughts on the types of services and applications for the near future.
None of these are sci-fi. We have the solutions for these today.
The first service will be access to the net with access to email. Consider a person
going from Agra to Delhi. Today, from the time the person leaves their home till
they arrive at their destination their access to information is limited. The only access
one has is to the cellular phone, if they travel by train or road. If one happens to fly,
their access is even more restricted.
Let us see where the world is now going. With the services we are soon going to
deploy, one can be in touch with all their important contacts, at all times, be they
professional or personal. Let your imagination lose, we are moving towards services
that will make traveling by train more attractive and a pleasure for business people,
as well as families. Business people can remain connected, while families can
communicate with friends or have the young children occupied playing games,
chatting etc.
Localized services:
1. GPS based - This is similar to what you find on flights. This will permit you to
provide exact maps of the location of the train, relative to the stations. In addition,
it can also help provide the passengers details such as hotels, monuments, city
maps, entertainment, hospitals, news, public service announcements for the next
station on the route. This can be done in one of two ways. The information can be
provided to passengers either on demand, or through information boards on each
coach.
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What use are maps or details on Hotels, Hospitals, places of interest, things to do,
etc.? The type of travel has changed over the last decade or so. It is no longer the
case where people are traveling solely with the purpose of visiting family or for
work. Today, more and more people have started traveling on vacation to see new
places. This is a growing segment, and with spending power. This is a segment
that not only requires these services, but is also willing and capable of paying for
the information. Each of these services can be treated as a new service and a new
business. This will create several new businesses and many new jobs. It will develop
new small enterprises to develop and manage such content.
Division specific
Others types of services that can be provided include reservations and confirmations
from any point of the network. Passengers can then make reservation and check
the status of their waiting list tickets. This will make every location on the network
a point of sale. In doing so, you will off-load some of the stress at the railway
stations, at no additional cost.
Ticket Collectors can scan tickets, verification will get done against a database,
and the response will be provided to the passenger. We are talking about making
a passengers life easier. I realize that this may not be a popular thought in some
circles, but it certainly will help reduce some of the fraud, and may even help
increase the revenue for the railways. Such an application will certainly be welcomed
by the passengers and seen as a good step towards transparency.
The last two points will significantly reduce the crowd situation that occurs on
platforms. Imagine the impact of something as simple as these. You will reduce
points of friction (less potential for fights, arguments, etc.) Reduce the prospect of
theft (pockets being picked). The list goes on. All this also has an impact on security,
safety, and even health.
Think about how they provide you information on a plane about emergency
procedures. Imagine being able to provide the passenger with information on what
to do if there is a medical emergency on board the train. Imagine, you will have the
ability to access medical advice from a near bye town while you are on board the
train and get help. The question here is not how often such services get used, but
what does it do for the passengers. We are talking about providing passengers a
greater level of comfort.
If we look at how many planes get hijacked, how many people have babies on
board, how many people have heart attacks, or the list goes on in proportion to the
number of flights everyday or the number of people that travel, the answer is a
small fraction. However, that is not the point. The point is that there are procedures
in place to minimize the stress of those situations, and the passengers feel assured
about traveling.
The beauty here is that, with what we are putting in place, you are in a situation
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where all these kinds of things can be done without any great expense.
Let me make one last poignant and relevant point at this stage. In the event of a
train accident and you have had a few in the news lately, with this wireless network
in place, you will have the ability to maintain communication. What does this do?
This will help your emergency response capability and the response time.
Time is limited, so I will conclude now. Let me leave you with a few thoughts.
In the last 2 months I have been approached by a few other countries that are envious
that we have demonstrated this capability, and are keen on doing something similar.
The option is yours. One can sit and doubt this, and spend time contemplating
ways of slowing such ideas down. However, as someone much wiser than I said,
there is nothing more powerful than an idea whose time has come.
You have an opportunity to be part of history in the making, and get creative with
what else can be done. You now have an opportunity to make a quantum leap in
passenger amenities. The train is leaving the station, with or without you. Do you
want to be part of another first for India in the World? Do you want to part of a
model for the world on how to provide access to the rural and semi-rural areas of
a country? The option is yours.
We are here to help and make it all happen.
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