FACULTY OF SCIENCE,

ENGINEERING AND COMPUTING

School of Mechanical and Automotive

Engineering

BSc DEGREE
IN
Mechanical Engineering

Name: Mohamed Niyasdeen Mohamed Ashfak

ID Number: K1657932

Project Title: Automated Train Control and

Supervision system

Date: 24th April 2016

Supervisor: Prof. Sisil Kumarawadu

Kingston University London

Student ID Number: Surname / Family Name (PRINT)
K1657932 Mohamed Niyasdeen

Course: Level (4,5,6,7) First Name / Given Name

BSc in Mechanical Engineering 6 Mohamed Ashfak

Assignment Setter/Marker: Module Title: Module Code:

Individual Project ME6114

Assignment Title: Module Leader:

Individual Report Professor. Sisil Kumarawadu

1. I declare that the attached work is all my/our own, and that where I/We have quoted from, used or referred
to the opinions, work or writings of others, these have been fully and clearly acknowledged. I/We will
provide electronic copies of my/our work if required for Turnitin analyses or reference.

2. I understand that work submitted late will be subject to late submissions penalties

Student Signature: .. Date & Time Submitted:

Staff Use Only Below This Point

FEEDBACK COMMENTS: (Some staff may also provide structured feedback on an additional feedback form)

Overall Mark: % mark: Grade point:

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i
 Abstract

In the developing country like Srilanka, accidents in the level crossing are increasing day by
day. Negligence of train drivers and gatekeeper is the main reason of this accident. No fruitful
steps have been taken so far in these areas. So, a system was designed to help out the railway
department. This report deals with intelligence of train engine with automatic gate controlling
to avoid accidents at level crossings and also to monitor the movement of train sitting under a
roof using a SCADA system. The present project is designed to satisfy the security needs of
the railways. This system provides the security in four ways: automatic gate opening/closing
system at track crossing, signaling for the train driver, tracking the signals, and the track
protection. A SCADA system is developed so that to monitor the status of the above mentioned
four scenarios. The track protection is achieved by providing the closed loop along the track.
If any crack or cut is occurred to the track simultaneously the same happens to the closed loop.
This gives a signal to the controller at the control room. From control room the controller can
monitor the status of the gates and depending on that he can do all the control operation. Thus,
the rail accidents in Srilanka can be avoided and also controlling and monitoring of the gate is
done perfectly without injuring the people who crossing the level crossing. The SCADA system
is designed using an Industrial software called Vijeo Citect.

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 Acknowledgement

I have taken efforts in this project. However, it would not have been possible without the kind
support and help of many individuals. I am using this opportunity to express my gratitude to
everyone who supported me throughout the course of this project. I would like to extend my
sincere thanks to all of them. I am sincerely grateful to them for sharing their truthful and
illuminating views on a number of issues related to this project.

I am highly indebted to my project supervisor, Professor.Sisil Kumarawadu for giving his full
effort in guiding me in achieving the goal as well as his encouragement to maintain my progress
in track. Special thanks for his guidance and constant supervision as well as for providing
necessary information regarding the project & also for his support in completing the project.

Then, I would like to express my sincere gratitude to Eng. Upul Jayasinghe (Signal and
Telecommunication Engineer SLR) for recruiting me for the training at SLR. I am obliged and
honored in expressing the deep sense of gratitude to Ms. Ireshani Jayatunga (Signal and
telecommunication Engineer-SLR) for her helpful guidance and suggestions during my visit
at Maradana. And also, I would like to thank the officials of the Sri Lanka Railways (SLR),
for giving all the necessary supports to successfully complete the research and study all the
current and the past systems used in SLR.

I would like to express my gratitude towards my parents & the colleagues for their kind co-
operation and encouragement which help me in completion of this project.

Above all, I should express my supreme gratitude to Almighty.

Sincerely,
M.N.M. Ashfak
Department of Mechanical Engineering,
ESOFT College of Engineering and Technology (ECET),
Katubedda, Moratuwa.
10th April 2017

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 Table of Content

Abstract ......................................................................................................................................ii

Acknowledgement ................................................................................................................... iii

List of Figures ..........................................................................................................................vii

List of Abbreviations ................................................................................................................ ix

Chapter 1: Introduction and Background ................................................................................... 1

1.1. Introduction ................................................................................................................. 1

1.2. About Srilanka Railways in brief ................................................................................ 2

1.3. History ......................................................................................................................... 3

1.4. Problem Statement ...................................................................................................... 6

1.5. Aims and Objectives ................................................................................................... 6

1.5.1. Aims ..................................................................................................................... 6

1.5.2. Objectives ............................................................................................................ 6

Chapter 2: Train Control and Supervision in Srilanka............................................................... 7

2.1. Automatic block system used in Sri Lanka Railways ................................................. 7

2.1.1. Track Circuits....................................................................................................... 7

2.1.1.1. General principle of Straight Track Circuit Block Unoccupied ................ 7

2.1.1.2. Working principle of Track Circuit - Block Occupied ................................. 8

2.1.2. Track switching (Point Machines) ....................................................................... 9

2.2. Signaling system ....................................................................................................... 12

2.2.1. Railway signaling............................................................................................... 12

2.2.2. Types of signals ................................................................................................. 13

2.2.2.1. Mechanical signaling .................................................................................. 13

2.2.2.2. Electronic signaling .................................................................................... 14

2.2.3. Interlocking ........................................................................................................ 17

2.2.3.1. Mechanical interlocking ............................................................................. 18

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 2.2.3.2. Electro-Mechanical interlocking ................................................................ 19

2.2.3.3. Electronic interlocking ............................................................................... 20

2.2.4. Application and positioning of signals .............................................................. 21

2.2.4.1. Signal indicators ......................................................................................... 21

2.2.4.2. Signal position ............................................................................................ 22

2.3. Advanced System (Centralized Train Controlling System) ...................................... 22

2.3.1. Section controller and his duties ........................................................................ 23

2.3.1.1. Route setup ................................................................................................. 24

2.3.1.2. Train movement sequence .......................................................................... 25

2.3.1.3. More train arrives ....................................................................................... 26

2.3.2. Controlled regions .............................................................................................. 29

2.4. Track relays types and its working principle ............................................................ 30

2.5. Tyers Patent Tablet apparatus used in Srilanka and its working principles ........... 34

Chapter 3: The modern control and supervision in the world that may be adaptable to Sri
Lanka........................................................................................................................................ 37

3.1. Block systems used in British railways ..................................................................... 37

3.1.1. Automatic block signaling system ..................................................................... 37

3.1.2. Other block signaling systems ........................................................................... 38

3.2. Train Control systems used in Japanese railways ..................................................... 39

3.2.1. Automatic train stop (ATS-System) .................................................................. 39

3.2.2. Automatic train control (ATC-System) ............................................................. 41

3.2.3. Digital ATC system ........................................................................................... 42

3.2.4. CARAT and ATACS system ............................................................................. 42

3.3. Train traffic control systems in Japanese railways.................................................... 43

3.3.1. CRC and PRC traffic control systems ............................................................... 43

3.3.2. COSMOS and ATOS ......................................................................................... 45

3.4. Breaking system used in Japanese railways .............................................................. 45

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 3.4.1. Electrical breaking system ................................................................................. 46

3.4.2. Mechanical breaking system .............................................................................. 48

3.4.3. Rail brake system ............................................................................................... 50

Chapter 4: Suggestion for a SCADA based railways centralized traffic control system ......... 51

4.1. What is SCADA and its applications? ...................................................................... 51

4.2. Working principle of a SCADA system and SCADA equipment basic categories .. 52

4.3. My SCADA based design for the SLR ..................................................................... 53

4.4. How does the Vijeo Citect SCADA communicates with the system? ...................... 58

Chapter 5: Conclusion and Recommendation.......................................................................... 60

5.1. Conclusion................................................................................................................. 60

5.2. Future enhancement and Recommendations ............................................................. 61

Bibliography ............................................................................................................................ 62

Appendix 1: Operation of solid state interlocking (SSI) ......................................................... 64

Appendix 2: Schematics diagram for relay based interlocking station.................................... 66

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 List of Figures

Figure 1 - Early steam powered train on the hill-country railway line ...................................... 5
Figure 2 - Basic track circuit ...................................................................................................... 7
Figure 3 - Schematics drawing of occupied track circuits ......................................................... 8
Figure 4 - Track switching machine at Maradana yard ........................................................... 10
Figure 5 - Internal structure of point machine ......................................................................... 11
Figure 6 - Track switching schematics structure ..................................................................... 11
Figure 7 - Semaphore signal used in Srilanka ......................................................................... 14
Figure 8 - Electronic signal categories..................................................................................... 15
Figure 9 - Illustration of the working of Automatic signals .................................................... 15
Figure 10 - High controlled signals ......................................................................................... 16
Figure 11 - Dwarf controlled signals ....................................................................................... 17
Figure 12 - Mechanical lever frame inside a signal box (Anon, n.d.) ..................................... 18
Figure 13 - Interlocking bed .................................................................................................... 18
Figure 14 - Relay room ............................................................................................................ 19
Figure 15 - VPI and its connection with Point machines......................................................... 20
Figure 16 - Centralized control room....................................................................................... 22
Figure 17 - Screen Shot of Signaling Layout Display in Control Room ................................. 23
Figure 18 - Route Selection ..................................................................................................... 24
Figure 19 - Route occupation display ...................................................................................... 24
Figure 20 - Tracking the movement of the train ...................................................................... 25
Figure 21 - The train has released the points ........................................................................... 25
Figure 22 - Two trains are displayed ....................................................................................... 26
Figure 23 - A second route is selected ..................................................................................... 27
Figure 24 - Train 6460 moves towards the siding ................................................................... 27
Figure 25 - The third route is set up ......................................................................................... 28
Figure 26 - Two routes freed for Up and Down trains to proceed ........................................... 28
Figure 27 - Railway Network of SLR ...................................................................................... 29
Figure 28 - Relay ..................................................................................................................... 31
Figure 29 - Contact system ...................................................................................................... 31
Figure 30 - Relay base ............................................................................................................. 32
Figure 31 - Front view of the QTA2 relay with the base ......................................................... 33
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Figure 32 - Side view of QTA2 relay with the base ................................................................ 33
Figure 33 - Rear view of the Ericson JRL type relay .............................................................. 33
Figure 34 - Front view of the Ericson JRL type relay ............................................................. 33
Figure 35 - Base of the Ericson JRL type relay ....................................................................... 33
Figure 36 - Tyer's patent train tablet apparatus ........................................................................ 34
Figure 37 - Tablet used in SLR ................................................................................................ 35
Figure 38 - Consider Station 'A' and Station 'B' ...................................................................... 36
Figure 39 - General principle of a Track circuit (Wako, Hasegawa and Uchida, 2017) ......... 37
Figure 40 - Automatic Block signaling system (Wako, Hasegawa and Uchida, 2017)........... 38
Figure 41 - Operation of ATS-S system (Wako and Takashige, 2017) ................................... 39
Figure 42 - Operation of ATS-P system (Wako and Sawada, 2017) ....................................... 40
Figure 43 - CARAT system (Wako et al., 2017) ..................................................................... 43
Figure 44 - CTC system (Wako and Sawada, 2017) ............................................................... 44
Figure 45 - Principles of Electrical braking (Wako, Hasegawa and Uchida, 2017) ................ 46
Figure 46 - Recycling regenerated electric power (Wako, Hasegawa and Uchida, 2017) ...... 47
Figure 47 - Transmission of braking force from traction motor to wheels (Wako, Hasegawa
and Uchida, 2017) .................................................................................................................... 47
Figure 48 - Wheel-Tread brake system (Wako, Hasegawa and Uchida, 2017) ....................... 48
Figure 49 Axle mounted disc Brake system (Wako, Hasegawa and Uchida, 2017) ............ 49
Figure 50 - Wheel Mounted Disc Brake System (Wako, Hasegawa and Uchida, 2017) ........ 49
Figure 51 - Carbon/Carbon-Composite Multi-Disc System (Wako, Hasegawa and Uchida,
2017) ........................................................................................................................................ 49
Figure 52 - Rail Brake System (Wako, Hasegawa and Uchida, 2017) .................................... 50
Figure 53 - SCADA system Equipment category .................................................................... 52
Figure 54 - Login screen .......................................................................................................... 54
Figure 55 - Entering the user name and the password ............................................................. 54
Figure 56 - System Overview window .................................................................................... 55
Figure 57 - Yard ....................................................................................................................... 56
Figure 58 - Level crossing window ......................................................................................... 56
Figure 59 - Train history .......................................................................................................... 57
Figure 60 - Information of the trains........................................................................................ 57
Figure 61 - Trend ..................................................................................................................... 57
Figure 62 - Communication ..................................................................................................... 58
Figure 63 - Four components to connect to Vijeo Citect ......................................................... 58
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Figure 64 - Solid state interlocking system.............................................................................. 64
Figure 65 - Relay based interlocking station (Schematic diagram) ......................................... 66

List of Abbreviations

SLR Srilanka Railways

CGR Ceylon Government Railways

SSI Solid State Interlocking

WNR Points Normal Relay

WRR Points Reverse Relay

WKNR - Points Detection Normal Relay

WKRR - Points Detection Reverse Relay

WR Points Relay

VPI Vital Processor Interlocking

CPU Central Processing Unit

TPR Track Repeater Relay

ATC Automatic Train Control

SCADA Supervisory Control And Data Acquisition

ATC Automatic Train Control

ATS Automatic Train System

JR Japanese Railways

BR British Railways

IR Indian Railways

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 Chapter 1: Introduction and Background

1.1.Introduction

All over the world Railway transportation is increasingly used, as this mode of transport is
more energy efficient and environmentally friendly than road transportation. Trains move on
iron rail tracks and wheels of the railway vehicle are also flanged Steel wheels. Hence least
friction occurs at the point of contact between the tracks & wheels.

Therefore, trains carry more loads resulting in higher traffic capacity since trains move on
specific tracks called rails, their path is to be fully guided and there is no arrangement of
steering. Clear of obstruction as available with road transportation, so there is a need to provide
control on the movement of trains in the form of Railway signals which indicate to the drivers
to stop or move and also the speed at which they can pass a signal.

Since the load carried by the trains and the speed which the trains can attain are high, they need
more braking distance before coming to the stop from full speed. Without signal to be available
on the route to constantly guide the driver accidents will take place due to collisions.

There are basically two purposes achieved by railway signaling.

1. To safety receive and dispatch trains at a station.

2. To control the movements of trains from one station to another

After ensuring that the track on which this train will move to reach the next station is free from
movement of another train either in the same or opposite direction. This Control is called block
working. Preventing the movement from opposite direction is necessary in single line track as
movements in both directions will be on the same track.

Apart from meeting the basic requirement of necessary safety in train operation, modern
railway signaling plays an important role in determining the capacity of a section. The capacity
decides the number of trains that can run on a single day. By proper signaling the capacity can
be increased to a considerable extent without resorting to costlier alternatives.

The fixed signals provided by the side of the railway track with indication in the form of color
lights are the actual authority to a driver to get in to the portion of the track beyond the signal.
At stations the trains may be received on any one of the platform lines. To take the train to any
specific track, points are provided. The purpose of the point on the track is to divert the train

1
from one track to adjacent one. In order to operate these points, they are internally wired to
several relays and each and every relay will check the condition and operate the point more
safely.

Hence the signal has to be connected to the points in an arrangement called interlocking. This
Interlocking arrangement only ensures that a point is correctly set for the particular route or a
track and the signal conveys this information to the driver.

1.2.About Srilanka Railways in brief

Sri Lanka Railways (SLR) is a government department functioning under the Ministry of
Transport. It is a major transport service provider and is the only rail transport organization in
the country. SLR transports both passenger and freight. Sri Lanka Railways
(formerly CGR Ceylon Government Railway) operates the nation's rail network linking
Colombo - the commercial capital of Sri Lanka - and many population centers and tourist
destinations. At its inception, railway was carrying more freight than passenger. But today, it
is passenger oriented. SLRs market share for passenger transport is about 6.0 % and about 0.7
% for goods transport.

In Sri Lanka, the service provided by SLR in carrying the daily commuters to their workplaces,
is inevitable. Sri Lanka Railway operates approximately 396 trains which include 67 Long-
Distance and 16 Intercity trains and carries about 3.72 Million passengers daily.

Sri Lanka Railways (SLR) functions under the General Manager of Railways (GMR). The
General Manager reports to the Secretary of the Ministry of Transport.

SLR has been divided into ten Sub Departments and three Units. Sub departments are managed
by the Heads of the Sub Departments who reports directly to the General Manager of Railways.

SLR owns and maintains 1561km of rail tracks with 5 ft. 6 in (1,676 mm) broad gauge.
The narrow gauge lines were 2 ft. 6 in (762 mm), 72 locomotives, power sets 78, 565 carriages
and the signaling network. At present, it has a workforce of 17,634.

The railway contains some of the most magnificent scenic rail routes in the world. Particularly
the Main Line winding through both natural beauties such as waterfalls, natural forest
mountains, misty peaks and precipices, as well as manmade festoons such as tea estates, pine
forests and engineering feats including bridges and peak level stations.

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1.3.History

Rail was introduced in Sri Lanka in 1864 to transport coffee from plantations in the hill country
district of Kandy to the port city of Colombo on its way to Europe and the world market. The
coffee blight of 1871 destroyed many a fine plantation and tea replaced coffee. With the
development of tea plantations in the 1880s, the joint stock companies swallowed up the former
individual proprietorship of the coffee era. Under corporate ownership and management
control by companies, the process of production of tea became more sophisticated and needed
more and more railways built to the Kandyan highlands. To send tea to Colombo and to
transport labor, machinery, manure, rice and foodstuff, etc. to Kandy, another 100 miles of
railways were constructed in the tea planting districts to serve the expanding tea domain
To serve the coconut plantations flourishing in the west, south west and north west coastal
areas of the country, and the wet inland rubber plantations below the tea belt, railway lines
were built in the wake of these agricultural developments. Thereafter, the need for cheap and
safe travel in order to open up the hinterland of the country led to the expansion of the railway.
As for this reason, the 1st Train ran on 27th December 1864, with the construction of the Main
Line from Colombo to Ambepussa, 54 kilometers to the east. This line was officially opened
for traffic on 02nd October 1865. An extension of the Main Line to Kandy was made north to
the ancient city of Anuradhapura, going further north to Kankesanturai and west to
Talaimannar to connect the island with South India by ferry, to bring Indian labor for the tea
and rubber plantations, and also import rice and other food stuffs not indigenously produced in
sufficient quantities.
Towards the east, there was little economic justification to lay a line to the dry zone in that
direction, but it became strategically worthwhile to lay a line to the natural harbor of
Trincomalee and also connect it to the provincial capital of Batticaloa. These lines were laid
with light (21 kg) section rails, as was the narrow-gauge section to serve the rubber plantations
east of Colombo, known as the Kelani Valley Line.
Up country, a similar branch line was laid from Nanu Oya on the Main Line through very
difficult terrain to serve the tea plantations around Nuwara-Eliya. Track alignment was defined
in this section about 140 years ago, when economic considerations were vastly different. The
railways achieved moral superiority with speeds of 25 to 40 kmph in the hill country and 65 to
80 in the low country and civil engineering criteria was influenced by the economic need to
minimize cuts and fills, permitting gradients to 2 to 3 % and minimizing bridge lengths. As a
result, the alignment here is winding with very sharp curves.

3
Though the British established the railway system, the golden era of Ceylon Railways was
during the period 19551970 under the management of B.D Rampala, the most respected chief
mechanical engineer and later General Manager of CGR. Rampala worked to maintain
punctuality and improve comfort. He led the upgrading of major railway stations outside
Colombo, and the rebuilding of the track in the Eastern Province to facilitate heavier and faster
trains. He launched express trains, many of which were given iconic names. In effect, he
ensured that Ceylon's railway system was up-to-date in technology and offering greater comfort
to its passengers.

Till 1953, Ceylon's railways operated steam locomotives. In the golden era, it enhanced its
service by changing to diesel locomotives, under the leadership of Rampala. Various types of
diesel locomotives were added to the service.

In the late 20th century, the railway started to decline. For three decades, it suffered from
neglect and poor treatment. By this time, the Sri Lankan economy was focused more on
industries than plantation agriculture. The road network also grew. With the growth of lorries
and highways, which were a faster means of transporting goods, the amount of goods
transported by the railways declined. The railways became an enterprise generating a heavy
loss.

During this time, SLR failed to keep up with technological innovations seen in other railways
abroad. Issues of travel time, reliability, and comfort caused it to lose much of its market share
of passenger transport. By 2011, its share of the market was only seven percent.

In the early 2010s, the government launched a 10-year Railway Development Strategy to bring
the railway back to satisfactory condition. It started by ordering new diesel-multiple
units (DMU) to replace the current trains. In 2010-2012, the railway upgraded the track on the
Southern line, which was damaged in the 2004 tsunami. The track was upgraded to handle
trains at 100 km/h, allowing for shorter journey times. It is also currently rebuilding
the Northern line, which suffered from war for almost three decades. As of 2015, the line is
fully restored to Jaffna and Kankesanturai as was before the war. The railway is also extending
the Southern line from Matara to Kataragama, in order to serve the growing city of
Hambantota. As of 2015, construction is in progress on the track up to Beliaththa, but there are
heavy delays.

4
History of locomotives and rolling stock

Locomotives of Sri Lanka Railways consist mostly of diesel locomotives. Steam

locomotives were used on regular services until the 1950s, but now only run on heritage trains,
such as the Viceroy Special.

The first locomotives pulled trains in the 1860s on the original segment of the Main Line, on
54 kilometers connecting Colombo and Ambepussa. In 1953, Sri Lanka Railways enhanced its
service by conversion to diesel locomotives. Since then, various types of diesel locomotives
were added to the service.

As of August 2011, Sri Lanka does not have commercially operational electric locomotives or
train sets. Electrification has been proposed, to improve energy efficiency and sustainability.

Most passenger coaches are either Romanian-built ASTRA passenger coaches or Chinese-
built CSR coaches. On most lines, the service is currently being upgraded, as new long-haul
diesel multiple units from CSR and India's RITES Ltd are being imported.

Figure 1 - Early steam powered train on the

hill-country railway line

5
1.4. Problem Statement
Nowadays, the railway gate is operating by manual operation. It is operating in the area that
there is railway line junction with the road. The railway gate management has to employ
workers to be on duty for control the operation. Due to this, the worker will manually open and
close the gate with under supervision.

This prototype will introduce the automatic railway gate operation. This system will make
improvement towards the manually operation before this. Human supervision will be
considered if there are problems occurred while this system was operated.

This is an idea to perform computer integration with mechanical structure to simulate what the
system can do. Control system with computer applications will make the management or
consumer become more effective. Therefore, this is the best example in develop railway gate
management system become more efficient.

1.5. Aims and Objectives

1.5.1. Aims
The main aim of this project is to come up with some practical suggestions that are adaptable,
affordable and more effective to railway system in Srilanka by studying the current existing
system that is prevailing in Srilanka together with the advanced system that are used in
developed countries and also to provide a suitable SCADA based centralized control system

1.5.2. Objectives
In order to reach the above-mentioned aims and to carry out this study successfully, following
objectives should be achieved.

To carry out a literature review and to Study and scrutinize the prevailing system in Srilanka
and to identify their weaknesses.
Study and scrutinize the systems that are available in the in the world which will be
adaptable to Srilanka and to come with an affordable and effective system to SLR.
Design a more sophisticated SCADA based system to a remote area and hence to connect
it to the centralized control system.

Furthermore, this project is aimed to replace the manned level crossing system used in remote
areas with an automatic system. It will be developed to apply the structure of interfacing
program in between to give a lot of advantages.
6
 Chapter 2: Train Control and Supervision in Srilanka
2.1.Automatic block system used in Sri Lanka Railways
Under this part of the chapter, mainly Track circuits and the Trach switching machines would
be discussed.
2.1.1. Track Circuits
2.1.1.1.General principle of Straight Track Circuit Block Unoccupied
Track circuit is one of the primary inputs for a signal interlocking plant. An 'interlocking plant'
is the control logic behind the signaling system. The signal cannot be 'green' while there is
another train on track segment ahead. The system should able to detect the condition of the
track segment: occupied or not.

The tracks are segmented into 'blocks'. Each block is track circuited separately. The figure
below illustrates a track circuit.

Figure 2 - Basic track circuit

The track circuit consists of a power supply on one end and a directional (polarized) relay on
the other end. The power supply has a 6V battery kept charged by a 6V/6A rectifier. In case of
power failure, the battery will supply power to the circuit.
The track relay (TR), which has a resistance of 30 ohms and a pickup voltage of 1.4 volt, is
normally held in picked-up state the circuit being completed via the rails. When a train enters
the segment the axels of the train short circuit the supply to the relay and the relay drops. The
contacts of the track relays appear in most of the safety circuits of the interlocking plant. The
interlocking logic is arranged such that only one train can be permitted to enter a section. If
you carefully observe, the track circuit is fail safe; if the circuit fails it will indicate occupancy.

7
The variable resister is introduced into the circuit such that it can be tuned to make the system
works under all weather conditions.
The rails are insulated to separate the adjacent track circuits. The polarity of the adjacent track
circuit is always reversed, so that the power supply of one circuit cannot operate the relay of
the other circuit should the insulate between the circuits breakdown. Within one track circuit
the rails are electrically connected by two wires (for safety).
The minimum length of track circuit is depending on the degree of control necessary and the
maximum length is limited by the weather conditions. On the Northern line from Loco Junction
(Maradana) to Veyangoda, the segments have a maximum length of 2000 feet. On the Southern
line from Loco Junction to Waadduwa, due to the saline atmosphere along the coast line, the
track circuits are limited to 1500 feet max.

2.1.1.2.Working principle of Track Circuit - Block Occupied

When a train enters the block, the leading wheel set short circuits the current, which causes the
relay to de-energies and drop the contact so that the signal lamp supply circuit now activates
the red signal lamp. The system is "fail-safe", or "vital" as it is sometimes called, because any
break in the circuit will cause a danger signal to be displayed.

Figure 3 - Schematics drawing of occupied track circuits

8
Each circuit detects a defined section of track, such as a block. These sections are separated by
insulated joints, usually in both rails. To prevent one circuit from falsely powering another in
the event of insulation failure, the electrical polarity is usually reversed from section to section.
Circuits are powered at low voltages (1.5 to 12 V DC) to protect against line power failures.
The relays and the power supply are attached to opposite ends of the section to prevent broken
rails from electrically isolating part of the track from the circuit. A series resistor limits the
current when the track circuit is short-circuited.

In some railway electrification schemes, one or both of the running rails are used to carry the
return current. This prevents use of the basic DC track circuit because the substantial traction
currents overwhelm the very small track circuit currents.
Where DC traction is used on the running line or on tracks in close proximity then DC track
circuits cannot be used, similarly if 50 Hz AC electrification is used then 50 Hz AC track
circuits cannot be used.

To accommodate this, AC track circuits use alternating current signals instead of direct current
(DC) but typically, the AC frequency is in the range of audio frequencies, from 91 Hz up to 10
kHz. The relays are arranged to detect the selected frequency and to ignore DC and AC traction
frequency signals. Again, failsafe principles dictate that the relay interprets the presence of the
signal as unoccupied track, whereas a lack of a signal indicates the presence of a train. The AC
signal can be coded and locomotives equipped with inductive pickups to create a cab signaling
system.

2.1.2. Track switching (Point Machines)

In SLR, they used electrical point machines in order to switch the track and a picture of the
track switching machine in maradana yard is shown in figure 5 below. Electric Point Machine
is an electrically driven machine used for the operation of points in Railway yards and
comprises of an electric motor, point mechanism and circuit control device.

9
 Figure 4 - Track switching machine at Maradana yard

This point machine consists of a DC series motor, friction clutch, reduction gears. Cams and
bars used for converting the rotary movement to linear movement. For the operation of switch
and lock the main gear wheel in the mechanism revolves less than one revolution. The type of
motor used in point machine is a D.C. series motor; since its initial starting torque is high. The
operating voltage of point machine motor is 110VDC at 3Amps current.
Simply these point machines convert the rotational motion of the motor into linear motion
required to switch the points. Since it consists of gears, gear assembly also provides required
transmission ratio so that it can generate necessary force to move switch blades. They perform
following function,

1. Opening of the detection contacts.

2. Unlocking of point
3. Operation of point from N to R or R to N
4. Locking of the point
5. Closing of detection contact.

Generally, we can brief the operation of point machines further as follows,

Moves the switch blades

Lock the blades
Detection and proving the position of the blades.

10
Following is the picture of the motor and the gear system of a point machine used in SLR.

Movable Contact
with the rod (say Y)
Rod

L R
Gear
Contact Block

Motor

3 Terminal

Reed switch

Figure 5 - Internal structure of point

machine

Following picture shows the structure of the track and how the point machine is attached to the
track in order to switch the track. Inhere I have labelled the rods and other major parts.

Figure 6 - Track switching schematics structure

As shown in figure 6 above, the motor consists of three terminals where middle terminal is
common and the other two terminals are used for the forward and reverse operation of motor.

As shown in figure 6, there is a contact block and I have named it as Left (L) and Right (R) as
in figure 6, I have also named the movable contact with the rod as Y. this contact block is
11
actually used for a safety purpose in order for the controller to know whether the track is switch
properly or not. Normally when the track is switched to one direction, using the detection rod,
this will allow the contact inside the contact block to go and contact with another contact which
are named as L and R in figure.

L and R represents left and right contacts (fixed) respectively. When Y contacts with R, a signal
is sent to the controller in order to make sure that that the track is switched. Lets say for
example, a stone was placed in between the track changing rod. Then if the controller switch
the track and if he does not get a signal from (Y+R) or (Y+L), then he will know that the track
is not switched or not working properly. Therefore, he will quickly inform the relevant
technicians to make corrections. Until the maintenance work is done, the signal light systems
will never glow Green for the drivers and therefore the train will have to be stopped.

As you can see from the figure 6 above, there is a reed switch and this is for safety. This is
because in case of breakdown of point machine, when the technicians are at the job, in order to
let the controller at the centralized station know that the technicians are still at work, this switch
is used. Once the lid of the point machine is closed, this switch will get activated and thereby
the controller knew that the work is complete. If the lid is open, then the switch gets normally
open and then the controller knew that the work under going.

2.2.Signaling system
2.2.1. Railway signaling
A signal is a mechanical or electrical device erected beside a railway line to pass information
relating to the state of the line ahead to train drivers/engineers. The driver interprets the signal's
indication and acts accordingly. Typically, a signal might inform the driver of the speed at
which the train may safely proceed, or it may instruct the driver to stop.
Railway signaling is a safety system used on railways to prevent trains from colliding. Trains
are uniquely susceptible to collision because, running on fixed rails, they are not capable of
avoiding a collision by steering away, as can a road vehicle; furthermore, trains cannot
decelerate rapidly, and are frequently operating at speeds where by the time the driver/engineer
can see an obstacle, the train cannot stop in time to avoid colliding with it. Most forms of train
control involve messages being passed from those in charge of the rail network or portions of
it to the train crew. The set of rules and the physical equipment used to accomplish this
determine what is known as the method of working.
12
2.2.2. Types of signals
On most railways, physical signals are erected at the line side to indicate to drivers whether the
line ahead is occupied and to ensure that sufficient space exists between trains to allow them
to stop. These signals which I have explained below are the signals used in order to make the
train drivers aware of the level crossing gates and the stations ahead. In the past, Srilanka
railways used mechanical signals in order to alert the train drivers, but at present they are using
color light signals and sill the mechanical signals are used in some part of the country.

2.2.2.1.Mechanical signaling
Older forms of signal displayed their different aspects by their physical position. The earliest
types comprised a board that was either turned face-on and fully visible to the driver, or rotated
so as to be practically invisible. While this type of signal is still in use in Srilanka and some
countries (e.g. France and Germany), by far the most common form of mechanical signal
worldwide is the semaphore signal. This comprises a pivoted arm or blade that can be inclined
at different angles. A horizontal arm is the most restrictive indication (for 'danger' or 'caution',
depending on the type of signal).

This system is still used in Srilanka railways and is used outside of the Western province and
other commuter routes, Sri Lanka Railways largely uses a system known as the semaphore
system.

Typically, this comprises a permanently-lit oil lamp with movable Coloured spectacles in front
that alter the color of the light. The driver therefore had to learn one set of indications for day
time viewing and another for night time viewing.
Whilst it is normal to associate the presentation of a green light with a safe condition, this was
not historically the case. In the very early days of railway signaling, the first Coloured lights
(associated with the turned signals above) presented a white light for 'clear' and a red light for
'danger'. Green was originally used to indicate 'caution' but fell out of use when the time interval
system was discontinued.
A green light subsequently replaced white for 'clear', to address concerns that a broken red lens
could be taken by a driver as a false 'clear' indication. It was not until scientists at Corning
Glassworks perfected a shade of yellow without any tinges of green or red that yellow became
the accepted color for 'caution'. Mechanical signals are usually remotely operated by wire from
a lever in a signal box, but electrical or hydraulic operation is normally used for signals that

13
are located too distant for manual operation. A picture of the semaphore signal used currently
at the Kandy railway station is shown below.

Figure 7 - Semaphore signal used in Srilanka

2.2.2.2.Electronic signaling
Signals were originally controlled by levers situated at the signals, and later by levers grouped
together and connected to the signal by wire cables, or pipes supported on rollers (US). Often
these levers were placed in a special building, known as a signal box (UK) or interlocking
tower (US), and eventually they were mechanically interlocked to prevent the display of a
signal contrary to the alignment of the switch points. Automatic traffic control systems added
track circuits to detect the presence of trains and alter signal aspects to reflect their presence or
absence.

At present, in Srilanka, electronic signals have largely replaced mechanical ones. Electronic
signals have the advantage of displaying the same aspects by night as by day, and require less
maintenance than mechanical signals.

14
Electronic Signals are of two kinds as Automatic signals & Controlled signals. Automatic
signals can be again divided into 2 sub categories as automatic blocking signals & automatic
approach signals while controlled signals are divided as high controlled & dwarf controlled
signals.

Figure 8 - Electronic signal categories

Both the system (i.e. Automatic signals & controlled signals) are used in Sri Lanka railways at
present and it is briefly explained below.

AUTOMATIC SIGNALS

These signals could contain one, two or three units on a signal post. These are approach lit
signals. That means these signals only lighting when a train approaches. This technique is used
to save electricity. These signals operate themselves according to the condition of the ahead
track section. Following is an illustration of how automatic signals work.

Figure 9 - Illustration of the working of Automatic signals

To ease the controlling, railway track is divided to sections. Only one train can occupy a
section. In the diagram above Train 2 is on Section 3. Therefore, the signal at the beginning of
that section shows red color or danger. That means a train in section 2 cannot enter section 3.
Post at the entrance to the section 2 shows yellow color or caution. That means the next section

15
is free but the section beyond it is occupied. This is used because a train cannot stop at once.
As in the diagram section ahead the Train 1 is clear.

In automatic signaling, the system checks if these sections are occupied & then light up the
lights accordingly.

Green: Proceed at line speed. Expect to find next signal displaying green or yellow.
Yellow: Prepare to find next signal displaying red.
Red: Stop.
CONTROLLED SIGNALS

The controlled signals are controlled by a main controlling office. These signals normally show
the red color & these signals light up only when a train arrives to save power. These signals
can be identified by the square number plate which is fixed to the signal post & the posts are
painted in red & white stripes. There are 2 main types of controlled signals.

1. High controlled signals

2. Dwarf controlled signals

High Controlled Signals

These signals are situated just before a yard. Normally these signals have 2, 3 or 4 units. Out
of these units the upper unit represents the main line & the second unit
represents the immediate loop line. These are the normal arrangement
of a high controlled signal but some signal posts have a third & fourth
unit. The third line has only an Amber light. These signals are at places
where more than two turnouts are available. The fourth unit is
designed to represent a number & these signals can be seen before
arriving Colombo Fort & Maradana railway stations. This unit
Figure 10 - High represents the platform number which the train is going to arrive. First
controlled signals
unit has no special speed restriction & second unit has a speed
restriction of a 48kmph while the third unit has a restriction of 16kmph. Following are the
meanings of these signals. Colors are from the top.

Red, Red: Danger. Stop. The signal is against.

16
 Amber, Red: Caution. Going along the main line.

Green, Red: Line clear. Going to the main line.

Red, Amber: Caution. Going to the loop line.

Red, Green: Line clear. Proceed to the loop line at the restricted speed.

Red, Red, Amber: Caution. More than one turnouts.

Dwarf Controlled Signals

Dwarf Controlled Signals have only one unit & it may have
3 lights or 2 lights. These signals are normally used as exit
or starter signals where a general speed restriction is
available.

Figure 11 - Dwarf controlled signals

2.2.3. Interlocking
In the early days of the railways, signalmen were responsible for ensuring any points (US:
switches) were set correctly before allowing a train to proceed. Mistakes were made which led
to accidents, sometimes with fatalities. The concept of the interlocking of points, signals, and
other appliances was introduced to improve safety. This prevents a signalman from operating
appliances in an unsafe sequence, such as setting a signal to 'clear' while one or more sets of
points in the route ahead of the signal are improperly set.

Early interlocking systems used mechanical devices both to operate the signaling appliances
and to ensure their safe operation. From about the 1930s, electrical relay interlockings were
used. Since the late 1980s, new interlocking systems have tended to be of the electronic variety.
Interlockings can be categorized as mechanical, electrical (electro-mechanical or relay-based),
or electronic/computer-based. All these interlockings are used in Sri Lanka at present, but the
mechanical interlocking systems are now being replaced by the other. They are explained
briefly below.

17
2.2.3.1.Mechanical interlocking
These types of system are not used in Sri Lanka
railways. These are operated using the lever
frames. A typical picture of the lever frame is
shown in figure below. lever frames are used for
the operation of interlock
the signals and points to allow the safe operation
of trains in the area the signals control. Located
in the signal box, the levers are operated by Figure 12 - Mechanical lever frame inside a signal
the signalman. box (Anon, n.d.)

In mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming
a grid. The levers that operate switches, derails, signals or other appliances are connected to
the bars running in one direction. The bars are constructed so that if the function controlled by
a given lever conflicts with that controlled by another lever, mechanical interference is set up
in the cross locking between the two bars, in turn preventing the conflicting lever movement
from being made. The following figure shows the picture of a locking bed used in Sri Lanka
railways in past.

Figure 13 - Interlocking
bed

In purely mechanical plants, the levers operate the field devices, such as signals, directly via a
mechanical rodding or wire connection. The levers are about shoulder height since they must
supply a mechanical advantage for the operator. Cross locking of levers was effected such that
the extra leverage could not defeat the locking (preliminary latch lock).

18
2.2.3.2.Electro-Mechanical interlocking
This type of interlocking system is called relay based interlocking system and it is used in
maradana yard heavily. From loco junction (Orugodawaththa) to Waadduwa, this relay based
(Electro-mechanical) interlocking system is used in Sri Lanka. Following picture was captured
at the relay house situated at the maradana yard during my visit to Sri Lanka railways.

Figure 14 - Relay room

The relay room consists of racks which are wired and on which the relays are mounted. This is
the interlocking Centre of the Station. This relay room on one side is connected to the panel to
receive commands from the panel for operation of the functions and also to give indication to
the panel to show the status of the functions which are controlled by the interlocking. On the
other side, this relay interlocking takes inputs from the field like position of signals, points,
track circuits, etc., and gives output to outdoor functions to drive them.

These interlockings used in maradana yard are electrically operated and is consist of complex
circuitry made up of relays in an arrangement of relay logic that ascertain the state or position
of each signal appliance. As appliances are operated, their change of position opens some
circuits that lock out other appliances that would conflict with the new position. Similarly,
other circuits are closed when the appliances they control become safe to operate. Equipment
used for railroad signaling tends to be expensive because of its specialized nature and fail-
safe design.

19
These interlockings which are operated solely by electrical circuitry can be operated locally
or remotely, with the large mechanical levers of previous systems being replaced by buttons,
switches or toggles on a panel or video interface. These types of interlocking may also be
designed to operate without a human operator

2.2.3.3.Electronic interlocking
This system is the modern interlocking system used in Sri Lanka railways and is used for
stations controlled from waadduwa to Galle. These interlocking systems used in Sri Lanka
are solid state, where the wired networks of relays are replaced by software logic running on
special-purpose control hardware. The fact that the logic is implemented by software rather
than hard-wired circuitry greatly facilitates the ability to make modifications when needed by
reprogramming rather than rewiring. In Sri Lanka railways, VPI interlocking is used. And
following is a block diagram which depicts the connection of point machines and the signal
lights to the VPI interface interlocking.

Figure 15 - VPI and its connection with Point machines

Solid State Interlocking (basically the Electronic Interlocking) is a data-driven signal control
system designed for use throughout the British railway system. SSI is a replacement for
electromechanical interlocking which are based on highly reliable relay technology and has

20
been designed with a view to modularity, improved flexibility in serving the needs of a
diversity of rail traffic, and greater economy. The hugely complex relay circuitry found in many
modern signaling installations is expensive to install, difficult to modify, and requires extensive
housing but the same functionality can be achieved with a relatively small number of
interconnected solid state elements as long as they are individually sufficiently reliable. SSI
has been designed to be compatible with current signaling practice and principles of
interlocking design, and to maintain the operator's perception of the behavior and appearance
of the control system. The operating principle of the Solid-state interlocking system (SSI) is
given in Appendix 1.

2.2.4. Application and positioning of signals

Originally, signals displayed simple stop/proceed indications. As traffic density increased, this
proved to be too limiting, and refinements were added. One such refinement was the addition
of distant signals on the approach to stop signals. The distant signal gave the driver/engineer
warning that he was approaching a signal which might require a stop. This allowed for an
increase in speed, since trains no longer needed to be able to stop within sighting distance of
the stop signal.
Under timetable and train order operation, the signals did not directly convey orders to the train
crew. Instead, they directed the crew to pick up orders, possibly stopping to do so if the order
warranted it.

2.2.4.1.Signal indicators
1. That the line ahead is clear (free of any obstruction) or blocked.
2. That the driver has permission to proceed.
3. Those points (also called switch or turnout in the US) are set correctly.
4. Which way points are set?
5. The speed the train may travel.
6. The state of the next signal.
7. That the train orders are to be picked up by the crew.

21
2.2.4.2.Signal position
1. At the start of a section of track.
2. On the approach to a movable item of infrastructure, such as points/switches or a swing
bridge.
3. In advance of other signals.
4. On the approach to a level crossing.
5. At a switch or turnout.
6. Ahead of platforms or other places that trains are likely to be stopped.
7. At train order stations.

2.3.Advanced System (Centralized Train Controlling System)

The advanced system used in Sri Lanka railways is the SCADA based controlling system. But
this system is used only for a limited region from dematagoda to Galle. Following picture
below shows the centralized SCADA based system obtain from internet which is similar to the
Sri Lankan system. The operating procedure of the railways using this system is explained
below.

Figure 16 - Centralized control room

22
2.3.1. Section controller and his duties

As mentioned earlier the Section Controller has an extremely important task which is to
monitor and keep track of each and every train stopped or moving in his section. In addition
he also has to Regulate the movement of the trains in such a manner that slow moving trains
so not come in the way of fast moving and important trains. On the Sri Lankan railway,
a single track usually handles all kinds of traffic such as goods, passenger, parcel, suburban,
High-Speed express trains. There are wide differences in the actual and average speeds of
these different trains. It is also important to ensure that all these train reach their
destinations punctually. All these tasks are managed by the Section Controller while that train
is in his section.
A much scaled down description of just one of his duties which is tracking the movement
of various trains in his section is as follows:

Maradana

Figure 17 - Screen Shot of Signaling Layout Display in Control Room

In this screen shot of part of an interlocking (Fig 17), unoccupied tracks are in grey, tracks
occupied by trains are in red. Each track circuit is given a unique number, as are signals and
points. Points are numbered in pairs (in yellow) where there is a crossover and they must
operate together. Point numbers are provided with letters A or B to denote the ends of the
crossover. Train 7752 (its ID, or "description", being displayed in a black box) is standing
in the platform of Maradana station on track circuit 107 awaiting permission to proceed.
Signal C23 is showing a red aspect because no route has been selected and locked. The
black square next to the red of C23 is the indication for shunt signal C25 covering the route
into the siding. Overlaps are indicated in modern installations by a mark at the end of the
track circuit concerned.

23
2.3.1.1.Route setup

In Fig 18, train 7752 is scheduled to depart on the Down line. The signalman has set up the
route and his action is confirmed by the white track circuits along the route showing it is
selected, available and locked. The icon of signal C23 is showing a green aspect to indicate
that that the signal has cleared.

Maradana

Figure 18 - Route Selection

Signals C23/C25 are approach locked. This means that routes over which they "read" cannot
be set up unless track circuit 107 has been occupied for, in this example, at least 30 seconds.
This ensures that a train occupying this track circuit has come to a stop and will not run onto
the points while they are being changed.
Although the route is cleared, the train description will not normally be shown in the black
box over the block ahead until the train occupies the block. Signal A201 is automatic and
will always show a green aspect if the line ahead is clear for normal speed.

Maradana

Figure 19 - Route occupation display

24
2.3.1.2.Train movement sequence
In Fig 20, train 7752 has started and is now occupying track circuit 105 as well as 107.
Signal C23 has returned to danger. Remember that the diagram seen by the signalman is not
to scale so that track circuit 105 is a lot shorter than 107. This will distort the view of the
passage of the train. An experienced signalman gets used to it.

Note that the track circuit for crossover 76 has been split into two parts, even though the
points at the two ends must be set and locked together for the crossover move. The splitting
of the track circuit allows trains on the up and down lines to pass freely.

Maradana

Figure 20 - Tracking the movement of the train

In Fig 20 above, train 7752 is now occupying track circuits 103, 105 and 107. The distortion
of the apparent train length is even more evident now. Remember that, as soon as the first
pair of wheels of the train enters the section, the track circuit detects them and switches to
"occupied", hence the whole of 103 shows red.

Maradana

Figure 21 - The train has released the points

25
Train 7752 (Fig 2 1 above) has now moved on some distance and the signalmans view of
things has changed to match. The train is clear of the platform and points and is occupying
track circuits 103 and 701. The points are released to allow another route to be used.

Now that Train 7752 has cleared the platform its description has been cleared from the train
description box and a new number, 6460, has appeared. This is the number of the next
train to arrive at Maradana. The signalman will know from the timetable that this train is
scheduled to go into the siding and he must arrange the necessary route changes.

2.3.1.3.More train arrives

Maradana

Figure 22 - Two trains are displayed

Fig 22 shows that train 6460 has now arrived at Maradana (Lets assume this as Maradana
Yard) and is supposed to terminate there. Passengers must be detrained and the train checked
to ensure no one gets taken into the siding. While this is going on, an Up train, 6458, has
also appeared on the "diagram". According to the timetable, this train should arrive at
Maradana before 6460 but it is running late. The signalman now has to make a choice.

He can set up the route for 6460 to get him into the siding and clear the down line. He
wants to do this because there is another train due behind 6460 and he doesnt want to
delay it. On the other hand, he doesnt want to cause 6458 to be delayed further while 6460
crosses in front of it to reach the siding. So, if he lets 6460 into the siding first, will it be quick
26
enough to allow 6458 a clear run in? He will chance it because he knows from experience that
the driver will want to get the train stabled quickly because it is the end of his duty.

Maradana

Figure 23 - A second route is selected

The signalman has decided to move Train 6460 into the siding across the path of 6458 and
he has set up the route as shown in Fig 23. The white track circuit displays show that the
route is set up and locked. The white diagonal on the icon of shunt signal C25 shows that
the signal is showing proceed to the driver of Train 6460.

Maradana

Figure 24 - Train 6460 moves towards the siding

You will see how track circuits at points reflect the layout of the points and indicate that the
points are "track locked" as the train passes over them. Although 76 crossovers actually
have two separate track circuits, the points at each end of the crossover operate as a pair.
As mentioned above, the separate track circuits are to allow trains to pass on the Up and down
lines without interference.

27
 Maradana

Figure 25 - The third route is set up

In Fig 25, train 6460 is now clear of 105 and 108 track circuits and the signalman has set
up another route, the Down line route for the next train 7786, as indicated by the white track
circuits. Signal C23 shows a proceed aspect. Train 7786, has already approached the area,
occupying Track Circuit 109 and has been signaled all the way through the area. You will see
that, although the Down line route is clear for Train 7786, track circuit 701 still show grey.
This is because it is not part of the controlled area. It will only show grey when unoccupied
and red when occupied. Train 6460 is almost clear of the Up line.

Maradana

Figure 26 - Two routes freed for Up and Down trains to proceed

Train 6458 now has permission to proceed into the platform and will soon start. Train 7786
is just entering the Down platform. The above series of screen shots are representations of
the sort of indications and train movements typically seen in modern control rooms. Not all
installations are designed the same way but the basic principles are the same.

28
2.3.2. Controlled regions

As mentioned above, the heart of SLR is Maradana (Colombo). It is the centralized control
system of SLR. The controller here will control all the train station and track switching
operations from Maradana depending on
the train arrival. Srilanka railway system
is mainly controlled in three regions,

Nawalapitiya
Anuradhapura
Maradana

Although the whole system is controlled

at maradana, the controlled system in
other areas are different.

For example, in Sri Lanka Railways they

have PLC controlled region, voice
controlled regions and electronically
controlled region. Those are well and
briefly explained below.

PLC based region Figure 27 - Railway Network of SLR

PLC based system is currently being used

from Loco junction (dematagoda) to Colombo fort. In here the signals are transmitted and
received using digital signals and the cable type is optical fiber. This is a new system which
was renovated recently. This is actually getting the signal using a relay rooms when relays get
energized and get these as inputs and it does the output according to the program. I have
provided principles and the advantages of fiber optics in Appendix 2.

Voice Controlled Region

These types of voice controlling are still being used in Srilanka Railways which is an old system
and is not being used in other countries. The voice controlling is still prevailing in stations

29
controlled by Nawalapitiya and Anuradhapura operating regions as indicated in the map above.
There are around 10 controllers at maradana in order to get these voices and make the operation.
The voices will be sent to maradana and they will recruit to do the switching operations.

Electronic Controlled Region

This system is a special and quiet a new system being used in Srilanka railways. These system
is used from Colombo fort to Galle. All the switching and the other operations are done
electronic unit called VPI as explained in electronic interlocking above. We will have to
program this and this is somewhat similar to PLC but not really an PLC. In here too, the signals
are transmitted and received using digital signals and the cable type is optical fiber.

Relay Based Controlled Regions

Through this system, most of the areas are being controlled. Regions from loco junction to
Ragama and from Ragama to Polgahawela and Puttalam areas. These circuits are made by the
logics using the relay. In here of course, the signals are transmitted and received using analog
signals and the cable type is copper cable.

2.4.Track relays types and its working principle

Relays are electro-mechanical devices used for switching operations in SLR. Relays are used
to make the signaling logic circuits in the interlocking plants. They consist of one or two
magnetic coils (electro magnets) and a set of contacts. In SLR there are two types of relays
used and they are as follow,
1. Ericson relays
These types of quiet old types still being used in Srilanka. JRK and JRL are the two
types of Ericson relays used in SLR.

2. Q-type relays
This type of relays are the modern relays used in SLR. QN1, QNN1, QTA2 are the Q-
type relays used in SLR.

30
Although there are two types, the working principle of both the relays are the same. Therefore,
I have explained the working principles briefly below.

The magnetic system of the relay illustrated below (JRK type) consists of a cylindrical iron
core with coil (pale blue near the bottom), two pole pieces and an armature. Larger relays (JRK
larger ones) have two iron cores united at the rear with a yoke and the front end being provided
with pole pieces. The armature extends across both pole pieces.
Iron core, pole pieces and armature are made out of iron with excellent magnetic properties.
The armatures are so balanced that the vibration on the unit will not affect the relay operation

Figure 28 - Relay

The relay contacts can be classified into four types. A relay unit will contain a combination of
these types,

Figure 29 - Contact system

The contact springs are made out of nickel and the contacts tips are silver. The front contacts
are of twin contacts and the back contacts are single contact type. The rear end of the contact
springs is fixed between two blocks of transfer molded carbonate plastic reinforced with glass
31
fiber. The stationary contact springs are supported at their free ends by a strip with notches,
which limits the spring movement. The lower end of this strip is attached to the magnet support.
The movable contact springs are guided by an actuating strip which at the lower end attached
by bearings to the armature and at the upper end to the upper most movable contact spring. The
front edge of the actuating strip provided with slots, which lock the spring and guide the
movement of the contacts.
The rear end of every contact spring has eight forked terminals. This provides a very
dependable connection to the plug board terminals, when the relays are plugged in.

Following is a structure of the relay base. Although the working principle of relays are the
same, there bases are different from one another. That means even with in the Q-type relays
the bases are totally different. For example, we cannot plug a QTA2 relay to QNN1 relay base.
They are different. There is major reason for this difference and is explained below.

Figure 30 - Relay base

The bases are different and it is due to the safety purposes. In an emergency or any condition
of relay breakdown, people will plug the relay to any bae. Since the bases are different they
wont be able to plug to any types of relay. Therefore, they will have to plug appropriate relay
to appropriate relay bases. Following are some of the pictures of the relays and relay bases used
in SLR.

32
 Figure 31 - Front view of the QTA2 relay with
Figure 32 - Side view of QTA2 relay with the base the base

Figure 34 - Front view of Figure 33 - Rear view of the Figure 35 - Base of the Ericson JRL
the Ericson JRL type relay Ericson JRL type relay type relay

33
2.5.Tyers Patent Tablet apparatus used in Srilanka and its working principles
The Tyers patent tablet apparatus used in SLR is shown in figure below. The Tyers electric
train tablet system is a form of railway signaling for single line railways used in several
countries including Sri Lanka at present.

Figure 36 - Tyer's patent train tablet apparatus

The Tyers electric train tablet system is an old, but safe procedure, as only one tablet can ever
be out of the device of one time. The station master handed the tablet to the driver as the engine
quickly passed.

The main purpose of the system was to use the tablet as a physical guarantee to the train crew
that their train has exclusive right of way on the single line section without this they could not
proceed beyond the section signal which protected entry to the single line.

An instrument was placed at each end of the single-track section that they were to control. They
were connected together electrically in such a way that operation of one would depend on
operations carried out using the other.

There were various incarnations of instruments developed by Tyer & Co. but the Tyers no. 07
tablet instrument is used in SLR.

34
The Tyer's no. 7 tablet instrument consists of a wooden case, on top of which is a metal slide,
a switch plunger, a bell plunger and an electric current indicator. On the front is an indicator
which may show either of three indications: "Line Closed"; "Train Approaching" and "Train
on Line". Below this there is a second slide, which has three positions: fully home, withdrawn
half way, and fully withdrawn. The three indications correspond to the three positions of the
slide. The case contains several tablets; they are removed from the instrument using the bottom
slide, and replaced using the top slide. The instrument was so constructed that if a tablet had
been withdrawn from either instrument of a pair, no further tablets could be withdrawn until
the withdrawn tablet had been placed either in the other instrument, or in the same instrument
from which it had been withdrawn.

Tablets used in SLR

Tablets are in the form of a disc made of metal or fiber (with a gunmetal weight at the top of
the magazine), engraved with the names of the stations between which it is valid, and also
provided with notches (also called configurations) or other indentations to ensure that it would
fit only one pair of instruments. They were often painted in distinctive colors as an additional
visual identification in areas where consecutive sections could each be controlled using the
same type of instrument.

The diameter of the tablets varied between the different patterns of instrument: those for the
No 1 were the largest, the smallest were for the No 5 and No 7, whilst the Nos 2,3,4 and 6 all
used tablets about 4.5 inches (110 mm) in diameter. In SLR they use No 7 apparatus. Following
is a picture of the tablet used in SLR.

Figure 37 - Tablet used in SLR

35
Principle of Operation of the Instrument

The system required each station at the end of each section to be staffed, the staff member
would communicate with the staff member at the other end of the section with a bell code to
release a tablet. This working principle can be well explained using the following example.

For example, lets consider two train stations A and B as shown in figure below. To release a
tablet at station A to send a train to station B:

A B

Figure 38 - Consider Station 'A' and Station 'B'

Both machines must be in a closed state

Operator at station A sends a bell code to station B asking if line is clear for the train.
If clear operator at station B will repeat the bell code to acknowledge.
Station A operator holds down the bell plunger
Station B operator presses his/her switch plunger with one hand, and with the other pulls
out the bottom slide half-way; the instrument now shows a "Train Approaching" indication
Station B operator holds down the bell plunger
Station A operator presses his/her switch plunger with one hand, and with the other pulls
the bottom slide to its full extent; the instrument now shows a "Train on Line" indication
and also releases a tablet from the lower slide
Station A operator hand the tablet to the driver of the train heading to station B
To close up each machine once the train has arrived at station B from station A:

The train driver hands the tablet to station B operator

Station B operator draws out the top slide, places the tablet in it, and closes the top and
then the bottom slide; the instrument now shows a "Line Closed" indication
Station B operator sends a bell code to station A (denoting "Train out of Section"), holding
the plunger down on the last stroke
Station A operator holds down his switch plunger, and closes the bottom slide; the
instrument now shows a "Line Closed" indication
Both machines are now in closed states ready for the process to start again for another train
36
 Chapter 3: The modern control and supervision in the
world that may be adaptable to Sri Lanka

Under this chapter, the railway controlling system used in foreign countries which will be
adaptable and affordable to implement in Srilanka will be mainly focused and discussed.

3.1. Block systems used in British railways

Block signaling system used in British and Japanese railways are similar to the current existing
system in SLR. However, in Japanese railways it is more advanced system where the block
signaling system used is automatic.

3.1.1. Automatic block signaling system

Braking distance is the distance needed to come to a complete halt after brakes are applied are
longer for trains than it is for road vehicles. Consequently, only one train can occupy a specific
section of track at one time. Such a section of track is called a block. Track circuits are used to
determine whether a train is in a specific block.

Figure 39 shows how the rails form part of an electric circuit (track circuit). When the train's
wheels pass a certain point, they cause a short circuit, preventing electric current from
proceeding further. This makes it possible to detect a train in a block. (Wako, Hasegawa and
Uchida, 2017)

Figure 39 - General principle of a Track circuit (Wako, Hasegawa and Uchida, 2017)

37
An automatic block system uses the track circuit to automatically detect trains in blocks and to
control the signals for each block. All double-tracked sections in Japan and British railways
use the automatic block system. As Figure 30a shows, there are basically three signal aspects:
red, meaning stop immediately before entering the next track section occupied by an ahead
train; yellow, meaning proceed with caution at a speed no greater than 45 km/h (55 km/h or
faster is permitted on some sections) as far as the signal, and green, meaning the next track
section is clear and the train can enter that section at the maximum speed. In heavily used
sections, two other signal aspects are also used (Fig. 40b): two yellow lights (restricted speed),
and one yellow and one green light (reduced speed). (Wako, Hasegawa and Uchida, 2017)

Figure 40 - Automatic Block signaling system (Wako, Hasegawa and Uchida, 2017)

3.1.2. Other block signaling systems

In addition to the automatic block system, a number of other block systems are used on single
tracks. In many cases, a track circuit system or an electronic block system (electronic coding
verification system) is used. Both are semi-automatic block systems.

The track circuit system controls train movement in the blocks between stations, and involves
interlocking signal levers at the two stations that a train is travelling between. The train's
departure and arrival are detected by the track circuits at the station entrance and exit.
In the electronic block system, each train has a radio communications device that transmits the
train's ID. When the driver is ready to leave a station, he presses a button and the signal changes
automatically to green. When the train arrives at the next station, the train's ID is transmitted

38
to a receiver, clearing the block. This type of electronic block system requires fewer staff
because the driver basically controls the block. (Wako and Takashige, 2017)

3.2. Train Control systems used in Japanese railways

3.2.1. Automatic train stop (ATS-System)
The driver must always obey the signal, but the possibility of human error can cause serious
accidents. Two rail accidents with serious loss of life in the early 1960s resulted in the
installation of the so-called Automatic Train Stop (ATS) system throughout Japan. In the ATS
system, an alarm sounds in the cab when the train approaches a stop signal, warning the driver
to stop. If he fails to apply the brakes, the ATS stops the train automatically. (Figure 41 shows
the operation of the ATS-S system used by the JRs.)

Figure 41 - Operation of ATS-S system (Wako and Takashige, 2017)

The ATS system uses ground coils installed on the track some distance before signals. If a train
passes a coil when the signal aspect is stop, an alarm is sent immediately to the driver,
regardless of the train speed. If the driver does not stop within 5 seconds after the alarm is

39
received, the emergency brakes are applied automatically to stop the train. In other words, the
emergency brakes are not applied if the driver applies the brakes and presses the acknowledge
button. However, this means that if the driver stops at the ground coil, the train can still proceed
under his control through a stop signal. So-called 'absolute stop' ground coils that do not depend
on driver acknowledgement are installed in stations and at start signals to prevent any
possibility of an accident occurring due to the driver moving ahead by mistake.
A new ATS-P type of system that does not depend on driver acknowledgement has been
installed recently, mostly in the Tokyo and Osaka regions. Ground coils communicate between
the ground and the trains (Fig. 42) and train braking patterns are monitored by the ground coils
to ensure that the trains stop before a stop signal. If a train exceeds the speed permitted by the
braking pattern, the service brakes are applied automatically to stop the train. The train can
then proceed again, but only in accordance with instructions received from the next coil. This
system offers higher safety levels, because it does not depend on driver acknowledgement.

Figure 42 - Operation of ATS-P system (Wako and Sawada, 2017)

Private railways in Japan have installed an improved version of the ATS-S system throughout
most of their networks. This system offers on-board speed verification capability and, since it
can apply train brakes automatically, does not depend on driver acknowledgement.

40
In an intermittent control system using coils, no information is received before the train passes
the coil, meaning that signal changes in heavily used sections do not provide a suitable level of
compliance. To alleviate this problem, the railways have installed a continuous control ATS
system for some track sections. This system uses an audio-frequency (AF) current to transmit
ATS-related information along the track circuit, making it possible to receive information on
board the train at any time. This system offers similar advantages to the ATC system described
below.

3.2.2. Automatic train control (ATC-System)

The Automatic Train Control (ATC) system was developed for high-speed trains like the
shinkansen, which travel so fast that the driver has almost no time to acknowledge trackside
signals. The ATC system sends AF signals carrying information about the speed limit for the
specific track section along the track circuit. When these signals are received on board, the
train's current speed is compared with the speed limit and the brakes are applied automatically
if the train is travelling too fast. The brakes are released as soon as the train slows below the
speed limit. This system offers a higher degree of safety, preventing collisions that might be
caused by driver error, so it has also been installed in heavily used lines, such as Tokyo's
Yamanote Line and some subway lines.

Although the ATC applies the brakes automatically when the train speed exceeds the speed
limit, it cannot control the motor power or train stop position when pulling into stations.
However, the Automatic Train Operation (ATO) system can automatically control departure
from stations, the speed between stations, and the stop position in stations. It has been installed
in some subways.

41
3.2.3. Digital ATC system

The digital ATC system in JR uses the track circuits to detect the presence of a train in the
section and then transmits digital data from wayside equipment to the train on the track circuit
numbers, the number of clear sections (track circuits) to the next train ahead, and the platform
that the train will arrive at. The received data is compared with data about track circuit numbers
saved in the train on-board memory and the distance to the next train ahead is computed. The
on-board memory also saves data on track gradients, and speed limits over curves and points.
All this data forms the basis for ATC decisions when controlling the service brakes and
stopping the train.

Following are the advantages of digital ATC system

(1) Use of one-step brake control permits high-density operations because there is no idle
running time due to operation delay between brake release at the intermediate speed
limit stage.
(2) Trains can run at the optimum speed with no need to start early deceleration because
braking patterns can be created for any type of rolling stock based on data from wayside
equipment indicating the distance to the next train ahead. This makes mixed operation
of express, local, and freight trains on the same track possible at the optimum speed.
(3) There is no need to change the wayside ATC equipment when running faster trains in
the future.

3.2.4. CARAT and ATACS system

The use of track circuits to detect trains in blocks and to send transmissions from the ground to
the train requires a lot of wayside equipment. A Computer and Radio Aided Train control
system (CARAT) is being developed to reduce the equipment amount and permit on-board
detection of train locations without using track circuits. CARAT is controlling train traffic by
transmitting information between the ground and trains. The system is similar to the digital
ATC system in the sense that wayside equipment transmit information on the distance to the
next train ahead, and braking patterns will be created on board. However, CARAT is able to
obtain accurate information on train locations, and transmission of information from the trains
to the wayside equipment which is making it possible to create moving blocks. As Figure 43

42
shows, CARAT is a comprehensive train control system capable of transmitting commands
from trains to station points and level crossings.

RTRI has already conducted CARAT verification experiments on JR's Joetsu Shinkansen. JR
East has conducted subsequent performance tests on its Senseki Line, to test the Advanced
Train Administration and Communications System (ATACS), which uses radio
telecommunications. One purpose of these tests was to verify that the system is safe for track
maintenance personnel.

Figure 43 - CARAT system (Wako et al., 2017)

3.3. Train traffic control systems in Japanese railways

3.3.1. CRC and PRC traffic control systems

Train traffic control requires full and continuous knowledge of the train operations. In a
conventional traffic control systemin Srilanka, stations use telephone communications to
establish a route, but this process is too slow and inefficient for modern rail traffic volumes.
But in JR, Centralized Traffic Control (CTC) provides the traffic control centre with
information on the situation of all trains in all track sections and permits the centre to control
train routes directly (Fig. 44). The heart of the centre is a number of centralized display and
control panels, connected to stations and trains by various types of equipment: radio equipment,
command telephones, train schedule recorders, train number display units, etc.
When the CTC system was first introduced, train routing was controlled directly by Centre
personnel. However, with the increase in number of trains overwhelmed the system, prompting
development of the computerized Programmed Route Control (PRC) system.

43
 Figure 44 - CTC system (Wako and Sawada, 2017)

CTC was used for the first shinkansen operations in 1964, but routing decisions were automated
in 1972. The shinkansen COMputer aided TRAffic Control system (COMTRAC) has a number
of advanced functions, including route control, traffic coordination, rolling stock management,
and passenger information services. COMTRAC is an extremely efficient traffic control
system, so it is used for some non-shinkansen services as well.

44
3.3.2. COSMOS and ATOS
JR has also improved the COMTRAC system in 1998 when it opened the Hokuriku
Shinkansen. This system is called COSMOS (COmputerized Safety Maintenance and
Operation Systems for Shinkansen) and integrates existing COMTRAC functions with traffic
planning, traffic administration, maintenance equipment control, and rolling stock control.
Route control is not under centralized control. Instead, routing responsibility is shared with
individual stations so that if the system fails at one or several stations or at the Control Centre,
the effect on the system as a whole will be minimized and some traffic will continue to flow.
The Autonomous Decentralized Transport Operation System (ATOS), a new and very
powerful traffic control system has been implemented for the Tokyo region to control 17 track
sections, 390 stations (140 interlocked), and 6200 daily train operations.

3.4. Breaking system used in Japanese railways

In here, the current and the most modern breaking system used in Japanese railways will be
discussed. A steam locomotive with a steam brake pulled the train on Japan's first railway from
Shimbashi (Tokyo) to Yokohama opened in 1872. Only the locomotive, which generated the
steam, had a steam brake, so the last car had a hand-braking device. A vacuum brake powered
by a steam ejector was later developed, making it possible to apply braking force to each car
using the difference between atmospheric pressure and the vacuum. Train travel became safer
after this system was introduced on passenger cars in about 1895.
When Japan's railways were nationalized in 1906, the total track length was 7153 km. In 1918,
the Ministry of Railways stipulated that air brakes were to be installed on all rolling stock,
because they were easier to maintain than vacuum brakes. To meet this regulation, rolling stock
braking systems were modified over a period of about 10 years, starting in 1920. By 1931, all
Japanese trains had air brakes based on the K triple valve, which was itself based on
Westinghouse's triple valve.

Today, most of Japan's passenger trains are electric; of the approximately 2000 carriages
manufactured each year in Japan, 97% are for electric trains. Air brakes with solenoid valves
were introduced in every car of electric rolling stock in 1955, providing a more efficient braking
system.
Dynamic brakes, which generate electricity, were introduced at the same time. When the
Tokaido Shinkansen opened in 1964, it had a combination of two systems: an air brake system

45
and a dynamic brake system. The more efficient electric command air brake system was
introduced around 1970, and is used in recent shinkansen and narrow-gauge EMU trains.

3.4.1. Electrical breaking system

Another braking system used by electric trains is electrical dynamic braking that converts the
motor into a braking generator dissipating the kinetic energy as heat. Regenerative braking uses
the generated electricity instead of dissipating it as heat, and is becoming more common due
to its ability to save energy.

Figure 45 shows the principles of the electrical traction, dynamic braking and regenerative
braking systems. Although the traction motor drives and accelerates the train, during braking,
it acts as an electric generator instead, forming part of a circuit that consists of a main resistor
(rheostat), armatures and a field system. Electricity flows through the circuit and is consumed
by the main resistor, which converts the kinetic energy of the train into heat and thereby acts
as a brake.

Regenerative braking uses the same type of circuit, but the electricity generated by braking is
not consumed by the main resistor. Instead, it is transmitted to the overhead wire. The flow of
this electricity is controlled by a controller under the pantograph that opens and closes with
split-second timing.

Figure 45 - Principles of Electrical braking (Wako, Hasegawa and Uchida, 2017)

46
Electrical brake systems are economical because they do not use friction elements, unlike
mechanical brake systems. The regenerative braking system is even more economical because
the electricity regenerated from the train's kinetic energy is transmitted to the overhead wire,
and becomes available to power other rolling stock (Fig. 46). The problem with electrical brake
systems is that they occasionally malfunction because they have complex circuits. For this
reason, they cannot be used as emergency brakes.

In an electrical braking system, the braking force of the traction motor (generator) is transmitted
to the wheels via gears (Fig. 47). The generated electricity is adjusted to control braking force.

Figure 46 - Recycling regenerated electric power (Wako, Hasegawa and Uchida, 2017)

Figure 47 - Transmission of braking force from traction motor to wheels (Wako, Hasegawa and Uchida, 2017)

47
3.4.2. Mechanical breaking system
The basic braking devices used by mechanical braking systems are: wheel-tread brakes (Fig.
48), axle-mounted disc brakes (Fig. 49), and wheel-mounted disc brakes (Fig. 50). All these
mechanisms use an object (a brake shoe or lining) that applies friction to the disc. The applied
pressure is adjusted to control the braking force. In the wheel-tread brake, the brake shoe
applies friction to the wheel tread, creating a sliding effect. High-speed trains cannot use this
type of brake, since doing so would damage the wheel tread. Instead, they use axle- or wheel-
mounted disc brakes. Axle-mounted disc brakes are used on trailer bogies, because they have
sufficient space to accommodate such a system. Wheel-mounted disc brakes are used on motor
bogies that must accommodate the traction motor and have insufficient space for an axle-
mounted brake. In both systems, compressed air or oil is applied to a brake cylinder that forces
the brake lining against the disc.

Brake discs are dead weight that are useful only during braking, so operators are keen to install
lighter discs. Carbon/carbon-composite multi-discs and aluminum composite discs offer lighter
weights and are viewed with considerable interest.

The carbon/carbon-composite multi-disc has alternate sections of carbon-fiber rotors and

stators. During braking, they rub against each other to create a frictional force that slows down
the wheel or axle. The disc is lighter than conventional materials and has excellent heat-
resistant properties. (Fig. 51)

Aluminum-composite brake discs can be made much lighter than today's forged steel and cast-
iron brake discs. In addition, their structure is the same for both axle- or wheel-mounted discs,
achieving a much lighter disc without design changes.

Figure 48 - Wheel-Tread brake system (Wako, Hasegawa and Uchida, 2017)

48
Figure 49 Axle mounted disc Brake system (Wako, Hasegawa and Uchida, 2017)

Figure 50 - Wheel Mounted Disc Brake System (Wako, Hasegawa and Uchida, 2017)

Figure 51 - Carbon/Carbon-Composite Multi-Disc System (Wako, Hasegawa and Uchida, 2017)

49
3.4.3. Rail brake system

This was one of the suggestion which was put forward by JR so that to improve the performance
of the brake. Since Current train braking systems depend heavily on adhesion between the
wheel tread and the rail. But in the case of shinkansen and other high-speed rolling stock,
adhesion decreases as speeds increase, making it necessary for the train to reduce braking force
to avoid wheel sliding. The end result is longer braking distances. To solve this problem, a rail
brake system that does not depend on adhesion was developed.

The rail brakes developed for the first shinkansen were never put into use. It would have
produced a braking force by using magnetic repulsion obtained from eddy currents generated
on the top surface of the rails. It was not installed because of the fear that the eddy currents
would heat small sections of the rail to such a degree that the rail would bend sideways. The
problem has been solved by development of a rail brake that uses eddy currents and frictional
force. Figure 52 shows the structure of this system. The rail brake on the bogie is connected to
batteries that create alternating north and south poles forming magnetic fields between the
poles. The magnetic fields generate eddy currents in the top surface of the rails, creating a force
acting in an opposite direction to the movement of the train, in other words, a braking force.
This type of rail brake system shows considerable potential as a non-adhesion braking
mechanism able to complement adhesion braking.

Figure 52 - Rail Brake System (Wako, Hasegawa and Uchida, 2017)

50
 Chapter 4: Suggestion for a SCADA based railways
centralized traffic control system

In here a SCADA system for the Srilanka railways would be proposed in order to avoid level

crossing accidents and to monitor the rail point machines. And also, applications and the

working principle of the SCADA system together with its architecture will be discussed. Not

only that, but also in here, after designing the SCADA we will be discussing the way of linking

SCADA and together with PLC.

4.1. What is SCADA and its applications?

Supervisory Control And Data Acquisition is the full form of SCADA. SCADA is not specific

technology but SCADA system vary based on different applications such as electrical, sewage,

building, telecom, rail & roadways, energy etc. SCADA protocols depend on these applications

as there are different parameters to be managed. Let us examine the same below.

SCADA has following major applications of use.

Electric Utilities- Manage Current, voltage, circuit breaker, power grid.

Water and Sewage - Monitor and control water level, water flow and water pipe

pressure.

Building - Control heating, ventilation, air conditioning, visualization, lighting and

building access systems.

Mass Transit - regulation of electricity, track and locate buses, trams, trains

Railways/Roadways - Control traffic signal lights

51
4.2. Working principle of a SCADA system and SCADA equipment basic categories

Following basic functions are performed by SCADA in general irrespective to applications.

Data Acquisition, Data Communication, Data Presentation in various formats, Data Control
based on various parameters. All these functions are done by following equipment categories.

Figure 53 - SCADA system Equipment category

Sensors - There are analog and digital type of sensors. With digital type, discrete level of
monitoring is taken care. With analog type, precise measurement of value is performed.
There are sensors for temperature, humidity, current, motion, water applications. For data
acquisition sensors are attached with RTUs to take measurements.
SCADA Remote Telemetry Units(RTUs)- These units are interfaced with sensors as well
as with SCADA master using communication network. They provide deliver various
parameters to central station (SCADA master) to be managed by them.
SCADA Master - Composed of programmable controls, multiprotocol support and
provides human interface. It takes inputs from sensors via RTUs and regulate various
applications. Provides various display formats in graphs, tabular and other forms. It will

52
 have various LEDs/Alarms for various functions. It also provides email/paging based on
certain conditions.
Communication medium/network - These are various interfaces to connect SCADA
master with SCADA RTUs.

4.3. My SCADA based design for the SLR

The SCADA design which I am suggesting to SLR is given below with its working principle.
The software used to design the following SCADA system is Vijeo Citect. Vijeo Citect is an
Industrial software of designing SCADA. It has the capability of communicating with many
types of control or monitoring I/O devices including PLCs (Programming Logic Controllers),
Loop controllers, barcode readers, scientific analyzers, Remote terminal units (RTUs) and
Distributed Control Systems (DCS).

I mainly considered this system by considering a problem faced by SLR for stations in rural
areas controlled by Nawalapitiya operating region. During my visit to SLR in order to carry
out my research with the intension of designing a SCADA system by studying the pros and
cons of the current prevailing system thoroughly and also to come up with some suggestions.
As of the current SCADA system was implemented recently and it is only to monitor track
circuits from Maradana to Galle.

But there is no such a system in other places and they are controlled manually and no system
is to monitor. As of the statistical data, there have been many fatal accidents at the level
crossing and also there had been train collisions because of human error. These accidents
cannot be minimized if we dont have a proper system to monitor the rain movements.
Therefore, by taking this as a main problem, I came up with a much affordable and more
reliable SCADA based system to monitor the train movements and also more interestingly the
level crossing and a yard is designed, since the current system doesnt poses such a system.
Therefore, this idea would bring more value to the project.

As I am considering the Nawalapitiya operating region and therefore I have assumed three
stations named X, Y and Z which are operated by this region.

Following figure 54 shows the first page of the SCADA system where the authorized users will
have to log in to system by clicking the login button as shown in the figure. The date and the
time will automatically be adjusted according to the location and it is also shown in the figure.

53
 Figure 54 - Login screen

As for safety and more secure purpose, I developed a passcode system for the users so that they
can login by entering the user name and the password. In here, one user called SLRCTC with
the password of 1234 is logging in as shown in figure 55 below.

Figure 55 - Entering the user name and the password

54
Once the login button is pressed as soon as the correct user name and the password is entered,
then the user will be able make the necessary changes to the system and also, he will be able
to monitor the status of the system. Not only that, I have also included a database to his, so that
the user who logged in, there name will be recorded and also the changes he made to the system
will be recorded. The system overview is shown in figure 59.

Figure 56 - System Overview window

In the system overview, the 3 stations X, Y and Z is shown and I have included a level crossing
monitoring system as mentioned before assuming that there is a level crossing between station
Y and Station Z. As another additional feature, I have insert a yard monitoring system where
the train which are being repaired or halted can be monitored. Once you click the level crossing
button and Yard button in the system overview, you will be able to access the level crossing
and the yard window as shown in figure 58 and figure 57 respectively.

The condition of the point machine, status of the level crossing gates is also being displayed.
When the user wants to select a path, the track becomes highlighted to blue color and once he
locks the train path, the path gets highlighted to Yellow color. As you can see in the figure 56
above, the train path is selected to the yard and the path is highlighted to yellow in color since
it is locked. You can also see that, when the point machine is activated it changes its color to
green from red.

55
 Figure 57 - Yard

Figure 58 - Level crossing window

56
The user can also view the history of the particular train and the time table information by
clicking the respective buttons in the system overview and we will get the respective windows
as in figure 59 and figure 60 below.

Figure 60 - Train history Figure 59 - Information of the trains

A graph will be automatically generated as shown in the figure 61 below when we click she
trend button the system overview. Y axis of the graph will be the train number and the X axis
would be the time the train stayed in the respective station which will be useful to analyze the
delay in any case.

Figure 61 - Trend

Once the user changes his shift, then he will have to logout of his account by clicking the logout
button and therefore another user from the other shift should login and monitor the system.

57
4.4. How does the Vijeo Citect SCADA communicates with the system?
Vijeo Citect communicates directly with the I/O devices in the plant or factory, allowing the
data transfer to or from the device and supervisory control of the system.

Figure 62 - Communication

There are four components that need to be configured in Vijeo Citect in order to talk to the I/O
devices. They are shown in figure below.

Figure 63 - Four components to connect to Vijeo Citect

I/O server: - The I/O server is the computer that is going to receive data from I/O device. This
is easy to configure in Vijeo Citect because it only needs to be given a name.

Inside the I/O server is a communication card of some kind. It can be a network card, a normal
communication card that is used for a mouse or modem or they can be special multiport cards
used to attach several I/O devices, Vijeo Citect refers to these as Boards. On the board, there
is always somewhere to attach a cable. This is called the Port

The other end of the cable is attached to the I/O device. This is usually PLC in our case. But
other devices such as RTUs weighing machines, barcode readers and loop controllers can also
act as the I/O device.
58
All of the four above mentioned components must be configured in separate forms in the Vijeo
Citect project. This job is made easier by using the Express Communication Wizard.

Therefore, the Express communication wizard enables the user to setup communication with a
new or existing I/O device quickly.

Each Vijeo Citect project needs to define at least one I/O server in order to communicate with
I.O devices. Each I/O device needs to be setup in Vijeo Citect with an appropriate
communications protocol and settings. Any interface boards and communication ports in the
computer must also be defined. And therefore, above mentioned facts explain the way to link
PLC with Vijeo Citect.

59
 Chapter 5: Conclusion and Recommendation

5.1. Conclusion

Collision avoidance systems are especially useful in bad weather conditions. In this report, a
design for automatically averting train collisions and accidents at level crossing gate have been
designed. In here, I have carried out an in-depth study of the system that is being used in
Srilanka railways and the challenges they face in carrying out these operations.

This report has also described some signaling equipment used by Japanese railways and British
railways to ensure safe railway operations. Other devices, such as interlocked signals and points
in stations are used as well. Most of the many thousands of interlocks are either relay or solid-
state electronic interlocks and there are about 1000 of the latter now in service. In addition,
almost all level crossings in Japan and UK are controlled by automatic devices that detect an
approaching train and lower the barriers automatically. Some level crossings on very busy
roads have extra obstruction warning devices to detect motor vehicles on the crossing when the
barriers come down and stop the approaching train. However, although all signaling devices
play an essential role in railway safety, there is still no substitute for skilled, conscientious and
vigilant operations staff.

Therefore, from the above discussion and information of this system, it is clear that there is
need for a system that is highly reliable, effective and economical at dense traffic area,
suburban area and he route where frequency of trains is more. Thus, a SCADA system was
developed. Since, the system is completely automated, it avoids manual errors and thus
provides ultimate safety to road users. By this mechanism, presence of a gatekeeper is not
necessary and automatic operation of the gate through the motor action is achieved. If there is
any difficulty then train will stop at few distances from the level crossing.

I believe that, designed SCADA based system can make a positive contribution in our country.
So Srilanka Railway (SLR) should take immediate step to implement intelligent system in the
railway sector to minimize the chance of accident and to ensure safety to the peoples.

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The advantages and the disadvantages of the proposed system is as follows.
Advantages
Automatic operation
Prevent accidents
Safety to the peoples
Fault analyze is easy
Cost effective
Greater accuracy
Low power consumption
Easy installation
No wastage of man-power

Disadvantages
Need to be installed in large numbers
Will have to train the operators.

5.2. Future enhancement and Recommendations

This paper has satisfactorily fulfilled the basic things such as prevention of accidents inside the
gate and the unnecessity of a gatekeeper (i.e. manual level crossing area). Also, the report is
provided with a more effective SCADA based monitoring system for the areas where this
system is not prevailing.
But still the power supply for the motor operation and signal lights. It can be avoided and a
battery charged by means of a solar cell. It can be used directly during the daytime and by
charging the battery during night. Hence this arrangement can be used in remote areas where
the power supply cant be expected.
Using the same principle as that for gate control, I have developed a concept of automatic track
switching. Considering a situation where an express train and a local train are travelling in
opposite direction on the same track, the express train is allowed to travel on the same track
and the local train has to switch on to the other track, indicator lights have been provided to
avoid collision. Here the operation is performed using a motor. Electromagnets can be used in
practical purpose.

61
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http://www.railway.gov.lk/web/ [Accessed: 22 Feb. 2017].

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how-we-regulate/health-and-safety/guidance-and-research/infrastructure-safety/level-

crossings/types-of-level-crossings [Accessed: 5 Feb. 2017].

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http://www.wirralmodelengineeringsociety.co.uk/Articles/MechanicalInterlocking.pdf

[Accessed: 9 Feb. 2017].

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http://www.railsigns.uk/info/etoken1/etoken1.html [Accessed: 9 Feb. 2017].

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http://www.railway.gov.lk/web/index.php?option=com_content&view=article&id=137&I

temid=181&lang=en [Accessed: 7 Feb. 2017].

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http://www.signalbox.org/links.shtml [Accessed: 18 Feb. 2017].

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[Accessed: 10 Feb. 2017].

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11. Oura, Y., Mochinaga, Y. and Nagasawa, H. (2017). The Mechanism of Railway Tracks.

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2017].

12. Point machine. (2016). In: Wikipedia. Wikimedia Foundation.

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14. Rfwireless-world.com. (2017). SCADA tutorial | SCADA Basics | tutorials. [online]

Available at: http://www.rfwireless-world.com/Tutorials/SCADA-system-basics-

tutorial.html [Accessed: 13 Mar. 2017].

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http://www.bluebell-railway.co.uk/bluebell/tokens.html [Accessed: 15 Feb. 2017].

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[Accessed: 12 Mar. 2017].

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Appendix 1: Operation of solid state interlocking (SSI)

There are seven (three aspect) main signals shown here, and three sets of points. It is British
Rail's practice to associate routes only with main signals. The operator can select a route by
pressing the button at the entrance signal (say, S7), then pressing the button at the exit signal
the consecutive main signal, being the entrance signal for the next route (S5). This sequence of
events is interpreted as a panel route request, and is forwarded to the controlling computer for
evaluation. Other panel requests arise from the points keys which are used to manually call
(and hold) the points to the specified position or from button pull events (to cancel a route by
pulling the entrance signal button).

Figure 64 - Solid state interlocking system

When the controlling computer receives a panel route request it evaluates the availability
conditions specified for the route. These conditions are given in a database by Geographic Data
which the control program evaluates in its on-going dialogue with the network. If the
availability conditions are met the system responds by highlighting the track sections along the
selected route on the display (otherwise the request is simply discarded). At this point the route
is said to be locked: no conflicting route should be locked concurrently, and a property of the
interlocking we should certainly verify is that no conflicting route can be locked concurrently.
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Once a route is locked the interlocking will automatically set the route. Firstly, this involves
calling the points along the route into correct alignment. Secondly, the route must be proved--
-this includes checking that points are correctly aligned, that the filaments in the signal lamps
are drawing current, and that signals controlling conflicting routes are on (i.e., red). Finally,
the entrance signal can be switched off when the route is clear of other traffic a driver
approaching the signal will see it change from red to some less restrictive aspect (green, yellow,
etc.), and an indicator on the control panel will be illuminated to notify the operators.
The operation of Solid State Interlocking is organized around the concept of a polling cycle.
During this period, the controlling computer will exchange messages with each piece of
signaling equipment to which it is attached. An outgoing command telegram will drive the
track-side equipment to the desired state, and an incoming data telegram will report the current
state of the device. Signaling equipment is interfaced with the SSI communications system
through track-side functional modules. A point s module will report whether the switch is
detected normal or detected reverse depending on which, if either, of the electrical contacts in
the switch is closed. A signal module will report the status of the lamp proving circuit in the
signal: if no current is flowing through the lamp filaments the lamp proving input in the data
telegram will warn the signal operators about the faulty signal.
Other than conveying status information about points and signals, track-side functional
modules report the current positions of trains. These are inferred from track circuit inputs to
the modules. Track circuits are identified with track sections which are electrically insulated
from one another. If the low voltage applied across the rails can be detected, this indicates there
is no train in the section; a train entering the section will short the circuit causing the voltage
to drop and the track section will be recorded as occupied at the control center. Track circuits
are simple, fail-safe devices, and one of the primary safety features of the railway. liv
All actions performed by Solid State Interlocking whether in response to periodic inputs from
the track-side equipment, a periodic panel requests, or in preparing outgoing command
telegrams are governed by rules given in the Geographic Data that configure each Interlocking
differently.

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Appendix 2: Schematics diagram for relay based interlocking station

Figure 65 - Relay based interlocking station (Schematic diagram)

66