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Salient features of IR
More than 150 years old
Beginning it was total private ownership
Now it is owned and managed by the GOI
Mix of the oldest technology to the latest
state of the art
Largest employer
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Annual output measured in billions
Largest network under single
management
Perceived as harbinger of economic
development
Considered the lifeline of the nation
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IRs daily Transport Output
2 Million Train Kms17 Million Passengers
2 Million Tonnes freight loading8800 Passenger trains5900 Freight trains
IR's trains cover the round _trip distancebetween earth and moon, four times a day !
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To err is human
To safeguard against that is
Rail Signalling
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HISTORY OF RAILWAY
SIGNALLING
1825: FIRST RAILWAY LINE FOR GOODSTRAFFIC WAS OPENED BETWEEN
DARLINGTON TO STOCKTON (U.K.)UNIFORMED MEN ON HORSES GUIDED THE
TRAIN
1830 : FIRST PASSENGER TRAIN BETWEENLIVERPOOL AND MANCHESTER
POLICEMAN WERE POSTED AT FIXED
INTERVALS
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HISTORY OF RAILWAY
SIGNALLING
1838 : POLICEMEN WERE REPLACED BY FIXEDMECHANICAL SIGNALS
1853 : FIRST TRAIN SERVICE INTRODUCED ONINDIAN RAILWAYS,
SEMAPHORE SIGNALS WERE USED.
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Time Interval System
1872
Track Circuit
1906
Auxiliary
Warning
System
First Train: Darlington Stockton
Development of Rail Signalling: Worldover
1874
Continuous Braking System
Space Interval System
1856
Interlocking
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First Train: Bombay VT Thane
1966
Centralised Traffic
Control
Gorakhpur- Chappra
Development of Rail Signalling: India
1958
First Route Relay Interlocking
: Churchgate,WR
1894
Interlocking:
Ghaziabad- Peshawar
23 Stations
1920
Double WireSignalling
Became a Must for
MAUQ by 1950s
1972
Axle Counte
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First AWS: ER (Gaya-
Mughalsarai,
Howrah-Burdwan)
2003
Train Management
System
Churchgate Virar Section
Development of Rail Signalling: India
1970
First Solid State Interlocking
(Srirangam Station, S Rly)
1987
AWS : On WR:
Churchgate Virar
Section
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Areas wherein Signalling can
prevent accidents Accident at station.
Accident in Block Section.
Accident Level Crossing gate.
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INTERLOCKING
Signaling and interlocking was first introduced
on 23 crossing stations between Peshawar andGhaziabad in the country in 1894.
Colour light signaling was introduced on
Indian Railways by GIP Railways in 1928
between Bombay VT and Byculla stations.
Today, over 82% of total 6527 block stations on
Indian Railways are provided with some form
of signalling and interlocking arrangements. Over 67% of total interlocked stations on
Indian Railways are now provided with colour
light signalling.
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Interlocking Principle
Complete route for reception of train is unoccupied
All points are correctly set & locked
All Conflicting signals are at Danger
Position(RED)
Level Crossing gates (if any) are closed
Till Then
All above are True
CHECK
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*
Progress of Interlocking
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
19
50-
51
19
64-
65
19
70-
71
19
80-
81
19
90-
91
20
00-
01
20
01-
02
20
05-
06
ST D-III ST D-II STD-I MNI/NI
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Status Interlocked Stations 5692 Nos.
Colour Light Signal Stations
PI/RRI/SSI 3654 stns
Mech lever frame 671 stns
Automatic Block Signalling 3356 Tkm
Second Distant Signal 982 stns
Block Proving by Axle Counter 220 stns
AWS 329 RKms
Interlocked LC gates 6708 nos.
(in units)
As on 31.03.07
Installation
157Solid State Interlocking (No. of stations)
234Route Relay Interlocking (No. of stations)
3250Panel Interlocking (No. of stations)
4,318Multiple Aspect Colour Light Signalling
(No. of stations)
3,356Automatic Block Signalling (Track kms.)
1,930Token less Block Working
(No. of Block Sections)
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Signalling Growth on IR
Stations 1969 1979 1989 2001 2007
Interlocked 4815 5091 5403 5647 5692
MACLS - 997 1899 3009 4318
PI - 314 895 2103 3250
RRI - 90 123 219 234
SSI/EI 14 157
Auto Signals 825 1437 2051 3419 3356
(TKm.) Interlocked Gates - - 5223 6283 8147
Gates with phone - - 9615 14227 15872
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Panel/Route Relay/Solid State Interlocking
Conventional mechanical lever frames highly prone tofailures, miscreant activity and time consuming operation.
In panel/route relay interlocking: centralized operation ofpoints and signals.
Electronic interlocking is the modern signaling system usingsolid state technology.
3641 locations provided with PI/RRI/SSIs.
Provision of 900 PI/RRI/SSI works are in progress, includingabout 230 SSIs.
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S ignalling Solutions to take care of
human error
S.NO. ITEM Equipment/System
1. Reception on occupied line Track circuit
2. Train dispatched on occupied Block working with
blocked section axle counter,Automatic
signalling,ACD
3 Driver passing signal at danger AWS, ACD
and to prevent collision
4 Blank signal Double filament bulb
LED signal
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Track Circuit
Eliminates use of human agency tophysically ensure occupation or
otherwise of the track.
Detects presence or otherwise of a trainthrough an electrical circuit, in which
rails form a part of the circuit.
Prevents reception of a train on anoccupied line.
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Track Circuit
Insulation joints
Feed End
Typical D.C. track circuit
Relay
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Jointless Track Circuit
Eliminates tedious job of maintaining insulation
joints, thus improving reliability.
Requires less maintenance as equipments are
centralized.
So far 1000 no. AFTCs have been provided.
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Progress of Track Circuiting
(Safety Device to prevent Collision)
0
200
400
600
800
1000
1200
1997-
98
1998-
99
1999-
00
2000-
01
2001-
02
2002-
03
2003-
04
2004-
05
2005-
06
Total
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Reduction in Collisions (at Stations) due to
Track Circuits
0
1020
30
40
5060
70
80
90
100
1
980
1
982
1
984
1
986
1
988
1
990
1
992
1
994
1
996
1
998
1
999
2
000
2
001
2
002
2
007
Total T.C.
locations (in
'000)
Collisions69
87
50
29 162500 5100
8064
12234
87
69
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Axle Counter
Eliminates requirement of insulated joints &wooden/concrete sleepers .
Useful in station yards, where drainage is poor.
Length of track circuit is not limited.
More than 4000 nos. axle counters for trackcircuiting and 632 block sections for block
working (last vehicle proving) are installed. Digital axle counter - high reliability.
Indigenous Development/Cross Approval of DAC
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Colour Light Signals
Improved visibility
Improved safety
Higher speed
Boosts drivers confidence
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LED Signals
(Light Emitting Diode)
So far about 3000 signal aspects have
been provided with LED based signals and
work in progress for another 5000 signal
aspects
ADVANTAGES
ELIMINATION OF
BULB FUSING
HIGHER VISIBILITY
CURRENT
CONSUMTION LOW
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2nd Distant Signal
Provision of Second Distant Signal
Sighting Board Distant Home
.4 Km I Km(a) Existing signalling arrangement
1 Km 1 Km
2nd
Distant Inner Distant Home
1 Km 1 Km (b) Second Distant Signal
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1 km1 km
Yy y
R
DOUBLE DISTANT
SUBSTANTIAL REDUCTION IN
RUNNING TIME OF TRAINS
DRIVERS CONFIDENCE INCREASED FOR
RUN THROUGH TRAINS
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X Y ZBA
Monitoring system MicrowaveBackup
,
Communication line
1200 Stations provided with Data Loggers
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Some Important Alarms
Audio visual popup on screen with details of the
following:Signal passing at danger
Signal gone to DangerPoint failure
Failure of all AC supplies
Low voltage of battery supplies
Panel button stuck up
Loose packing of points
Train entering in block section with out line clear
THE NEW DIAGONSIS TOOL FOR SAFETY & IMPROVED
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THE NEW DIAGONSIS TOOL FOR SAFETY & IMPROVED
TRAIN OPERATIONS- DATA LOGGERS
DATA LOGGERS HELP DETECTING
Drivers passing a Signal at Danger
Station staff making mistake of Placing Signal at Danger at lastminute.
Driver passing on a turnout at excessive speed.
Station staff inattentive and delays in taking off the signal.
Equipment failing in unsafe condition. Problems in signalling circuits due to design or maintenance.
Problems due to electric power fluctuations.
P-way deficiencies in the turnouts not noticed duringmaintenance.
Improper maintenance of track circuits due to poor ballastconditions.
Signal staff working on the equipment and making mistakes.
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Auxiliary Warning System(AWS)
Applies Brakes automatically in caseDriver disregards a Red Signal
Regulates Train Speed to 15 KMPH
on Yellow Aspect
Controls Train speed on RED signal
(Available on WR (1987) & CR Suburban Sections
on Mumbai).
ATP : Automatic Train Protection
Suburban
Trains,
Mumbai
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Train Protection and Warning
System(TPWS)
-TPWS, a variant of AWS , having functionality
and MMI of ETCS(level I) (Limited ) has now
been adopted for provision on Indian
Railways.
-Works in progress on 280 TKms of section on
Southern and North Central Railways
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Train Protection and Warning
Systems TPWSMinimum Features catered:
Euro balise based . Functionality andMMI similar to ETCS-I (limited mobility)
Prevention of Signal Passing at Danger(Red signal)- SPAD
Automatic Speed Control and Train
Protection. Speed Indication in the cab
Enforcement of temporary speed
restrictions at Work Sites
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Automatic Train Control
So far no aid to drivers to operate train under
adverse visibility (fog, dust storm etc.).
Provides adequate safety and utilises full line
capacity under adverse visibility
Cab signalling: Signal aspects are displayed inside
cab indicating optimum speed .
Proposed in Metro/Kolkata & DMRC
In future, cab signalling will be provided on high
speed lines and metros
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Block Proving by Axle Counter(BPAC)
Present system of manual verification of blockclearance is a safety risk under heavy trafficdensity.
With BPAC, block clearance is automaticallyproved with complete arrival of train.
Improves line capacity & safety.
At present 973 Block Sections have been providedwith BPAC
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Anti Collision Device ACD
A micro-processor based equipment toprevent head-on, side and rear-end collisionsat high speed. Also Provides warning at level
crossing gates.
Works on Global Positioning System (GPS)and Angular Deviation Count principle.
All ACDs communicate with each other within 3 kms range.
ACD St t
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ACD Status
ACD system on 1800 Kms of BG section of N.F.
Railway introduced on trial in the year 2004-05 &
Commissioned in June 2007.
ACD Survey work of about 750 kms each on S.Rly.
& S.C.Rly also started.
Further ACD survey at 10000 RKms and ACD
works at additional 1750 RKms also sanctioned .
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Level Crossings
Unmanned Level crossings = 20738
Manned level Crossings =16607
Action plan in progress to provide:
Interlocking arrangements
Telephones
Train actuated warning devices (TAWD)
Manned LCs with Tele =15872(94%)
Interlocked LCs = 8147
(49%)
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Reduction in Accidents at LC gates - Safety
Measures taken
010
2030405060
7080
90100
1980
1984
1988
1992
1995
1997
1999
2001
2007
No. of interlockedgates(in '000)
No. of L C gates withtelephone(in '000)
Accidents
3500
3800
14729
670814
26
90
Train actuated warning device
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Train actuated warning device(TAWD) for LC gates
Audio-visual warning of approaching train to road
users
Field trials were earlier conducted with types of
devices.
2 types of technologies , viz; axle detector based and
open track circuit based, short listed for further field
trials at 100 LC gates (90 manned & 10 unmanned).
Large scale adoption will be based on their
performance.
S.No. Description Existing in use Emerging and
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esc pt o gTechnologies
g gFutureTechnologies
1. Interlocking Lever frame, Panel/
Route relay interlocking
Electronic inter-
locking
SSI
2. Power supply Conventional
arrangement
Integrated power
supply & Solar power
packs
3. Track circuits DC & AC Jointless track circuite.g. AFTC suitable
for both AC & DC.
4. Axle counters Analog Digital
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5. Signals Semaphore and CLS
(3 aspect)
CLS (4 aspect)
Cab signalling
6. Signal lamps Double and triple
pole lamps
LED signals
7. Signalling Cables Copper Optical Fibre Cable
8. Point machines Suitable for 115 mm
switch opening and a
rated life of 0.15
million operations
Fit for 160 mm
switch opening with
external clamp lock
and a rated life of one
million operations
9. Predictive maintenance Data loggers at station Networking of data
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through diagnostics
tool
loggers and providing
centralized NMS for
maintenance of
signaling system
10. Block working Conventional
single/double line
Instruments,
Automatic block
Signaling
Block proving
by axle counters,
Automatic block
Signaling , Radio
block, Moving block
11. Collision Protection AWS only in Mumbai
suburban on EMUs
ACD, TPWS, ATC,
Radio based ETCS
12. Level crossing gates Conventional inter-
Locking with
conventional barriers
LC GATE
interlocking with
electrically operated
barrier and road user
warning throughACD/TAWD.
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MAINTENANCE PRACTICES AND ASSET
RELIABILITYMODERNISATION AND
UPGRADATION
Manual operations have to be performed during the
time of equipment failures.
Staff tend to adopt shortcut methods and are
susceptible to create an unsafe condition leading to an
accident.
Equipment failure is properly analyzed and problem if
any is taken up with vendor through RDSO.
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Present Maintenance PracticesFrequent maintenance as per periodicity,Preventive maintenance, on the other hand, isapplied when equipment is still operative and
proactive treatment is given consisting ofchecks, examination and supervisoryinspection.
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Proposed Maintenance
Practices- Reduced frequency of maintenance
- Increased Mean Time Between Failures ( MTBF )
- Reduced Mean Time To Repair ( MTTR )- Reduced cost of maintenance
- Extensive use of Net-worked data loggers as amaintenance tool and for fault diagnostic thereby making
maintenance need based.
- Providing means with the Staff for performing their taskseffectively and efficiently.
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Problems faced by Signalling
on IR Multiple technology for same thing in one
region making maintenance difficult.
In adequate redundancy in the signallingsystem on high density routes making
reliability low.
Training of maintenance personnel in multiple
technology.
Large scale attrition of personnel.
Suggestions
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Suggestions Application of Modern Signaling & Telecom
systems can provide specific solutions for
permitting more and more trains to be run bycapacity enhancement measures and at higherlevels of speed, with adequate safety level and at anoptimum cost butchoice of Technology to improve
safety through reduced human dependence,interventionshould be based onreliability,maintainability,cost,proveness and madesuitable for Indian conditions.
Training in adopting new technology should begiven at centralized training institutes like IRISETby the vendor before its introduction on IR.
S ti ti d
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Suggetions continued-Industry, R&D Centres and Educational
Institutions to work along with IndianRailways for developing and delivering
solutions.
-The evaluation of Rail operation-relatedpersonnel is a very delicate task if we bear in
mind that what is at stake is the safety of a
mode of public transport. Despite the
technological improvements and the skillacquired through experience, it constitutes a
preliminary condition for ensuring the
reliability of the personnel directly related to
safety.
- The diagnosis of aptitude for Rail personnel is in fact
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- The diagnosis of aptitude for Rail personnel is, in fact,susceptible to evolution over a period of time, affected
not only by the sociological professional or
technological environment, but also by an ageing of
aptitudes which is not always compensated for by
experience.
- The safety system in which humans are involved must
be subject to a permanent preventative monitoring
process on the part of instructors, doctors and
psychologists.
- Human reliability in the Railway depends directly on
the coherence of the multidisciplinary team in charge ofthe preventative monitoring of the aptitudes of the Rail
employees in the performance of their duties and the
tasks involved in their job.
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