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
• Annual output measured in billions
• Largest network under single management
• Perceived as harbinger of economic development
• Considered the lifeline of the nation
IR’s daily Transport Output
2 Million Train Kms 17 Million Passengers 2 Million Tonnes freight loading 8800 Passenger trains
5900 Freight trains
IR's trains cover the round _trip distance between earth and moon, four times a day !
HISTORY OF RAILWAY HISTORY OF RAILWAY SIGNALLINGSIGNALLING
• 18251825: FIRST RAILWAY LINE FOR GOODS : FIRST RAILWAY LINE FOR GOODS
TRAFFIC WAS OPENED BETWEEN TRAFFIC WAS OPENED BETWEEN DARLINGTON TO STOCKTON (U.K.) DARLINGTON TO STOCKTON (U.K.)
UNIFORMED MEN ON HORSES GUIDED THE UNIFORMED MEN ON HORSES GUIDED THE TRAINTRAIN
• 18301830 : FIRST PASSENGER TRAIN BETWEEN : FIRST PASSENGER TRAIN BETWEEN LIVERPOOL AND MANCHESTERLIVERPOOL AND MANCHESTER
POLICEMAN WERE POSTED AT FIXED POLICEMAN WERE POSTED AT FIXED INTERVALSINTERVALS
HISTORY OF RAILWAY HISTORY OF RAILWAY SIGNALLINGSIGNALLING
1838 : 1838 : POLICEMEN WERE REPLACED BY FIXED POLICEMEN WERE REPLACED BY FIXED MECHANICAL SIGNALSMECHANICAL SIGNALS
1853 1853 : FIRST TRAIN SERVICE INTRODUCED ON : FIRST TRAIN SERVICE INTRODUCED ON INDIAN RAILWAYS, INDIAN RAILWAYS,
SEMAPHORE SIGNALS WERE USED.SEMAPHORE SIGNALS WERE USED.
1825
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
1853
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 Wire Signalling
Became a Must for MAUQ by 1950s
1972
Axle Counter
1972
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
Areas wherein Signalling can prevent accidents
• Accident at station.
• Accident in Block Section.
• Accident Level Crossing gate.
INTERLOCKING• Signaling and interlocking was first introduced
on 23 crossing stations between Peshawar and Ghaziabad 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.
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
*• Progress of InterlockingProgress of Interlocking
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
1950-51
1964-65
1970-71
1980-81
1990-91
2000-01
2001-02
2005-06
STD-III STD-II STD-I MNI/NI
StatusStatus Interlocked Stations 5692 Nos. Colour Light Signal Stations
PI/RRI/SSI 3654 stnsMech 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)
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
Panel/Route Relay/Solid State Interlocking
• Conventional mechanical lever frames highly prone to failures, miscreant activity and time consuming operation.
• In panel/route relay interlocking: centralized operation of points and signals.
• Electronic interlocking is the modern signaling system using solid state technology.
• 3641 locations provided with PI/RRI/SSIs.
• Provision of 900 PI/RRI/SSI works are in progress, including about 230 SSIs.
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
Track Circuit• Eliminates use of human agency to
physically ensure occupation or otherwise of the track.
• Detects presence or otherwise of a train through an electrical circuit, in which rails form a part of the circuit.
• Prevents reception of a train on an occupied line.
Track Circuit
Insulation joints
Feed End
Typical D.C. track circuit
Relay
Track CircuitTrack Circuit
Insulation joints
Feed End
Typical D.C. track circuit
Relay
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.
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
Reduction in Collisions (at Stations) due to Track Circuits
0102030405060708090
100
Total T.C.locations (in'000)Collisions 69
87
50
29 16
2500 5100 806412234
87
69
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 track circuiting and 632 block sections for block working (last vehicle proving) are installed.
• Digital axle counter - high reliability.
• Indigenous Development/Cross Approval of DAC
Colour Light Signals
• Improved visibility
• Improved safety
• Higher speed
• Boosts drivers confidence
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
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
1 km1 km
Yy y
R
DOUBLE DISTANT
SUBSTANTIAL REDUCTION IN RUNNING TIME OF TRAINS
DRIVER’S CONFIDENCE INCREASED FORRUN THROUGH TRAINS
X Y ZBA
Monitoring system Microwave
Backup
,
Communication line
1200 Stations provided with Data Loggers
Some Important AlarmsAudio visual popup on screen with details of the following:Signal passing at dangerSignal gone to DangerPoint failureFailure of all AC suppliesLow voltage of battery suppliesPanel button stuck upLoose packing of pointsTrain entering in block section with out line clear
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 last
minute.• 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 during
maintenance.• Improper maintenance of track circuits due to poor ballast
conditions.• Signal staff working on the equipment and making mistakes.
Auxiliary Warning System(AWS)
Applies Brakes automatically in case Driver 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
Train Protection and Warning Train Protection and Warning System(TPWS)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
Train Protection and Warning Train Protection and Warning Systems TPWSSystems TPWS
Minimum Features catered: Euro balise based . Functionality and
MMI 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
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
Block Proving by Axle Counter (BPAC)
• Present system of manual verification of block clearance is a safety risk under heavy traffic density.
• With BPAC, block clearance is automatically proved with complete arrival of train.
• Improves line capacity & safety.
• At present 973 Block Sections have been provided with BPAC
Anti Collision Device ACD
• A micro-processor based equipment to prevent head-on, side and rear-end collisions at 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 with in 3 kms range.
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 .
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%)
Reduction in Accidents at LC gates - Safety Measures taken
0102030405060708090
100
No. of interlockedgates(in '000)
No. of L C gates withtelephone(in '000)
Accidents
35003800
14729670814
26
90
Train actuated warning device (TAWD) for LC gates
• Audio-visual warning of approaching train to road
users
• Field trials were earlier conducted with ¾ 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 Technologies
Emerging and Future Technologies
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 circuit e.g. AFTC suitable for both AC & DC.
4. Axle counters Analog Digital
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 through diagnostics tool
Data loggers at station
Networking of data loggers and providing centralized NMS for maintenance of signaling system
10. Block working Conventional single/double lineInstruments, 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 through ACD/TAWD.
MAINTENANCE PRACTICES AND ASSET MAINTENANCE PRACTICES AND ASSET RELIABILITY – MODERNISATION AND RELIABILITY – MODERNISATION AND
UPGRADATIONUPGRADATION
• 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.
Present Maintenance Practices
Frequent maintenance as per periodicity, Preventive maintenance, on the other hand, is applied when equipment is still operative and proactive treatment is given consisting of checks, examination and supervisory inspection.
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 a maintenance tool and for fault diagnostic thereby making maintenance need based.
- Providing means with the Staff for performing their tasks effectively and efficiently.
Problems faced by Signalling on IR
• Multiple technology for same thing in one region making maintenance difficult.
• In adequate redundancy in the signalling system on high density routes making reliability low.
• Training of maintenance personnel in multiple technology.
• Large scale attrition of personnel.
Suggestions• Application of Modern Signaling & Telecom
systems can provide specific solutions for permitting more and more trains to be run by capacity enhancement measures and at higher levels of speed, with adequate safety level and at an optimum cost but choice of Technology to improve safety through reduced human dependence, intervention should be based on reliability,maintainability,cost,proveness and made suitable for Indian conditions.
• Training in adopting new technology should be given at centralized training institutes like IRISET by the vendor before its introduction on IR.
Suggetions continued -Industry, R&D Centres and Educational
Institutions to work along with Indian Railways for developing and delivering solutions.
-The evaluation of Rail operation-related personnel 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 skill acquired 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,
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 of the preventative monitoring of the aptitudes of the Rail employees in the performance of their duties and the tasks involved in their job.