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

IRs 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 !

To err is human

To safeguard against that is

Rail Signalling

HISTORY OF RAILWAY
SIGNALLING
1825: FIRST RAILWAY LINE FOR GOODS
TRAFFIC WAS OPENED BETWEEN
DARLINGTON TO STOCKTON (U.K.)
UNIFORMED MEN ON HORSES GUIDED THE
TRAIN

1830 : FIRST PASSENGER TRAIN BETWEEN

LIVERPOOL AND MANCHESTER

POLICEMAN WERE POSTED AT FIXED INTERVALS

HISTORY OF RAILWAY
SIGNALLING
1838 : POLICEMEN WERE REPLACED BY FIXED
MECHANICAL SIGNALS

1853 : FIRST TRAIN SERVICE INTRODUCED ON

INDIAN RAILWAYS,
SEMAPHORE SIGNALS WERE USED.

Development of Rail Signalling: Worldover

Continuous Braking System

Auxiliary
Warning
System

Track Circuit
Interlocking
Space Interval System
Time Interval System
First Train: Darlington Stockton

1825

1856

1872 1874

1906

Development of Rail Signalling: India

First Route Relay Interlocking

: Churchgate,WR
Centralised Traffic
Control
Became a Must for
MAUQ by 1950s
Gorakhpur- Chappra)
Double Wire
Signalling
Interlocking:
Ghaziabad- Peshawar
23 Stations

Axle Counter

First Train: Bombay VT Thane

1853

1894

1920

1958 1966 1972

Development of Rail Signalling: India

Train Management

First Solid State Interlocking

System

(Srirangam Station, S Rly)

Churchgate Virar Section

AWS : On WR:
Churchgate Virar
Section
First AWS: ER (GayaMughalsarai,
Howrah-Burdwan)

1970

1972

1987

2003

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
CHECK
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

*
Progress of Interlocking
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
0
19
5051

19
6465
ST D-III

19
7071

19
8081

ST D-II

19
9091

20
0001

ST D-I

20
0102

20
0506

MNI/NI

Installation

(in units)

Status

As on 31.03.07

Interlocked
Stations
Token
less Block Working
(No.
of Block Sections)

5692 Nos.
1,930

Colour Light Signal Stations

Automatic
Block
Signalling (Track kms.)
PI/RRI/SSI

Mech

lever frame

Multiple Aspect Colour Light Signalling

of
(No.
stations)
Automatic
Block Signalling

Distant
Signal
PanelSecond
Interlocking
(No. of stations)

Block

Proving by Axle Counter

Route Relay Interlocking (No. of stations)

AWS

Solid State Interlocking (No. of stations)

Interlocked

LC gates

3,356
3654 stns

671 stns
4,318
3356 Tkm
982 stns
3250
220 stns

234

329 RKms

157

6708 nos.

Signalling Growth on IR

Stations

1969

Interlocked
MACLS
PI
RRI
SSI/EI
Auto Signals

4815
5091
5403 5647
5692
997
1899 3009
4318
314
895 2103
3250
90
123
219
234
14
157
825
1437
2051 3419
3356

(TKm.)
Interlocked Gates Gates with phone -

1979

1989

2001

5223 6283
9615 14227

2007

8147
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

blocked section

Block working with

axle counter,Automatic
signalling,ACD

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

Track Circuit
Insulation joints

Relay
Feed End
Relay
Feed End

Typical
D.C. track circuit
Typical D.C. track circuit

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)

1200
1000
800
600
Total

400
200
0

1997- 1998- 1999- 2000- 2001- 2002- 2003- 2004- 200598

99
00
01
02
03
04
05
06

Reduction in Collisions (at Stations) due to

Track Circuits
100
90
87
80
70
69
60 69
50
40
30
20
10 2500
0

Total T.C.
locations (in
'000)
Collisions
50

29
8064
5100

16
12234

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

ADVANTAGES
ELIMINATION OF
BULB FUSING
HIGHER VISIBILITY

LED Signals
(Light Emitting Diode)

CURRENT
CONSUMTION LOW

So far about 3000 signal aspects have

been provided with LED based signals and
work in progress for another 5000 signal
aspects

2nd Distant Signal

Sighting Board

.4 Km

Distant

I Km
(a) Existing signalling arrangement

1 Km
2 Distant
nd

Home

1 Km
Inner Distant

Home

1 Km
1 Km
(b) Second Distant Signal

Provision of Second Distant Signal

DOUBLE DISTANT

Y
y

y
R

1 km

1 km

SUBSTANTIAL REDUCTION IN
RUNNING TIME OF TRAINS
DRIVERS CONFIDENCE INCREASED FOR
RUN THROUGH TRAINS

Microwave

Monitoring system

Backup

Communication line
,

1200 Stations provided with Data Loggers

Some Important Alarms

Audio visual popup on screen with details of the
following:
Signal passing at danger
Signal gone to Danger
Point 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

OPERATIONS-

SAFETY & IMPROVED

TRAIN
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)

Suburban
Trains,
Mumbai

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

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

Train Protection and Warning

Systems 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

Interlocked LCs
(49%)

=15872
(94%)
= 8147

Reduction in Accidents at LC gates - Safety

Measures taken
100
90
90
80
70
60
50
40
30
20
10
3500
0
3800

No. of interlocked
gates(in '000)
No. of L C gates with
telephone(in '000)
Accidents

26

14729
6708
14

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
Technologies

Emerging and
Future
Technologies

1.

Interlocking

Lever frame, Panel/

Electronic
locking SSI

inter-

Route relay interlocking

2.

Power supply

Conventional

Integrated
power
supply & Solar power
packs

arrangement
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
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

triple

9.

Predictive maintenance
through
diagnostics
tool

Data
loggers
station

at

Networking of data
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 interLocking
with
conventional barriers

LC
GATE
interlocking
with
electrically operated
barrier and road user
warning
through
ACD/TAWD.

MAINTENANCE PRACTICES AND ASSET

RELIABILITY MODERNISATION 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.

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.