Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS PDF

Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Section 1: General Requirements 13.1.1 Definitions: Please refer to Glossary for definitions of Technical terms used in this chapter. 13.1.2 There are two types of ATP Systems. (a) European Train Co...

Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Section 1: General Requirements 13.1.1 Definitions: Please refer to Glossary for definitions of Technical terms used in this chapter. 13.1.2 There are two types of ATP Systems. (a) European Train Control System (ETCS) having four levels. (b) Train Collision Avoidance System (TCAS) is Indian Railways ATP System. 13.1.3 ATP requirements (a) ATP systems shall confirm to latest specification and shall be of approved type. (b) ATP systems shall be suitable for working on Electrified and Non-Electrified sections. (c) Functions in ATP systems shall comply with the Safety Integrity Level as stipulated. ATP systems shall have two sub-systems viz. Trackside and On-board. 13.1.4 Trackside: (a) Movement authorities (MA) shall be generated by trackside equipment based on input received from signal interlocking. (b) The track description data such as Permanent Speed Restrictions, Gradients, Level Crossing Gates, etc. are to be pre-fed in the track side equipment. (c) The trackside equipment shall Communicate MA to on board equipment along with track description data. 13.1.5 On-board: (a) The On-board equipment of the ATP shall be correctly and effectively interfaced to existing Air/Vacuum/Dual/Electropneumatic brake system of Diesel and Electric Locomotives as well as other self-propelled vehicles treated as train. (b) The On-board Vital Computer (OBC) shall calculate the maximum permitted speed for the track section ahead based on a dynamic speed profile taking into account the train running/braking characteristics which are known on-board and the MA (movement authority) and track description data received from trackside. (c) It shall continuously supervise the train speed and apply brakes if the train speed exceeds the most restrictive speed by a pre-defined speed margin. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 275 of 530  (d) It shall give a warning to the Loco Pilot to enable him to react and to avoid intervention from on-board equipment for application of service brake. (e) It shall not be possible to mute the warning and to stop automatic brake applications by prior operation on Driver Machine Interface (DMI). (f) It shall not be possible to cancel the Emergency brake application initiated by interrupting the power supply to the system. (g) The speed sensors shall be provided on the locomotive itself or on the coach housing the on board equipment for EMU/MEMU. 13.1.6 Conformity to Schedule of Dimensions: The track side and on-board equipment shall not in any way infringe the schedule of dimensions being followed by the Indian Railways. 13.1.7 Power Supply Arrangement: (a) Track Side: The track side system of the ATP shall work on AC or DC power supply & shall have power backup. The power supply shall run from power supply room to line side equipment on line wise separate cable with redundancy in diversified path preferably. (b) Onboard: The On board equipment of the ATP shall work on the DC power supply available in the locomotive. 13.1.8 Operating Modes & its Transitions: (a) The current mode of On-board equipment shall be indicated to the Loco Pilot by means of suitable indications on the DMI. (b) In case of mode transition, when the responsibility of the loco pilot increases due to the result of such automatic transition, the OBC shall seek an acknowledgement from the loco pilot, irrespective of whether the train is stationary or moving. In case the transition has to be acknowledged and the loco pilot fails to acknowledge as required, the OBC shall initiate a brake application. 13.1.9 Application/Executive Logic Handling: (a) The programming/feeding of data to Track side or On-board equipment shall be suitably protected against unauthorized use. (b) The executive logic uploaded in Track side or On-board shall be of approved type. (c) Factory Acceptance Testing shall be carried out on the application logic before uploading it in track side or On-board. (d) Version Control and checksum shall be effectively implemented for both Application and executive logic. (e) Zonal Railways shall set up a system to implement the changes in signal interlocking and track description data for effective functioning of ATP system. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 276 of 530 13.1.10 Automatic Self-Test at Boot up: (a) The on-board equipment shall perform an automatic self-test when the equipment is switched ON. (b) This self-test shall not require any action on the part of the Loco Pilot/operator. (c) This self-test shall test proper working of Brake Interfaces on boot-up. (d) The result of self-tests shall be indicated on DMI. 13.1.11 Isolation of On-board Equipment: (a) On-board system shall have provision for isolation to cater for failure situations which shall result in disconnection of the system from the locomotive braking system. This shall be indicated to the Loco Pilot by means of a visual indication which shall be available even if DMI has failed. (b) To avoid accidental/unwarranted use, the isolation arrangement of the equipment must be protected and sealed. (c) Isolation of system must be recorded by the system as well as recorded in a non-resettable type 6-digit counter. 13.1.12 Data Logging & Diagnostics: On board as well as Track side system shall be provided with Data logging for diagnostic functions. Section 2: European Train Control Systems (ETCS) & Train Protection and Warning Systems (TPWS) 13.2.1 Levels of ETCS: ETCS has Four Levels: (a) Level 0: A level of ATP defined to cover instances when the ATP on-board equipment is operating in an area where the trackside is not fitted with operational ATP equipment. (b) Level 1: A level of ATP overlaid onto conventional track side signalling that uses balises/loop/Radio Infill to pass movement authorities to the train whilst relying on conventional means to determine train position and integrity. (c) Level 2: A level of ATP that uses radio to pass movement authorities to the train whilst relying on trackside conventional means to determine train position and integrity. (d) Level 3: A level of ATP that uses radio to pass movement authorities to the train. Level 3 uses train reported position and integrity to determine if it is safe to issue the movement authority. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 277 of 530 13.2.2 ETCS Level 0 (a) Level 0 applies when an ATP-fitted vehicle is used on a non-ATP route. The train borne equipment only supervises the maximum speed of that type of train in unfitted areas. (b) In Level 0 it is authorized to operate trains without any train control system and therefore line side fixed signals are to be followed by Loco Pilot. (c) Train detection and train integrity supervision are performed by the trackside equipment of the underlying signalling system (interlocking, track circuits etc.). (d) Level 0 uses no track-train transmission except balises to command level transitions. Balises therefore still have to be read. (e) No supervisory information is indicated on the DMI except the train speed. Train data has to be entered in order not to have to stop a train at a level transition to ATP equipped area and to supervise maximum train speed in unfitted areas. 13.2.3 ETCS Level 1 (a) Level 1 is a spot transmission system to be used as an overlay on an underlying signalling system. Trackside signals are required in Level 1 application. Train Protection Warning System (TPWS) is equivalent to Level 1. (b) Track side equipment of Level 1 comprises of (i) Balises (ii) Line side electronic unit (LEU) (iii) Communication link (data cable) between the LEU & the balise (iv) On-board equipment of Level 1 comprises of:  On-board Vital Computer (OBC)  Data logger for diagnostics (either part of OBC or separate)  Driver Machine Interface (DMI), indications & and non-resettable counters  Balise Transmission Module (BTM)  Balise antenna fixed to the under frame  Speed Sensors such as Pulse Generators, Accelerometers, Radar etc.  Train Interface Unit (TIU)  Interface to existing brake control system which in turn controls application of service/emergency brakes or interface to existing brake system directly  Power supply arrangement  Suitable isolation arrangement for isolating the system Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 278 of 530 (c) The Trackside equipment does not know the train to which it is sending information. Movement authorities are generated by Trackside equipment and are transmitted to the train via balises. Balises pick up signal aspects from the trackside signals via Line side Electronics Unit (LEU) and transmit them to the vehicle as a movement authority along with track description data. (d) The Trackside system shall interface with the signalling system through LEU without affecting normal working & safety of signalling system. LEU shall take input regarding signal aspect through potential free contacts of the Lamp Checking Relays (ECRs). (e) Because of the spot transmission of data, the train must travel over the balise to obtain the next movement authority. (f) The fixing arrangement of the balise on the sleeper shall be such that it does not require any drilling to the sleeper. (g) If in level 1, a Trackside signal clears an approaching train cannot receive this information until it passes the balise group at that signal. The Loco pilot therefore has to observe the Trackside signal to know when to proceed. The train has then to be permitted to approach the stopping location below a maximum permitted release speed. Additional balises ("infill balises") can be placed in rear of signal to transmit infill information, so that the train will receive new information before reaching the signal. (h) Train Detection and Train Integrity supervision are performed by the Trackside equipment of the underlying signalling system (interlocking, track circuits etc.) and are outside the scope of level 1 ATP system. (i) Level 1 shall have two levels of brake commands. (i) Service brake command (ii) Emergency brake command (j) Release Speed: (i) A release speed shall be calculated onboard to allow the train to approach the target (i.e. stop signal at ON) with such speed so as to ensure that the train stops before reaching the danger point up-to which train movement is considered safe (i.e., overlap distance beyond the stop signal at ON), based on data received. The release speed shall be calculated onboard based on safety distance including signal overlap, deceleration performance of the train & any other relevant considerations. (ii) The release speed shall be programmed as a pre-defined value & transmitted to onboard equipment via the Track side equipment. (k) If the current train speed exceeds the Release Speed, emergency brake shall be applied by Level 1. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 279 of 530 13.2.4 ETCS level-1: Train Protection & Warning System (TPWS) (a) Train Protection and Warning System assures higher level of safety during train operation. It allows safe movement of trains under its supervision. It enables automatic train protection and prevents collision, like situation. It facilitates to run the train at maximum permitted speed by providing the indication to the driver 500 meters in advance of signal and higher average speed of train. The Entire system provides assistance to the Driver and can be called as an aid to the Driver. (b) TPWS basically consists of: (i) Cab Equipment (ii) Trackside Equipment (c) Cab Equipment/On-Board Equipment It consists of the following units: (i) On-Board Computer (OBC) (ii) Balise Transmission Module (BTM) (iii) BTM Antenna (iv) Simplified Driver Machine Interface (SDMI) (v) Wheel Sensors (vi) Brake Interface (vii) Health indication Panel cum Emergency Brake (EB) counter (viii) Audio Buzzer unit (ix) Isolation switch (d) Trackside Equipment It consists of the following: (i) Line Side Electronic unit (LEU) (ii) Euro Balise consists of  Fixed Balise  Controlled Balise (e) Sequence of Operation (i) LEU picks up the Signal Aspect with its ECR input. (ii) Aspect information passed on to the Balise. (iii) BTM Antenna picks up telegram from Balise. (iv) BTM decodes the data and sends to OBC. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 280 of 530 (f) OBC processes this information and generates the required commands (such as Movement Authority or Braking, Warning). These actions take place depending up on the current signal aspect and actual speed of the train. (i) Adopted to Act on data received from Balise in TPWS territory. (ii) Calculation of speed profile for track section ahead based on data received. (iii) Audio visual warnings about possible intervention from TPWS before SB & EB. (iv) Continuous monitoring of current speed with maximum permitted speed of train & bringing the brake intervention (SB) when it exceeds 5 KMPH. (v) Train Trip by emergency brake application if speed exceeds 10 KMPH. (vi) Emergency brake application if train passes the stop signal at ON. (vii) Manual release of Emergency brake by Isolating the system. (viii) Passing manual stop signal at ON by using a bye-pass button. (ix) Speed monitoring while passing on Automatic signal at ON. (x) Provision of Roll back protection. (xi) Provision for Isolation of TPWS system in case of malfunctioning. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 281 of 530  Simplified Driver Machine Interface of TPWS Note: For Maintenance schedules of TPWS, please refer to Annexure 13-MS1. 13.2.5 ETCS Level 2 (a) Level 2 is a radio-based system, which is used as an overlay on an underlying signalling system. Level 2 is based on radio for track to train communication and on balises as spot transmission devices mainly for location referencing. (b) Track side equipment of Level-2 comprises of: (i) Balises (ii) Radio Block Centre (RBC) (iii) Radio network Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 282 of 530 (c) On-board equipment of Level-2 comprises of: (i) On-board Vital Computer (OBC) (ii) Data logger for diagnostics (either part of OBC or separate) (iii) Driver Machine Interface (DMI), indications & and non-resettable counters (iv) Balise Transmission Module (BTM) (v) Balise antenna fixed to the under frame (vi) GSM-R/LTE Radio (vii) Speed Sensors Such as Pulse Generators, Accelerometers, Radar etc. (viii) Train Interface Unit (TIU) (ix) Interface to existing brake control system which in turn controls application of service/emergency brakes or interface to existing brake system directly (x) Power supply arrangement (xi) Suitable isolation arrangement for isolating the system. (d) Level 2 provides a continuous speed supervision system, which also protects against overrun of the authority by applying brakes. (e) Based on inputs received from Signalling interlocking, Radio Block Centre generates Movement Authorities which are transmitted to the train via radio. (f) Train detection and train integrity supervision are performed by the trackside equipment of the underlying signalling system (interlocking, track circuits etc.) and are outside the scope of Level 2. (g) Level 2 provides bi-directional track-train communication. (h) Train movements shall be supervised continually by the radio block centre in its territory. (i) The radio block centre which provides the information to the trains shall know each ATP controlled train individually by the unique identity of its leading ATP on-board equipment. (j) The movement authority is transmitted to the vehicle continuously via GSM-R/LTE radio along with track description data. (k) The balises act as reference points and are used only to correct the accumulated odometry error. Between two balises, the train determines its position via speed sensors (Pulse Generators, accelerometer, radar). (l) The on-board computer continuously compares the train speed with the Permitted speed and commands the brake application, if necessary. Line side signals can be suppressed in Level 2. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 283 of 530  (m) Level-2 shall accommodate regenerative braking (optional). It shall have two levels of brake commands: (i) Service brake command. (ii) Emergency brake command. 13.2.6 Level 3 (Reserved for future) 13.2.7 Driver Machine Interface for ETCS (a) The Driver Machine Interface shall be applicable for all the levels. A typical overall view of the main window of the DMI during the start of the mission (i.e., start of travel) is shown below: (b) A typical overview of the objects in speed and supervision areas during running of the train is shown below. This is on the left side of the Driver Machine interface. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 284 of 530  (c) A typical overview of the objects in the planning area during running of the train is shown below. This is on the right side of the Driver Machine interface. Section 3: IRATP - Train Collision Avoidance System (TCAS) 13.3.1 Indian Railways Automatic Train Protection (IRATP) indigenously developed, developed is named as Train Collision Avoidance System (TCAS). TCAS is an Automatic Train Protection System with Cab Signalling features. Both the terms are used synonymously. (a) Two Major areas of Safety Concern are (i) LC gate Accidents (ii) Signal Passing at Danger (SPAD) TCAS is intended to provide train protection by addressing:  Prevention of collisions  Control of speed at tracks having speed restrictions (b) Automatic Train Protection (ATP) features of IRATP are: (i) Detection and Prevention of SPAD (ii) Cab signalling with Display of movement authority, target distance, speed and signal aspect (iii) Continuous train control (iv) Protection for speed restriction (v) Detection of roll back (vi) Blowing horn while approaching Level Crossing Gate Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 285 of 530  (c) Train Collision Avoidance Features are (i) Head On Collision prevention (ii) Rear End Collision prevention (iii) Side Collision prevention 13.3.2 Track side equipment of IRATP comprises of (a) RFID Tag (b) Stationary unit (c) Radio 13.3.3 On-board equipment of IRATP comprises of (a) On Board Computer (OBC) (b) RFID readers consisting of two RFID Reader in hot standby (c) *Driver Machine Interface (DMI), indications and non-resettable counters (d) Loco Radio Unit consisting of two Radio Modems in hot standby with separate cables and antennae for each radio (e) Pulse Generators (Speed Sensors) (f) Train Interface Unit (TIU) (g) Interface to existing brake control system which in turn controls application of normal/service/emergency brakes or interface to existing brake system directly (h) Power supply arrangement (i) Suitable isolation arrangement for isolating the system. *Note: MMI stands for Man Machine Interface = DMI Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 286 of 530 13.3.4 (a) Based on inputs received from Signalling interlocking, the Stationary unit of TCAS generates Movement Authority which is transmitted to the train via radio. (b) Stationary unit of TCAS shall have feasibility to interface with relay based Interlocking and Electronic Interlocking. (c) Train detection and train integrity supervision are performed by the trackside equipment of the underlying signalling system (interlocking, track circuits etc.). (d) DMI of the onboard unit of TCAS shall provide assistance to Loco Pilots by means of real-time display of the aspect of approaching signal. (e) TCAS shall provide bi-directional track train communication. (f) Train movements shall be supervised continually by the Stationary unit in its territory. (g) The Stationary unit which provides the information to the trains shall know each TCAS controlled train individually by the identity of its leading TCAS on-board equipment. (h) The movement authority is transmitted to the vehicle continuously via UHF/ GSMR/LTE radio together with speed information and track description data. (i) The RFID Tags act as reference points and shall be used to correct the accumulated odometry error. Between two RFID Tags, the train shall determine its position via Pulse Generators. (j) The fixing arrangement of the RFID Tag on the sleeper shall be such that it does not require any drilling to the sleeper. (k) The on-board computer shall continuously compare the train speed with the permitted speed and commands the brake application, if necessary. (L) Multi-vendor interoperability shall be provided. 13.3.5 Three levels of brake commands in TCAS are: (a) Normal brake command (b) Service brake command (c) Emergency brake command Simulated Braking Distance Calculations for service and emergency brakes are given at Annexure:13-A1. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 287 of 530 13.3.6 Driver Machine Interface of TCAS A typical overall view of DMI is shown below: Note: For Maintenance schedule of TCAS please refer to Annexure 13-MS2. Section 4: Traffic Management System (TMS) 13.4.1 Traffic Management System (TMS) Traffic Management System broadly carries out following functions: (a) Centralized Operation of Signalling Systems for a large section encompassing multiple interlocked stations and LC gates. (b) Centralized Real time Monitoring of Train Traffic for enabling efficient decision making for traffic control of large section. (c) Interfacing & real time data sharing with COA (Control Office Application), Crew management system, PA system at station, ATP, etc. as required. (d) TMS should have facility of Automatic route setting (ARS), Long route setting, Route stacking command for avoiding repe repetitive operation by controller. (e) The system shall be able to generate various MIS report, train graph and detect and manage alarms and logs generated in the system. Note: CTC (Centralised Traffic Control) system caters for centralised control & supervision of train operation whereas TMS system comprises of CTC system as well as other management tools like MIS report, time tabling, asset monitoring, interfaces with COA, ATP system, crew management & passenger information system etc. CTC is a sub set of TMS. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 288 of 530 13.4.2 Functionalities of TMS: The system broadly envisages the functionality as described below: (a) Live Indications: Visual display wall: This displays track layouts of stations, auto sections, IBS and interlocked LC Gates of section monitored by TMS indicating real-time status of track circuited lines, signal aspects, points, LC Gate etc. The panel will also provide alarm indications of failure of points, signals, track circuits etc. as the case may be. (b) Live Indication to Train controller terminals: (i) These consist of LCD/LED monitors operated by one computer with GPU (Graphic Processing Unit). (ii) All terminals shall be able to display complete information of yards covered by TMS with details of track circuits, signals, Points, LC gates etc. Any failure of signalling system on any of yard will be available in audio & visual form to draw attention of controller. (iii) The train controller terminal is capable of running the Decision Support System (DSS) feature. Decision support system identifies operational conflicts (like precedence, crossing etc.) in advance and suggests optimized control options to the controller. (iv) Live Indications on terminals provided with staff at Important Junction stations/Car shed/lobbies may be provided, as required. (c) Train Describer System (TDS): (i) It associates a train with an alpha-numeric mark called a train describer tag. (ii) The train description tag tracks the train in sections controlled by TDS. (iii) The train describer system automatically assigns train describer tags from a train number queue to trains originating/terminating at the stations covered by TDS based on time table. (iv) The train describer system registers & displays abnormal conditions such as following:  Single track circuit failure.  Faulty position of points.  Change in direction of a train.  Division and joining of trains (not time tabled ones).  Unidentified trains.  Trains passing a signal showing a stop aspect.  More trains on the same track circuit.  Wrong marking of object/functions. (For example-A train with electric loco being marked onto non-electrified line, A passenger train marked to a goods line, A train being routed to wrong destination etc.). Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 289 of 530  (v) Abnormal disappearing of train describer tag shall generate an alarm and display in different colour. (d) Control Function: After taking control of an area, the central controller will be able to send commands to the corresponding interlocking. The possible commands are: (i) Setting/cancellation of route. (ii) Moving point to Normal or Reverse. (iii) Controlling signal (ON/OFF) as permitted by interlocking. (iv) Setting/cancellation of traffic & power block. (v) Turning the ARS mode ON/OFF, long route setting & route stacking. (vi) Loading of Timetable/Train Chart. (e) Automatic Route Setting (ARS): (i) The automatic route setting feature will be possible to be provided for identified stations/routes/sections. (ii) The ARS system relieves the operator from repetitive route setting tasks for the trains at these stations and the operator can monitor the train operation from OCC (Operation Control Centre). The system shall execute the commands according to timetable. (f) Long Route Setting & Route Stacking: The chief controller/section controller in OCC can set long route for one station to another station. Provision of Route stacking shall be made to set routes of multiple trains in advance. (g) Block Working Operation: (i) Block Operation for EI station will be done through CTC controller from OCC. Suitable failsafe provision of inbuilt block operation system in EI is needed for this and Conventional block instrument/panel may not be used for block operation. In case inbuilt block working in EI is not available, local operation of block instrument will be done by SM at station. (ii) For PI/RRI stations operation of block instruments/block panel may be required to be done by SM at station. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 290 of 530 13.4.3 Management Information System (MIS): (a) MIS Reports: The system will generate report for trains run delayed by time table. Based on the events logged and the operator input, the system will generate various traffic management reports such as: (i) Various Train control charts. (ii) Various Punctuality reports. (iii) Actual Rake Link Report. (iv) Rake Composition report. (v) Rake Maintenance/overhauling reports. (vi) Analytical report of various unusual occurrences, i.e. signal failures, OHE break down, rake failure etc. (This may be generated on daily, weekly or monthly basis on prescribed format.) (vii) Analytical report of crew link/utilization. (viii) Analytical report on rake link utilization. (ix) Total traffic/power blocks granted/refused along with locations, time blocked, time cleared. (x) Any other analytical report as required. (b) Train Graph: The train graph will be made available on the specified terminals. This broadly has following features: (i) The system will plot historical train graph for analysis. (ii) It will plot time on X axis and stations on Y axis. (iii) The train graph will have facility to show different train types in different color. It shall be possible to show schedule time and the actual time in the same graph but with different colour. (iv) It will be possible to show mainline trains/Suburban/Goods/Special trains in different colour. (v) On clicking/selecting a particular Train Graph it will give complete information about the train details viz. train no, crew information, rake details etc. (vi) Advance charting: In case controller defines the traffic block on particular line for particular time, system will be able to prepare train graph showing advance/predictive movements of available trains in particular section in different colours. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 291 of 530  (vii) It will be possible to edit the timetable graphically from the Train Graph display by drag and drop operations. (viii) The Timetable software will automatically perform the reforecasting of the future train trips when modifications are being performed either by the operator or due to traffic perturbations. (ix) The Train Distance Graph will highlight traffic conflicts and will assist the regulator in identifying and implementing solutions to resolve conflict situation like - Same platform use. 13.4.4 Simulation Studies on Simulation terminal: Separate terminal may be provided for simulation studies & training purpose. The replay of log, time table editing, editing of train graph etc. will be provided on this terminal. 13.4.5 Time Table Builder and Editing: Based on data base of infrastructure like signal distances, permitted speed of trains, Signal interlocking, track circuit lengths etc. required for generation of time table, time table builder, an off-line software, will prepare a time table. Time table so generated can be modified/edited offline and after testing of same on simulator terminal, can be loaded on the TDS system. 13.4.6 Event Log and Alarm Management System: (a) Event Log: All important events (command, indications, errors, system information etc.) will be logged in a database for later printing and analysis. (b) Replay of Event log: The replay function will show an history of events that has happened earlier in the TDS system. The replay function will display, among other details, the dynamic status for infrastructure, train number and alarm list. (c) Traffic Related Alarms: Vital traffic operation related alarms can be (i) Train not described. (ii) Any unscheduled Train stoppage. (iii) Routes not released after passage of train. (iv) Failure of Signalling gear. (d) Network Related Alarms: All alarms not directly related to traffic operations are considered to be Network related alarms. Failure of Network Communication/inability to access any of the nodes, defective terminals, and hardware & software failures will be flashed. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 292 of 530 13.4.7 Decision Support System (DSS): (a) Based on the constraints & logic given by Railways, system will give optimized decision to admit or dispatch particular train at entry/exit points of a particular section. (b) Train running at the time of disruption: System will suggest effect of disruption on train service. Based on constraints, facilities & logic provided by railways, system will give solution for running of trains, diversion, cancellation or regulation of train services. (c) System will be able to detect conflicts like: (i) Usage of the same platform; (ii) Usage of the same routes; (iii) Usage of incompatible routes; (iv) Usage of the same section and same directions; (v) Usage of the same section and opposite directions. (d) In case of conflicts, TMS display a specific icon on the train graph and generates a solution which consists in the rescheduling of the involved activities. 13.4.8 Various TMS Terminals may be provided, as required, as under: (a) TMS Terminal for Signal Fault Controller at OCC: Remote monitoring of status of Signalling equipment at stations and in Block Sections will be provided on these terminals. This will include logging in of events in central system, generating alarms, alerts etc. Signalling equipment failure alarms as decided by the Engineer along with category will be available on the terminal. It will be possible to acknowledge the alarms by the user. (b) TMS Terminals for Track Controller and Traction Power Controller at OCC: Equipment failure alarms specific to Track or Traction Power, as decided by the Engineer along with category will be available on the respective terminals. It will be possible to input remarks/Information pertaining to various unusual occurrences e.g. failures & delays to operation etc. (c) TMS Maintenance Terminal at OCC: The Maintenance Terminal will be used for supervisory functions of the network and for observing any required nodes and their configuration at any time. Displays of equipment faults, communication failure occurring anywhere in the OCC or field network will be available. Failure alarms will also be given. It will be possible to bypass any node if so required and configure other terminals from this terminal. (d) TMS Terminal for Station Master at Station: One TMS Terminal for Station Master at every Station will be provided. This will facilitate functions of Train Describer System. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 293 of 530  (e) TMS Terminal with Signal Maintainer at Station: The alarms for failure of vital Signalling and Power Supply Equipment in the jurisdiction of Station will be available on the terminal. (f) Miscellaneous User Terminal: Required Nos. of Miscellaneous User TMS Terminals to important offices/locations will be provided. The locations may be station, Divisional and Zonal office as decided by the Railway. These terminals will provide first-hand information about running of trains in visual form and in the required format. 13.4.9 Various Interface/Integration Requirements: Various interface/integration Requirements may be as given below: (a) Interface between TMS and SCADA system. (b) Integration with Crew Management system (CMS). (c) Interface with Master Clock System. (d) Interface with COA. (e) Interface with adjacent TMS, if any. (f) Interfaces with Passenger Information System. (g) Interface with ATP system. 13.4.10 Data Communication Network: (a) Dedicated OFC network in ring network shall be used for interconnecting field interlocking system with TMS/CTC. Backup network from other sources may also be planned for optimal availability. (b) Multi-Protocol Layering Switch (MPLS) data transport protocols may be Preferred for better resource sharing. (c) WAN network shall be used for networking of field functions like Freight Operations Information System (FOIS), Crew Management System (CMS), Wagon Management System (WMS). (d) Design and bandwidth planning shall be such that data between various stations or OCC to Stations or stations to OCC can be transported simultaneously without any delay or jitter or drop in packets. (e) Integrated digital voice communication with voice logging facility, as required, shall be provided covering all field nodes (Station, Hut, LC gate etc.). Note: Auxiliary Warning System (AWS) is an old generation system which is not in confirmation with any level of ATP. Those working on them in suburban sections of Central and Western Railways may refer to RDSO specification for Advanced Auxiliary Warning system (AAWS). Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 294 of 530  Note: This Chapter has under mentioned Annexures S.No. Annexure No. Description 1 13-A1 Braking Distance Calculations for TCAS Note: This Chapter has under mentioned Maintenance Schedules in Appendix I S.No. Annexure No. Description 1 13-MS1 Maintenance Schedule of Train Protection & Warning System (TPWS) 2 13-MS2 Maintenance Schedule of Train Collision Avoidance System (TCAS) 3 13-MS3 Maintenance Schedule of Centralized Traffic Control (CTC) Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 295 of 530  Annexure: 13-A1 Braking Distance Calculation for TCAS RDSO Motive Power Dte. Data Type of braking : Service brake Formation: WAG7+59 BOX wagon Loaded Speed Reduction Range Current Speed 90 80 70 60 50 40 30 20 10 0 Kmph of Train Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph i.e. SBD in kmph 100 590 m (*91.6) 826 m (81.4) 988 m (70.4) 1093 m (61.2) 1209 m (49.9) 1277 m (40.9) 1332 m (30.9) 1381 m (21.9) 1400 m (10.4) 1404 m (4.0) 90 574 m (80.4) 776 m (69.2) 879 m (60.7) 994 m (48.6) 1062 m (39.5) 1116 m (30.4) 1163 m (18.4) 1182 m (9.5) 1195 m (0.5) 80 508 m (70.3) 683 m (59.5) 770 m (51.0) 863 m (38.9) 916 m (29.9) 953 m (20.9) 975 m (11.9) 982 m (0.0) 70 442 m (60.5) 590 m (49.7) 661 m (41.3) 733 m (29.3) 769 m (20.3) 794 m (8.3) 797 m (2.4) 60 376 m (50.7) 496 m (40.0) 566 m (28.6) 602 m (19.6) 622 m (10.6) 627 m (1.7) 50 310 m (40.8) 403 m (30.2) 442 m (21.9) 466 m (12.9) 475 m (1.0) 40 244 m (31.0) 310 m (20.0) 366 m (9.1) 339 m (0.2) 30 188 m (19.3) 216 m (10.6) 222 m (2.3) 20 111 m (11.2) 123 m (0.7) 10 45 m (1.3) * Explanatory note on understanding above table : During speed trials, on application of Service brake on a Train running at 100 kmph, after travelling a distance of 590 meters, Train`s speed got reduced to 91.6 kmph. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 296 of 530  TCAS Field Trials Data Loco Type - WAG7 59 Boxn Loaded Goods Train Formation Distance covered since brake command to achieve speed reduction to speed indicated Brake Type = FSB, Brake Propagation Time = 14s, Brake Build time = 12s, DC = 0.28 m/s2 30; Initial 70 60 50 40 30 20 10 0 Speed 80 606 773 915 1030 1120 1185 1223 1236 70 528 670 785 875 940 978 991 60 450 566 656 720 759 772 50 372 462 526 565 578 40 294 359 397 410 30 221 263 276 20 141 155 10 62 Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 297 of 530  RDSO Motive Power Dte. Data Type of braking : Emergency brake Formation: WAG7 + 59 BOX wagon Loaded Speed Reduction Range Current Speed 90 80 70 60 40 30 20 10 0 Kmph i.e. 50 Kmph of Train Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph SBD in kmph 100 587 m (*90.2) 772 m (80.9) 932 m (69.0) 1035 m (59.8) 1122 m (59.7) 1193 m (41.6) 1266 m (29.5) 1302 m (20.5) 1324 m (11.6) 1321 m (2.6) 90 527 m (80.4) 690 m (71.1) 829 m (59.3) 915 m (50.2) 986 m (41.1) 1057 m (29.0) 1093 m (20.0) 1114 m (11.1) 1120 m (2.1) 80 466 m (70.6) 608 m (61.4) 725 m (49.6) 795 m (40.5) 865 m (28.5) 900 m (19.5) 920 m (10.5) 925 m (1.5) 70 406 m (60.8) 526 m (51.6) 621 m (39.9) 675 m (30.8) 714 m (21.8) 742 m (9.9) 746 m (0.9) 60 345 m (50.9) 464 m (39.1) 517 m (30.1) 564 m (18.1) 582 m (9.2) 584 m (0.2) 50 284 m (41.1) 376 m (29.3) 413 m (20.4) 434 m (11.4) 441 m (2.5) 40 269 m (29.2) 288 m (19.5) 308 m (10.6) 314 m (1.6) 30 188 m (19.4) 200 m (9.7) 204 m (2.3) 20 107 m (9.5) 113 m (2.5) 10 41 m (1.5) * Explanatory note on understanding above table : During speed trials, on application of Emergency brake on a Train running at 100 kmph, after travelling a distance of 587 meters, Train`s speed got reduced to 90.2 kmph. Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 298 of 530  TCAS Field Trials Data Loco Type - WAG7 59 Boxn Loaded Goods Train Formation Distance covered since brake command to achieve speed reduction to speed indicated Brake Type = EB, Brake Propagation Time = 10s, Brake Build time = 8s, DC = 0.38 m/s2 30; Initial 70 60 50 40 30 20 10 0 speed 80 435 561 667 754 821 869 898 908 70 379 486 572 640 688 717 727 60 324 410 478 526 555 565 50 268 335 383 412 422 40 212 260 289 298 30 158 189 199 20 101 112 10 44 Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 299 of 530