ajay vijayvargiya presentation

8/4/2019 Ajay Vijayvargiya Presentation

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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.


8/531825

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


10/531972

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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ajay vijayvargiya presentation

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