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ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 1 of 375
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
SPECIFICATION
OF
TRAIN COLLISION AVOIDANCE SYSTEM (TCAS)
Indian Railways Automatic Train Protection System
SPECIFICATION No. RDSO/SPN/196/201220
Version 4.0d13.2
Issued by
SIGNAL DIRECTORATE
RESEARCH, DESIGNS & STANDARDS ORGANISATION
MINISTRY OF RAILWAYS
MANAK NAGAR
LUCKNOW – 226 011
174462/2020/O/o ED/Tele-II/RDSO720
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 2 of 375
DOCUMENT DATA SHEET
RDSO/SPN/196/202012
Version
3.24
Title of Document
Train Collision Avoidance System (TCAS)
Indian Railways Automatic Train Protection
System (IRATP)
Authors
See Document Control Sheet
Approved by RDSO
Name: Shri Rajiv Kant Jain Shaminder Singh Sandeep Mathur
Designation: Principal Executive Director/Signal (Coordination)QA/S&T, RDSO
Abstract
This document covers specifications of Train Collision Avoidance System. Indian Railways
Automatic Train Protection System (IRATP)
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
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DOCUMENT CONTROL SHEET
Name Organizatio
n
Function Level
Shri Nagendra Singh,
JE/D/ S&T
RDSO Member Prepare
Shri Ravi Prakash,
JRE/S&T
RDSO Member Prepare
Shri Shakti Singh
SSRE/S&T
RDSO Member Prepare
Shri Rahul JaredaR.N.
Singh
ADE/Signal
RDSO Member Prepare
Shri G. Pavan
Director/SignalED/Tele-II
RDSO Member PrepareRecomme
nd
Shri Anurag Goyal
ED/Signal
RDSO Member Recommend
Shri Sandeep Mathur
Shaminder Singh
PED/Signal
(Coord.)QA/S&T
RDSO Approving Authority Approve
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 4 of 375
AMENDMENTS
Number Chapter/ Annexe Amendments Date
RDSO/SPN/196/2008 Version 0.0 08.08.2008
RDSO/SPN/196/2008 Version 1.0 25 .11.2008
RDSO/SPN/196/2009 Version 2.0 19.03.2009
RDSO/SPN/196/2011 Guard & LC Gate TCAS
eliminated
Version 2.1 Draft
RDSO/SPN/196/2011 Guard & LC Gate TCAS
made optional
Version 2.2 Draft
RDSO/SPN/196/2011 Version 2.2 Discarded.
Following Clauses changed
from version 2.1:
2.1.4, 3.1, 3.2, 3.8, 3.13, 3.14,
3.15, 3.20, 3.24, 3.25, 3.30 to
3.34, 4.10, 4.12, 7.7, item 8
in table in 10.1, 11.0,
New Clauses introduced at
2.1.1 ii, 2.1.2, 3.35, 3.41,
3.42, 9.2, 11.2 & 11.3. The
numbers of clauses
subsequent to new clauses
changed in sequence.
Version 2.3 Draft
RDSO/SPN/196/2011 Following Clauses changed
from version 2.3: 1.1, 2.1.4,
2.9, 2.11, 3.2, 3.4, 3.9(iv),
3.10, 3.13, 3.14, 3.15 3.16,
3.17, 3.18, 3.18’.1, 3.18.2
3.20, 3.21, 3.24, 3.25, 3.26,
3.30, 3.31, 3.32, 3.33.1,
3.33.2, 3.35, 3.36, 3.41, 4.3,
4.4, 4.5, 4.13, 5.3, 6.1, 6.2,
7.3, 12.3, 16.0.
New Clauses introduced in
version 2.3: 2.14, 3.9(v),
3.18.3, 3.18.4, 3.18.5, 3.18.6,
3.43, 3.44, 9.3.
Version 2.4 Draft
RDSO/SPN/196/2012 Complete Revision Version 3.0 Draft
RDSO/SPN/196/2012 Clauses modified (Clause
Nos. as per ver 3.0):
Clauses 2.1, 3.1, 4.2, 4.4, 4.8,
4.16, 4.17, 4.18.2., 4.18.3,
4.18.5, 4.18.6, 4.18.8, 4.18.9,
5.4 (modified 5.4.1 & added
5.4.2, 5.4.3 & 5.4.4), 5.6.3,
Version 3.1 ---
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
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5.7.6 (new 5.7.2.4), 5.7.9
(new 5.7.3), 5.9.8, 5.11,
5.11.1, 5.13.2, 5.14.1, 5.18.4,
5.21, 5.25, 6.1, 6.6.3, 6.6.6,
6.12 (a), (b), (c), (q), (r),
6.17, 6.20, 6.22, 6.23, 6.24,
6.33, 6.40, 6.41, 6.42, 6.44, to
6.47, 6.49 to 6.51, 8.1, 9.1,
11.1, Annexure-II, III, IV, V,
VII,
Clauses Added (Clause Nos.
as per ver 3.1):
Clauses 3.2.15, 3.2.28,
3.2.29, 4.18.11, 5.4.2, 5.4.3,
5.4.4, 5.6.7, 5.6.8, 5.6.9,
5.11.3, 5.13.5, 5.13.6, 5.13.7,
5.27, 6.6.7, 6.12 (v), (w),
6.42 to 6.46, 6.52 to 6.54,
6.57, 6.60, 6.61, 8.4 to 8.7,
Annexure-IX, X
Clauses Deleted (Clause
Nos. as per ver 3.0):
Clause 6.21
Clauses Renumbered:
Cl. No. as
per ver 3.0
Cl. No. as
per ver 3.1
5.7.3 to
5.7.8
5.7.2.1 to
5.7.2.6
5.7.9 5.7.3
7.1.6 to
7.1.17
7.2 to 7.13
6.12 (v) to
(x)
6.12 (x) to
(z)
6.42 to
6.45
6.47 to
6.50
6.47 to
6.50
6.55 to
6.59
6.52 6.63
RDSO/SPN/196/2012 Clauses modified (Clause
Nos. as per ver 3.1):
Clauses
3.2.15, 4.2(viii)(ix), 4.4(ix),
Version 3.1.1 18.06.2012
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
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4.7, 4.8, 4.9, 4.14, 4.18.4,
4.18.5, 4.22, 5.3, 5.5(ii),
5.6.4, 5.7.1, 5.8.5, 5.8.6,
5.8.7, 5.8.9, 5.9.4, 5.9.8,
5.12.1, 5.12.2, 5.12.3, 5.13.6,
5.19.3, 5.19.4, 5.24, 6.2(e),
6.4(c), 6.6, 6.11, 6.12, 6.19,
6.40, 6.41, 6.42, 6.47, 6.62,
6.63(i), 6.63(6), 7.7, 8.3,
10.3, 10.9, 11.3, 13.2
Annexure-I, II, III, VII,
X(5)(iii), X(5)(v), X(5)(ix)
Clauses Added (Clause Nos.
as per ver 3.2):
Clauses 6.6.2, 6.6.5, 6.6.7,
6.6.8
Clauses Deleted (Clause
Nos. as per ver 3.1):
Clause 6.6.4, 6.6.5, 6.6.7
Clauses Renumbered:
Cl. No. as
per ver 3.1
Cl. No. as
per ver 3.2
6.6.2 6.6.3
6.6.3 6.6.4
RDSO/SPN/196/2012 Restructured Spec on the
basis of experience of R&D
and extended field trials
3.2 17.05.2017
RDSO/SPN/196/2020 Restructed Spec on the
basis of experience of R&D
trials
4.0
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Introduction
This document sets forth general, operational, system, technical, func-
tional, and performance requirements for Train Collision Avoidance Sys-
tem (TCAS). The document has been divided into two parts: Part-A and
Part-B. Part-A defines the basic functional and operational requirements
for the Train Collision Avoidance System (TCAS). Part-B lays down the
general, operational, system, technical, functional, and performance re-
quirements in detail for Train Collision Avoidance System.
TCAS will be provided on sections equipped with Multi Aspect Colour
Light Signalling or Continuous track detection by means of axle counters
or track circuits and loco pilot will follow line-side signals as per preva-
lent operating rules. Provision of TCAS will be an additional -safety aid
to the loco pilot to prevent consequences arising out of Signal Passing At
Danger (SPAD), to control train speed within specified limits, to indicate
Movement Authority or/and display Signal Aspect in Loco pilot’s cab
and to further reduce the probability of train collisions in block sections
and on running lines at stations through certain non-signalling based pro-
tections.
In the event of a conflict between this specification and any other stand-
ards or specifications quoted herein, the requirements of this specifica-
tion shall prevail.
The operation of TCAS shall, in no way, infringe / overrule the rules of
normal train operations on Indian the concerned Railways.
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Section-1
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1.1 Introduction
1.1.1 Part-A of this document defines the basic functional and operational re-
quirements for TCAS (Train Collision Avoidance System).
1.2 General Requirements
1.2.1 Basic Functioning
1.2.1.1 TCAS shall be an additional aid to the loco pilot which shall prevent Signal Pass-
ing At Danger (SPAD) or/and overrun of Movement Authority.
1.2.1.2 TCAS shall be able to carry out Speed Supervision.
1.2.1.3 TCAS shall be able to display Signal Aspect in Loco pilot’s cab.
1.2.1.4 TCAS shall be able to supervise train and shunting movements.
1.2.1.5 TCAS is required to be functional up to a maximum train speed of 200
kmph.Interoperability: The Loco TCAS unit, Stationary TCAS Unit, Network
Management System, Key Management System and RFID tagsshall adhere to the
requirement of interoperability.
1.2.2 Operational Modes
1.2.2.1 The TCAS loco equipment shall be capable of supervising the following opera-
tional modes:
1.2.2.1.1 Stand By (SB)
1.2.2.1.2 Staff Responsible (SR)
1.2.2.1.3 Limited Supervision (LS)
1.2.2.1.4 Full Supervision (FS)
1.2.2.1.5 Override (OV)
1.2.2.1.6 On Sight (OS)
1.2.2.1.7 Trip (TR)
1.2.2.1.8 Post Trip (PT)
1.2.2.1.9 Non Leading (NL)
1.2.2.1.101.2.2.1.9 Reverse (RV)
1.2.2.1.111.2.2.1.10 Shunt (SH)
1.2.2.1.121.2.2.1.11 System Failure (SF)
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1.2.2.1.131.2.2.1.12 Isolation (IS)
1.2.2.2 Any transition which occurs while the train is moving shall in principle occur au-
tomatically.
1.2.2.3 Transitions which occur while the train is stationary shall be initiated automati-
cally or manually as appropriate.
1.2.2.4 In case of transition, when the responsibility of the loco pilot increases due to re-
sult of such automatic transition, the TCAS shall seek an acknowledgement from
the loco pilot, whether the train is stationary or not.
1.2.2.5 In case the transition has to be acknowledged and the loco pilot fails to
acknowledge as required, the TCAS shall initiate a brake application.
1.2.2.6 During the transition period between two operational states the supervision pro-
vided shall at least ensure the same protection provided by the least restrictive
state.
1.2.2.7 The current mode shall be indicated to the loco pilot on the DMI.
1.2.3 Loco TCAS Braking Parameters
1.2.3.1 Loco TCAS unit shall obtain the braking parameters from the pre-configured data
selected by the loco pilot at the start of mission.
1.3 Functions
1.3.1 Operational Functions
1.3.1.1 Loco TCAS unit and Stationary TCAS unit Self-Test
1.3.1.1.1 The TCAS equipment shall perform an automatic self-test when the equipment is
switched ON.
1.3.1.1.2 This self-test shall not require any action on the part of the Loco Pilot/ operator.
This self-test must test all vital elements including Brake Interface Unit (BIU).
Functionality of Normal Brake, Full Service Brake & Emergency Brake shall be
tested on boot-up.
1.3.1.1.3 The result of self-tests shall be indicated on LP-OCIP (DMI).
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1.3.1.2 Operating Modes
1.3.1.2.1 Stand By Mode
1.3.1.2.1.1 The Stand-By mode shall be default mode and shall not be possible to be selected
by the loco pilot.
1.3.1.2.1.2 The Loco TCAS unit shall perform the Standstill Supervision in Stand-By mode.
1.3.1.2.2 Staff Responsible Mode
1.3.1.2.2.1 The Staff Responsible mode allows the loco pilot to move the train under his own
responsibility in TCAS territory.
1.3.1.2.2.2 The Loco TCAS unit shall supervise train movements against:
3.1.2.2.2.1. A ceiling speed: Maximum Permissible Speed of the train/loco
3.1.2.2.2.2. Head on & rear end collisions prevention, when requirements specified in Part B
are met
3.1.2.2.2.3. SoS generation and emergency stop in case SoS is received, when requirements
specified in Part B are met
1.3.1.2.2.3 If MA or SSP is received from Stationary TCAS unit, Loco TCAS unit shall exit
from this mode.
1.3.1.2.3 Limited Supervision Mode
1.3.1.2.3.1 The Limited Supervision mode enables the train to be operated in areas where
partial trackside information (Movement Authority/Section speed) is available for
supervision of the train.
1.3.1.2.3.2 If the permitted speed is available and is lower than the maximum train speed the
permitted speed shall be indicated.
1.3.1.2.4 Full Supervision Mode
1.3.1.2.4.1 The Loco TCAS unit shall be in the Full Supervision mode when all train and
track data including Movement Authority and Static Speed Profile up to Move-
ment Authority or up to 3000m or movement authority, whichever is less, which
is required for a complete supervision of the train, is available and in case of new
train formation, train has crossed at least one stop signal in OFF condition. In
case of new train formation, Loco TCAS shall continue in SR mode and shall not
display any Signal Aspect orand Movement Authority or SSP shall not be sent by
the station till it crosses at least one stop signal in OFF condition.
1.3.1.2.4.2 Full Supervision mode cannot be selected by the loco pilot, but shall be entered
automatically when all the necessary conditions are fulfilled.
1.3.1.2.4.3 The Loco TCAS unit shall supervise train movements against a dynamic speed
profile.
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1.3.1.2.4.4 The Loco TCAS unit shall display the train speed, the permitted speed, the target
distance and the target speed to the loco pilot.
1.3.1.2.5 Override Mode
1.3.1.2.5.1 The Override mode enables the train to pass the signal at danger.
1.3.1.2.5.2 Entry to override shall be selected by the loco pilot.
1.3.1.2.5.3 The Loco TCAS unit shall supervise the train movement against a ceiling over-
ride speed (default : 15 kmph).
1.3.1.2.6 On Sight Mode
1.3.1.2.6.1 The On Sight mode enables the train to enter into a track section that could be al-
ready occupied by another train.
1.3.1.2.6.2 On Sight mode shall be entered automatically.
1.3.1.2.6.3 The Loco TCAS unit shall supervise train movements against a ceiling speed of
On Sight Mode (default : 15 kmph).
1.3.1.2.7 Trip Mode
1.3.1.2.7.1 When a Train in Full Supervision or Limited Supervision Mode passes a stop-
signal at ON or End of Authority + 30m, the loco TCAS unit shall enter into Trip
Mode.
1.3.1.2.7.2 The Loco TCAS unit shall perform the Standstill Supervision in Trip mode.
1.3.1.2.8 Post Trip Mode
1.3.1.2.8.1 The Post Trip mode shall be entered immediately after the loco pilot acknowl-
edges the trip mode.
1.3.1.2.8.2 Loco TCAS unit shall supervise the train against a ceiling speed of Post Trip
Mode (Default: 15 kmph) and shall exit the Post Trip Mode after crossing the
next approaching signal at OFF.
1.3.1.2.9 Non Leading Mode
1.3.1.2.9.1 The Non-Leading mode is defined to manage the Loco TCAS unit of a slave en-
gine that is either electrically coupled to the leading engine (remote controlled) or
NOT electrically coupled to the leading engine (not remote controlled)
1.3.1.2.9.21.3.1.2.8.3 The Loco TCAS unit shall be entered manually into non leading
mode by the Loco pilot when the train is at standstill.
1.3.1.2.9.31.3.1.2.8.4 The Loco TCAS unit shall not perform any train movement su-
pervision in Non-Leading mode.
1.3.1.2.9.41.3.1.2.8.5 Loco TCAS Unit shall attempt to transmit an Onboard-to-
Stationary Radio Packet at a periodicity of not less than 02 minute on encounter-
ing any tag (excluding LC Gate Tag) in one of the randomly selected access-
timeslots merely to indicate the Loco TCAS mode to NMS through Stationary
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TCAS Unit. Loco TCAS shall send the packets regularly to LTE to transfer
events logged to NMS in every 2 minutes or seconds.
1.3.1.2.101.3.1.2.9 Reverse Mode
1.3.1.2.10.11.3.1.2.9.1 The Reverse mode allows the loco pilot to change the direction of
movement of the train and drive from the same cab, i.e. the train orientation re-
mains unchanged.
1.3.1.2.10.21.3.1.2.9.2 The Loco TCAS unit shall supervise train movements against a
ceiling speed (Reverse mode speed limit configurable, Default: 15 kmph), con-
figurable distance (Default: 500m) and configurable time out (Default: 300s) for
which reverse movement is allowed while reverse mode is not selected. Based on
Cab input and Wheel Sensor direction, the MA should increase and brakes should
be applied as soon as speed is detected, say 1-5 Kmph.
1.3.1.2.111.3.1.2.10 Shunt Mode
1.3.1.2.11.11.3.1.2.10.1 A TCAS equipped traction unit shall be capable of being moved
in shunt mode.
1.3.1.2.11.21.3.1.2.10.2 Shunt mode shall be selected by the loco pilot. It shall only be ac-
cepted when the train is at standstill.
1.3.1.2.11.31.3.1.2.10.3 TCAS shall supervise Shunt Mode to a permitted speed (Default:
15 kmph) and shunting limits.
1.3.1.2.11.41.3.1.2.10.4 It shall be possible to manually select Shunting from Stand By,
Staff Responsible, Limited Supervision and Full Supervision mode.
1.3.1.2.121.3.1.2.11 System Failure Mode
1.3.1.2.12.11.3.1.2.11.1 The Loco TCAS unit shall switch to the System Failure mode in
case of a fault, which affects the functioning of Loco TCAS.
The Loco TCAS unit shall permanently command the Emergency Brakes. The Loco Pilot
shall isolate TCAS.
1.3.1.2.131.3.1.2.12 Isolation Mode
1.3.1.2.13.11.3.1.2.12.1 In Isolation mode, the Loco TCAS unit shall be physically isolat-
ed from the brakes.
1.3.1.2.13.21.3.1.2.13 Loco TCAS Unit shall attempt to transmit an Onboard-to-Stationary
Radio Packet at a periodicity of not less than 02 minute on encountering any
tag (excluding LC Gate Tag) in one of the randomly selected access timeslots
merely to indicate the Loco TCAS mode to NMS through Stationary TCAS
Unit. Loco TCAS shall send the packets regularly to LTE to transfer events
logged to NMS as Stationary TCAS does in every ___2__ minutes or seconds.
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1.3.1.2.13.31.3.1.2.13.1 There shall be a clear indication to the loco pilot that the Loco
TCAS unit equipment is isolated.
1.3.1.3 Display of Signal Aspect
1.3.1.3.1 It shall be possible to display signal aspect on DMI.
1.3.1.4 Train Length Assignment
1.3.1.4.1 It shall be possible to automatically calculate train length by the loco TCAS unit
on receiving the required information from Stationary TCAS unit (Only applica-
ble in case of Station). In case of overlapping territories, the TLM information
shall be passed on by taking over station.
1.3.1.5 Train location
1.3.1.5.1 The Loco TCAS unit shall determine the location of the train with the help of
RFID tag data and directional type Speed sensor output.
1.3.1.6 Speed calculation and indication
1.3.1.6.1 The Loco unit shall make speed profile/ brake curve for different situations based
on movement authority, speed restriction and other information as received from
Trackside sub-system.
1.3.2 Protection Functions
1.3.2.1 Prevention of Signal Passing at Danger (SPAD)
1.3.2.1.1 TCAS system shall supervise the movement authority based on the signal aspect
and/or status of track circuit/axle counter, point position and the status of the
berthing track circuit.
1.3.2.1.2 A SPAD event shall be considered to have taken place when the front end of
train, even in long hood operation, crosses the Movement Authority.
1.3.2.2 Supervision of speed limits
1.3.2.2.1 A train shall be supervised to its static and dynamic train speed profiles.
1.3.2.3 Non Signalling Based Protective Functions
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1.3.2.3.1 Prevention of Head on & Rear end Collisions
1.3.2.3.1.1 TCAS unit shall be capable of preventing Head on & Rear end collisions in Sta-
tion section when both stations and locos are equipped with functional TCAS.
1.3.2.3.1.11.3.2.3.1.2 as well as TCAS unit shall be capable of preventing Head on &
Rear end collisions in Block section when both the locos are equipped with func-
tional TCAS units.
1.3.2.3.2 Prevention of Side Collision (infringement to adjacent lines) in Block Section
1.3.2.3.2.1 There shall be provision of automatically generating SoS from a loco TCAS unit
if it stops for a specific amount of time (Default: 10s) in the block section.
1.3.2.3.2.2 There shall be a provision to cancel the transmission of this message by Loco Pi-
lot by pressing a button on the DMI either before the generation or even after
transmission has started.
1.3.2.3.3 Protection of Roll Back
1.3.2.3.3.1 Loco unit shall be capable of detecting Roll Back (Direction of Throttle and
train/loco movement are opposite) of the train through train interface.
1.3.2.3.3.2 It shall be possible for the Loco Pilot to reverse the train, if situation so warrants,
by changing the mode of Loco unit to ‘Reverse Mode’.
1.3.2.3.3.3 The roll away/reverse movement intervention shall be indicated on the DMI.
1.3.2.3.3.4 When the traction unit has come to a standstill, Loco TCAS unit shall release the
brakes.
1.3.2.3.3.5 It shall ensure standstill protection when reverser is neutral and speed is zero in
the SR, LS, FS, OS, OV, PT and SH mode
1.3.2.3.4 Manual SoS generation/Cancellation
1.3.2.3.4.1 There shall be provision of manually generating and cancelling SoS from both
Stationary and Loco TCAS unit.
1.3.2.3.5. Loco Specific SoS:In case of unusual movement of Loco, Stationary TCAS shall
generate Loco Specific SoS. The Loco TCAS shall then bring Loco to Standstill.
AfterwardsSubsequently, the speed can be relaxed to 30 Kmph (default)
configurable or mode specific speed limit which ever is lower, until the Loco
Specific SoS is released by Stationary TCAS. The SoS time out and SoS Cancel
distance shall be as defined in configurable parameters in Annexure- A1.
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1.3.2.3.5 Auto whistling on approach of Level Crossing Gate
1.3.2.3.5.1 TCAS shall have provision of optional auto whistling to alert the road users of
approaching train.
1.3.3 Other Requirements
1.3.3.1 In case of more than one situations/ scenarios existing at the same time, the Loco
TCAS unit shall take action as per the most restrictive situation/ scenario.
1.3.3.2 Once a situation is detected by Loco TCAS unit based on the information re-
ceived by it, which warrants application of brake & further update of information
is not available, the action for brake application shall be initiated or continued if
already initiated as per the brake curve at the time receipt of last information. Fur-
ther update of brake curve shall be done only after start of receipt of further in-
formation.
1.3.3.3 Time reference for the entire TCAS network shall be synchronized. Logging shall
be done for every two seconds. In addition, logging shall also be done based on
occurrence of certain events.
1.3.3.4 The data shall be recorded at three levels. Detailed Data logging need to be re-
tained for minimum 72 hours. Maintenance data (clause 8.4, Part-B), which will
help in maintaining the TCAS, must be stored for minimum 15 days. The record
of critical events (clause 8.3 Part-B) needs to be maintained for minimum 90
days.
1.3.3.5 Loco TCAS shall intimate critical message such as “Single RFID Tag missing in
Set” to NMS which in turn shall send SMS alert to the Maintenance Staff.
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1.4 Failures and Fall-Back Procedures
1.4.1 Radio Communication Failure
1.4.1.1 Radio communication unit shall have hot standby. In the event of radio
communication failure, the loco TCAS unit shall transit from Full Supervi-
sion mode to Limited Supervision mode, in case SSP information is availa-
ble and shall seek acknowledgement from the lLoco Pilot. If the SSP in-
formation is also not available during Radio Communication Failure, Loco
TCAS shall transit from Full Supervision mode to Staff Responsible mode.
If the loco pilot fails to acknowledge the transition of mode within stipulat-
ed period (Default: 15s), Loco TCAS shall apply service brakes. The
movement authority in case of Radio Communication Failure shall be dis-
played as “Undefined”.
1.4.1.2 If the last packet received from Stationary TCAS unit is more than 6 sec-
onds older, the signal aspect and signal description shall be made blank.
However, the Loco TCAS shall continue to function in Full Supervision
mode and shall supervise the Movement Authority received in latest pack-
et.
1.4.2 Loco TCAS Equipment Failure
1.4.2.1 If there are failures of the Loco TCAS equipment which compromise the
safety of train supervision, the loco TCAS shall switch to System Failure
mode.
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Section-2
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2.1 Introduction
This part of the document sets forth general, operational, system, technical,
functional, and performance requirements in detail for Train Collision
Avoidance System (TCAS).
Provision of TCAS will be an additional safety aid to the loco pilot to
prevent consequences arising out of Signal Passing At Danger (SPAD),
to control train speed within specified limits, to display Signal Aspect in
Loco pilot’s cab and to further reduce the probability of train collisions
in block sections if both Loco TCAS are functional and on running lines
at stations through certain non-signalling based protections.
In the event of a conflict between this Specification and any other stand-
ards or specifications quoted herein, the requirement of this Specification
shall prevail.
The operation of TCAS shall, in no way, infringe/ overrule the rules of
normal train operations on Indian Railways.
2.2 Applicable Documents 2.2.1 This specification requires reference to the following
documents – 1 EN 50126 Railway Applications- Specifications and demonstra-
tion of Reliability, Availability, Maintainability &
Safety.
2 EN 50128 Railway Applications-Communications, Signalling
and processing systems-Software for Railway Control
and Protection Systems.
3 EN 50129 Railway Applications-Communications, Signalling
and processing systems- Safety Related Electronics
Systems for Signalling.
4 EN50159 Railway Applications-Communications, Signalling
and processing systems - Safety related communica-
tion in closed and open transmission systems.
6 EN 50121 -4 Railway Applications - Electromagnetic compatibil-
ity (EMC)
7 EN50238 Railway applications – Compatibility between roll-
ing stock and train detection systems
9 IEC 60571 Electronic Equipment Used on Rail Vehicles
10 IEC 61373 Railway Applications – Rolling stock equipment –
Shock and vibration tests
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11 ELRS/SPEC/SI/0015 Reliability of electronics used in rolling stock appli-
cation
12 RDSO/SPN/144 Safety and reliability requirement of electronic sig-
nalling equipment.
13 IRS: S 36 Relay Interlocking systems.
14 IRS: S 23 Electrical Signalling and Interlocking Equipment
15 RDSO/SPN/192 Electronic Interlocking
16 CTC/TS--—50459 Railway Applications - Communication, Signalling and Processing Systems - European Rail Traffic Management System - Driver-Machine Interface – Part 1:Ergonomic principles for the presentation of
ERTMS/ETCS/GSM-R Information
Part 1:Ergonomic arrangements of ERTMS/ETCS
Information
Wherever in this specification, any of the above mentioned specifications are referred,
the latest version/ issue of the same is implied.
2.2.2 All the provisions contained in RDSO’s ISO procedures laid down in Document
No. QO-D 78.1-11dated 19.07.2016 (titled “ Vendor-Changes in approved status”)
and subsequent versions/amendments thereof, shall be binding and applicable on
the successful vendor/vendors in the contracts floated by Railways to maintain
quality of products supplied to Railways.
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2.3 Abbreviations Abbre-
viation Full Form/ Description
AC Alternating current
ART Accident Relief Train
BIU Brake Interface Unit
CENEL
EC European Committee for Electrotechnical Standardization
CTS Clear To Send
CTC Centralized Traffic Control
DC Direct Current
DEMU Diesel-Electric Multiple Unit
DOX Data Activated Transmit
DPWCS Distributed Power Wireless Control System
ECR Lamp Checking Relay
EI Electronic Interlocking
EMC Electromagnetic compatibility
EMI Electromagnetic interference
EMU Electrical Multiple Unit
EPROM Electrically Programmable Read Only Memory
ERTMS European Rail Traffic Management System
ETCS European Train Control System
FCC Federal Communications Commission
FIFO First In First Out
FMEA Failure Mode Effect Analysis
FRS Functional Requirement Specification
FSK Frequency-Sshift kKeying
GNSS Global Navigation Satellite System
G&SR General & Subsidiary Rules
GPS Global Positioning System
GSM Global System for Mobile Communications
IBS Intermediate Block Signal
IEC International Electrotechnical Commission
ITU-T International Telecommunication Union - Telecommunication- Tele-
communication Standardization Sector Kmph Kilometers Per Hour
KMS Key Management System
LC Level Crossing
LTE Long Term Evoloution
MEMU Mainline Electrical Multiple Unit
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MIE Microprocessor/ Micro-controller based Intelligent Equipment
MRSP Most Restrictive Speed Profile
MTBF Mean Time Between Failures
MTBW
SF Mean Time Between Wrong Side Failures
MU Multiple Units
NMS Network Management System
OCIP Operation Cum Indication Panel
OFC Optical Fiber Communication
RAM Random Access Memory
RAMS Reliability, Availability, Maintainability & Safety
RDSO Research Designs & Standards Organiszation
RE Railway Electrification
RF Radio Frequency
RFID Radio Frequency Identification
RIU Remote Interface Unit
ROM Read Only Memory
RS485 Recommended Standard 485
RTS Request To Send
SIL Safety Integrity Level
SOS Save Our Souls – A distress message
SPAD Signal Passing at Danger
SRS System Requirements Specification
SSP Static Speed Profile
TCAS Train Collision Avoidance System
TIN Track Identification Number
TSR Temporary Speed Restriction
UNISIG European Signalling Industries
2.4 Definitions
2.4.1 Acceptance Tests: Tests carried out on the equipment/ system for the pur-
pose of acceptance of the equipment/ system.
2.4.2 Banking/ Coupled mode: When, in addition to main leading loco, one or
more locomotives are there in the train, other locomotives are said to be in
Banking/ Coupled mode.
2.4.3 Berthing Track: This is the designated section of the track in station section
on which trains normally stop e.g. Platform lines etc.
2.4.4 Block Section: The portion of the running line between two block stations
onto which no running train may enter until Line Clear has been received
from the block station at the other end of the block section.
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2.4.5 Communication Mandatory Zone: It is the area on track where continuous
communication between Loco TCAS and Stationary TCAS is required.
2.4.6 Driving Position: The position in the locomotive from where lLoco Ppilot
runs the locomotive/ train. Electric locomotives, some diesel locomotives,
EMU, MEMU, DEMU etc. have separate driving cabs for either direction
driving and therefore have one driving position in each cab. However, most
diesel locomotives have only one cab having two driving positions i.e. one
for each direction driving.
2.4.7 Dynamic speed profile: The speed-distance curve which a train shall follow
without violating the static train speed profile and till the end of movement
authority. This curve depends on the braking characteristics of the train and
the train length.
2.4.8 End of Authority (EOA): Location up to which the train is permitted to
proceed and where target speed is zero.
2.4.9 Factory Acceptance Tests: Tests carried out by installing some equip-
mentsequipment in the lab to prove that the system performs in accordance
with this specification & the application data..
2.4.10 Interlocked LC Gate: An LC Gate interlocked with Signals. Such gates are
protected though signals provided on trackside.
2.4.11 Level Crossing (LC): The intersection of road with railway track at the
same level.
2.4.12 Light Engine (LE): When the locomotive alone or consist of MU coupled
locomotives runs as a train, the train is called as Light Engine.
2.4.13 Locomotive: The word ‘locomotive’ wherever used in this specification
shall also mean the driving cab of EMU, MEMU, DEMU or any other self-
propelled vehicle running on Indian Railways.
2.4.14 Mid-Section: A location on track anywhere in the block section.
i.2.4.15 Movement Authority: The distance upto which the train is permitted to
travel without danger.
2.4.152.4.16 ‘Off’ aspect of a Signal: Any aspect other than ‘On’ aspect of a
signal.
2.4.162.4.17 ‘On’ aspect of a Signal: It is the most restrictive aspect of the
signal. In case of stop signal, Red (or Danger) aspect is the ‘On’ aspect.
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2.4.172.4.18 Overlap Distance: The length of track in advance of a stop sig-
nal, which must be kept clear, either for clearing the stop signal next in rear
or for the purpose of granting permission to approach. The overlap distance
may be different for different types of signals & signalling.
2.4.182.4.19 Point: A turnout or point is a mechanical installation enabling
railway trains to be guided from one track to another. The position of the
point is said to be ‘Normal’ if it is set to straight track & ‘Reverse’ if it is set
to diversion.
2.4.192.4.20 Routine Tests: Tests carried out on the equipment/ system by the
manufacturer during production.
2.4.202.4.21 Schedule of Dimensions (SOD): Indian Railways Schedule of
Dimensions.
2.4.212.4.22 Static speed profile: The Static Speed Profile (SSP) is a descrip-
tion of the fixed speed restrictions at a resolution of 5 Kmph for a part of
track sent from trackside to train.
2.4.222.4.23 Station Section: It is that portion of station limits which can be
used for shunting even after granting Line clear to station in Rear.
2.4.232.4.24 Stop Signal: A railway signal whose ON aspect is ‘ Red.‘Red’.
2.4.242.4.25 Track Identification Number (TIN): Track Identification Num-
ber is a unique number assigned to a portion of track in station section or
block section.
2.4.252.4.26 Traffic Direction: This is the direction of the train according to
the traffic movement as decided by the railway for a particular section e.g.
Up or Dn (down) or updown or fast or slow.
2.4.262.4.27 Direction of movement of loco: This is the direction of the train
as per Loco cab control e.g. Forward or Reverse or Neutral.
2.4.272.4.28 Type Tests: Tests carried out to prove conformity with the specification.
These are intended to prove the general qualities and design of the equip-
ment/ system.
2.5 System Structure
2.5.1 The Train Collision Avoidance system shall comprise of trackside equip-
ment including Stationary TCAS Unit and On-board
equipment.
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2.5.2 The system shall be compatible and interoperable with the existing TCAS
system on Indian Railways.
2.5.3 The TCAS System shall conform to Safety Integrity Level SIL-4 as per
CENELEC or equivalent standards. Non-Signalling based additional
collision protection features are non-SIL.
2.5.4 Sub-systems
2.5.4.1 Trackside Sub-system
2.5.4.1.1 The Trackside subsystem shall be comprised of
i. RFID tag
ii. Stationary TCAS Unit
iii. Tower and Antennae
2.5.4.1.2 RFID Tag
2.5.4.1.2.1 RFID tags shall be fitted on track in station section, point zones, near Sig-
nals & track in block section for giving Trackside information to Loco
TCAS unit.
2.5.4.1.2.2 RFID tags at all the places shall be duplicated with identical information re-
lated to operations except for Unique ID and other such information by
OEM Factory.
2.5.4.1.2.3 The RFID tags shall be fitted on the sleepers between the rails as per guide-
lines given for Indian Railways in the aAnnexure- 6.
i. RFID tag shall be as per following specifications:Suitable for reliable working at
train speed upto 200 KMPH (minimum).
ii. Frequency of operation: 865-867 MHz
iii. Can be programmable with minimum 128 bits (including CRC) of user data.
iv. Shall be able to work even when submerged in water up to rail level
v. Communication Protocol – EPCGEN2-ISO-18000-6D
vi. Shall have minimum IP 68 protection. It shall work after being submerged in 1
m depth water for 24 hours.
vii. Other requirements like environmental, climatic etc. as per RDSO/ SPN/144.
viii. Under field operating conditions RFID reader antenna shall be able to read
RFID tag from a vertical distance of 700mm from bottom of RFID reader
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antenna to top of the rail level. The installation of RFID reader antenna
would be done in such a manner so that the vertical distance from bottom of
RFID reader antenna to top of the rail level is 450mm +/-± 50mm and it is
normally at the centre of rolling stock with offset permissible to +/-± 100mm
in horizontal plane.
2.5.4.1.2.4 Linking
2.5.4.1.2.5 Aim of linking (For Normal Tags):
2.5.4.1.2.5.1 To determine whether an RFID tag has been missed or not found within
the expectation window, and to take the appropriate action.
2.5.4.1.2.5.2 To correct the accumulated Odometry error.
2.5.4.1.2.5.3 An RFID tag is linked when its linking information is known in advance.
2.5.4.1.2.6 Classification of Tags
2.5.4.1.2.6.1 RFID tags are categorized as follows:
a) Normal tag
b) Signal foot tag
c) Signal approach tag
d) TIN Discrimination tag
e) LC gate tag (optional)
f) Tunnel tag (for future use)
g) TCAS Exit tag
h) Adjustment/Junction tag
i)h) Banner/Caution Indicator Tag at Temporary Speed Restrictions (for future use)
2.5.4.1.2.6.2 Normal tags shall be provided in the block section as well as in station
section. The maximum distance between the two normal tags shall not be
more than 1000m. Each Normal tag shall be linked to next twonormal
tags in both the directions (Nominal & Reverse).
2.5.4.1.2.6.3 Signal foot tags shall be provided at foot of every signal post.
2.5.4.1.2.6.4 Signal approach tags shall be provided before the approach of (typically
150 ~ 250m) every signal post to correct the odometry error.
2.5.4.1.2.6.5 TIN Discrimination tags shall be used to indicate change in the TIN of
track section. Normally it will be placed at turnouts.
2.5.4.1.2.6.6 LC gate tag (optional) shall be provided at both sides of LC gate as re-
quired by operating Railway. Action in Loco Cab for LC Gate approach
would be a non-SIL requirement.
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2.5.4.1.2.6.7 Tunnel tags shall be provided in the tunnels (for future use).These tags
can be used where there are Radio holes.
2.5.4.1.2.6.82.5.4.1.2.6.7 TCAS Exit tag shall be provided at TCAS territory exit
point.
Adjustment tag shall be provided, wherever required, to adjust the absolute location in the
block section. Junction tag shall be provided, at the junction stations to correct the absolute lo-
cation. Junction tag data shall not be used to determine the train direction movement such as
Nominal or Reverse.2.5.4.1.2.5.9 Adjacent line info tag is used to specify adjacent line infor-
mation to generate SoS Messages accordingly.
2.5.4.1.2.6.9
2.5.4.1.2.6.10 Banner/Caution Indicator tag shall be used on approach of Temporary
Speed Restrictions of track section if required by operating Railway.
Speed Supervision for Temporary Speed Restrictions would be a non-SIL
requirement (for future use).
2.5.4.1.2.6.112.5.4.1.2.6.8 Refer Annexure-4 for RFID tag data format of all the
tags.
2.5.4.1.3 Stationary TCAS Unit
2.5.4.1.3.1 Stationary TCAS Unit shall comprise of
a) Station/LC/IB TCAS Vital Computer
b) Stationary TCAS Radio Unit
c) Remote Interface Unit
d) Station Master Operation and Indication Panel
2.5.4.1.3.2 Station/LC/IB TCAS Vital Computer
2.5.4.1.3.2.1 The Vital Computer of Station/LC/IBS TCAS Unit is a computer-based
system that generates messages to be sent to the train on basis of infor-
mation received from interlocking inputs and on basis of information
exchanged with the Loco TCAS units. Vital Computer architecture shall
be minimum 2 out of 2.
2.5.4.1.3.2.2 The interoperability requirements for the Stationary TCAS Unit are relat-
ed to the data exchange between the Stationary TCAS Unit and the Loco
TCAS unit,TSR interface, EI interface, CTC interface, adjacent Station-
ary TCAS interface, RFID Tag Data, Network Management System
(NMS) and Key Management System.
2.5.4.1.3.2.3 The data exchange Protocol between stationary TCAS to Stationary
TCAS is defined in Annexure-17.
2.5.4.1.3.2.4 Station/LC/IBS Vital Computer shall have Real Time Clock synchroniza-
tion facility with GNSS clock to synchronize with other TCAS systems in
hot standby manner.
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2.5.4.1.3.2.5 Station/LC/IBS Vital Computer shall have provision for the following:
a) To interface with signalling inputs in fail-safe manner.
b) The data shall be recorded at three levels. Detailed Data logging need
to be retained for minimum 72 hours. Maintenance data (clause 8.4,
Part-B), which will help in maintaining the TCAS, must be stored for
minimum 15 days. The record of critical events (clause 8.3 Part-B)
needs to be maintained for minimum 90 days.
c) Ethernet/E1 port and two GSM interfaces for connectivity with Net-
work Management System (NMS) and Key Management System.
d) To interface with OFC (E1 interface / Dark Fibre) / Quad cable for
connectivity with Remote Interface unit (minimum foursix).
e) USB interface for downloading of log & other data for diagnostic
purposes.
f) To interface with Video Display Unit (VDU) to show real time display of
Loco movements and signal aspects of the yard. However, Video
Display Unit (VDU) itself is not part of the set and needs to be pro-
vided if required by the operating Railway.
2.5.4.1.3.2.6 Station/LC/IBS Vital Computer shall work with input voltage of +24V or
+110 V DC, (+30%, -20%).
2.5.4.1.3.2.7 Stationary TCAS Unit shall be universally suitable for various types of
signalling of Indian Railways with or without provision of colour light
signalling. By default, it shall be suitable for interfacing with Panel Inter-
locking and Electronic / Solid State Interlocking.
2.5.4.1.3.2.8 Stationary TCAS Unit shall be capable of working in electrified as well
as non-electrified territories.
2.5.4.1.3.3 Stationary TCAS Radio Unit
2.5.4.1.3.3.1 Radio communication network shall be used for the bi-directional ex-
change of messages between Loco TCAS unit and Stationary TCAS units.
2.5.4.1.3.3.2 UHF full-duplex radio communication unit shall have hot standby provi-
sion with separate cable & antenna for each radio, to communicate with
Loco TCAS units.
2.5.4.1.3.3.3 If no communication is received from a registered loco TCAS unit for con-
tinuous 2 minutes, the same shall be deregistered by the stationary TCAS
unit.
2.5.4.1.3.3.4 The radio modem used shall be as per Annexure-5.
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2.5.4.1.3.3.5 The radio modems shall switch at predetermined interval not exceeding 3
cycles for transmission purpose, if both radio modems are working proper-
ly.The Movement Authority Packet shall be sent by switching radio mo-
dems at predetermined interval not exceeding 3 cycles for transmission
purpose, if both radio modems are working properly The SSP and TSR
packets shall be transmitted in a duplicate manner.
2.5.4.1.3.3.6 The communication mandatory zone for a stationary TCAS unit shall in-
clude at least two RFID tags prior to a distance of 1km from first approach-
ing signal of the respective stationary TCAS unit in Absolute Block Sec-
tion.
2.5.4.1.3.3.7 The Station / Interlocked LC Gates / IBS unit shall periodically transmit in
a manner not to cause clashing of signals from two such stationary units.
Refer Annexure-3 for Multiple Access protocol.
2.5.4.1.3.3.8 In order to improve the throughput, on recognition of radio message from a
fresh loco pertaining to the territory of Stationary TCAS unit, the Station-
ary TCAS unit shall allocate a Timeslot and Frequency Channel pair for
Communication with that particular Loco unit. Allocated Loco TCAS slot
shall not fall in the Stationary TCAS TDMA slot.
2.5.4.1.3.3.9 Stationary and Loco TCAS timeslots and frequency channel pairs shall be
approved by User Railway.Care should be taken so as to not allocate adja-
cent time slots at the same station. (TAN 5001)
2.5.4.1.3.4 Remote Interface Unit (RIU)
2.5.4.1.3.4.1 Remote Interface Unit (RIU) shall be used where remote signalling functions
are required to be fetched to a nearby Stationary TCAS unit.
2.5.4.1.3.4.2 Remote Interface Unit (RIU) shall have provision for interfacing with signal-
ling inputs in fail-safe manner.
2.5.4.1.3.4.3 RIU shall utilise line modems for communicating with stationary TCAS unit.
2.5.4.1.3.4.4 OFC shall be preferred the only as the media for connecting the various RIUs
to the stationary TCAS unit. However, where OFC link is not available, Quad
cable can be used for the purpose of connectivity.
2.5.4.1.3.4.5 In either case, OFC or Quad cable, ring network shall be formed to increase
availability of the network.
2.5.4.1.3.4.6 The vital protocol shall be compliant to CENELEC normative EN-50159
(closed communication system).
2.5.4.1.3.4.7 A single RIU shall be capable of communicating with two adjacent RIU units
so that the operations are not affected in case of communication link failure on
one side only.
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2.5.4.1.3.4.8 A single RIU shall be capable of handling at least 32 field inputs.
2.5.4.1.3.4.9 RIU TCAS unit shall consist of Vital Input modules with minimum Two-Out-
Of-Two architecture. Each vital input module shall have independent read
channels to read the status of each input.If the same state is detected after the
timeout (6 seconds) by any channel, a comparison of the obtained input state
between input channels shall be performed. Unless same status is detected
for same input through various input channels for definite time, correspond-
ing input state will not be considered as safe for further processing.
2.5.4.1.3.5 Station Master Operation andcum Indication Panel
2.5.4.1.3.5.1 Following indications/ buttons/ buzzers shall be given in the Station Master’s
OCIP:
a) Station Master’s Key
b) LCD display (4 Line x 20 char) (
c) SoS indication
d) Health indication
e) Audio Buzzer
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f) Three Push Buttons (Common, Generation and Cancella-
tion) to generate and cancel the SoS.
g) Electromechanical non-resettable 6 digit counter for re-
cording SoS operation.
h) TSR acknowledge button
2.5.4.1.3.5.2 The detail architecture typical diagram of SM-OCIP is discussed in
Annexure-176 shall be as follows:
2.5.4.1.3.5.3 12 core signalling cable shall be used for button, counter and power
supply. 10 pair PIJF cable shall be used for communication,
2.5.4.1.2.5.4 Health Indication shall be flashing green if stationary TCAS is healthy
and . iIt shall be made blank when Stationary TCAS is not healthy and
Red indication shall glow.
2.5.4.1.2.5.5 The detailed architecture of SM OCIP is discussed in Annexure-17.
Tower and Antenna
2.5.4.1.3.6 Coaxial cable suitable for UHF applications with 50Ω characteristic imped-
ance and losses within 1dB / 10m is to be used.
2.5.4.1.3.7 The stationary communication system for station/IBS/mid-section inter-
locked Gate unit shall provide communication coverage at least in commu-
nication mandatory zone for the stationary TCAS unit.
2.5.4.1.3.8 The antennae for stationary communication system at station/ IBS/ mid-
section interlocked Gate unit shall be combination of vertically polarized
omni and/ or directional antennae. The antenna cable & antenna shall be
suitable to provide a minimum range of communication approximately 1.5
km on approach of first signal of the Stationary TCAS unit (typically 4.5
kms in case of Double-Distant territory of Indian Railways).
2.5.4.1.3.9 The Radio Network Link shall be designed so as to have received signal
strength generally not poor than -85 dBm and packet error rate not exceeding
5% throughout the Communication Mandatory Zones. The maximum length
of permanent dark zone for which radio communication interruption is per-
mitted at single stretch is 100m as far as possible and such dark zone shall
not be in vicinity of a stop signal.
2.5.4.1.3.10 Communication need not be mandatory in tunnels except for those which are
on immediate approach (distance corresponding to 30 seconds at highest
permissible speed of any TCAS equipped train at that spot) of a signal.
Leaky feeder cable type communication arrangements are to be made avail-
able in such tunnels. (Radio Hole concept to be included in Radio Packet).
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2.5.4.1.3.11 All efforts shall be made avoid Radio Holes.There shall not be any stop sig-
nal or track section boundary inside a radio hole. If this is unavoidable,
Movement Authority shall be extended only up to the first approaching stop
signal in radio hole area.The other signals are to be crossed by the Loco Pilot
in OV Mode. The radio hole shall be indicated in the RFID layout and shall
also reflect in TCAS Control Table.When Radio hole information is received
from Stationary TCAS,, Loco TCAS shall display “Approaching Radio Hole
in XXXXm” in the context message window of DMI. The Radio Hole
Symbol shall be displayed in the Radio Signal strength window. Loco TCAS
shall continue to be inFS Mode. Loco TCAS shall hold SSP and MA for that
section. Stationary TCAS shall deregister the loco after two minutes. Actual
Radio hole distance + 10 seconds (default, 6-12 seconds)x current speed
shall be calculated as radio hole distance by Loco TCAS. Upon resumption
of radio communication, new session is to be established. The Loco Pilot
may continue on any valid movement authority. If the Loco Pilot reaches the
end of authority and the symbol is still displayed, the Loco Pilot shall apply
the rule for “authorising the passing of Signal at Danger”.
2.5.4.1.3.12 Design of Stationary TCAS tower and foundation not being part of this Spec,
Purchaser railway has to take following actions:
5.4.1.3.12.1 Purchaser railway shall decide type of Tower - Whether Lattice type or
Concrete type or any other type.
5.4.1.3.12.2 Purchaser railway shall decide height of tower. Minimum height of self-
supported tower shall be of 30m (for future installations tower height shall
be 40m) height above ground level. In case of tower on top of building, the
typical height shall be on 4 m on top of building.
5.4.1.3.12.3 Purchaser railway to ensure that basis of design of tower and foundation
shall include wind velocity, soil bearing capacity, tower site, Ladder,
Platform, Staging, Aviation Lamp and Earthing arrangement.
5.4.1.3.12.4 Design of tower and its foundation shall have acceptance of purchaser
railway prior to commencement of their execution work.
5.4.1.3.12.5 Required WPC, SACFA and any other regulatory authority clearances shall
be obtained by Purchaser Railway.
2.5.4.2 On-board Sub-system (Loco TCAS Unit) 2.5.4.2.1 The On-board subsystem shall be comprised of
i. Loco TCAS Vital Computer
ii. RFID readers consisting of two RFID Reader Antenna in hot
standby
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iii. Loco TCAS Radio Unit consisting of two Radio Modems in hot
standby with separate cables and antennae for each radio or LTE
unit (XX Nos) as prescribed by the purchaser.
iv. Two Driver Machine Interface (DMI) for each locomotive or one
DMI for each Driving motor coach of
EMU/DMU/MEMU/DEMUetc.
v. Brake Interface Unit (BIU), where required
vi. The system shall have spare ports for future expansion to be inter-
faced with GSM-RLTE Module and BTM Reader, if required, asper
UNISIG specifications for ERTMS / ETCS TPWS. Currently, SRS
2.3.0d and 2.2.2are in vogue in Indian Railways.
2.5.4.2.2 Loco TCAS Vital Computer
2.5.4.2.2.1 The Loco TCAS vital computer is a system that supervises the movement
of the train to which it belongs, on basis of information exchanged with
Stationary TCAS units and other Loco TCAS units. Vital Computer archi-
tecture shall be minimum 2 out of 2.
2.5.4.2.2.2 Loco TCAS vital computer shall have Real Time Clock synchronization
facility with GNSS clock to synchronize with other TCAS systems in hot
standby manner.
2.5.4.2.2.3 Loco TCAS vital computer shall have provision for the following:
i. To interface with train interface unit & brake interface unit.
ii. The data shall be recorded at three levels. Detailed Data logging need
to be retained for minimum 72 hours. Maintenance data (clause 8.4,
Part-B), which will help in maintaining the TCAS, must be stored for
minimum 15 days. The record of critical events (clause 8.3 Part-B)
needs to be maintained for minimum 90 days.
iii. Two Direction sensing type Speed Sensor interface for distance and
speed measurement.
iv. To interface with RFID reader to read RFID tags fitted on the track.
a)v. E) To interface with BTM reader to read Balise fitted on the track in
TPWS sections.
iv.vi. To interface with Driver Machine Interface (DMI) consisting of dis-
play arrangement & buttons/ switches for operation.
v.vii. Two GSM interfaces for connectivity with centralized Network
Management monitoring System and Key Management System. It
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shall be also to be operable with LTE where LTE is provedI.f TCAS
is provided over LTE, this clause is not applicable.
vi.viii. USB interface for downloading of log & other data for diagnostic
purposes.
2.5.4.2.2.4 It shall be suitable for use on AC/DC Traction,
EMUs/DMUs/MEMUs/single or multi-headed electric/diesel locomotives/
banking locomotives.
2.5.4.2.2.5 The Loco TCAS unit and Track side sub system shall not in any way in-
fringe the schedule of dimensions being followed by the Indian Railways.
2.5.4.2.2.6 The equipment shall work on DC supply source normally consisting of
accumulator battery and / or an auxiliary generator. The nominal and lim-
its of voltage in which the equipment shall operate satisfactorily are as un-
der.
Type of Locomotive Nominal Voltage Limits of Voltage
Diesel-Electric 72 Volts DC 50 to 90 Volts DC
Electric, EMUs, DE-
MUs, MEMUs etc.,
110 Volts DC 78 to 136 Volts DC
Voltage fluctuations lying between 0.6 to 1.4 times of Nominal voltage and
not exceeding 0.1 second shall not cause any deviation in functioning of
BIU the unit (Clause 5.1.1.2 of IEC 60571). Voltage fluctuations lying be-
tween 1.25 to 1.4 times of Nominal voltage and not exceeding 1 second shall
not cause damage to the unit. The unit may not be fully functional during
these fluctuations.(Clause 5.1.1.2 of IEC 60571).
2.5.4.2.2.7 Loco TCAS unit shall be suitable for all types of electric and diesel locomo-
tives, including all types of microprocessor based locomotives and Locomo-
tives with Distributed Power Control System (DPCS) / Distributed Power
Wireless Control System (DPWCS) running on Indian Railways.
2.5.4.2.2.8 Loco TCAS unit shall be suitable for various types of braking systems of
Diesel and Electric Locomotives. The type of loco, braking system and in-
puts for interface would be provided by Purchaser for retro-fitment.
2.5.4.2.2.9 Loco TCAS units shall be capable of working in all electrified as well as
non-electrified territories.
2.5.4.2.2.10 Electromechanical non-resettable 6 digit counters for recording operation of
Loco unit to Isolation Mode, Trip/Override &SoS (transmit/receive) are to
be provided. The installation scheme is included in Annexure-02XX(to be
given by Kernex).
2.5.4.2.2.11 Loco TCAS shall interface with Loco Cab controls to determine train direc-
tion. For retro-fitment, the Loco dependent details for interface are to be
provided by Purchaser.
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2.5.4.2.3 Loco TCAS Radio Unit (If UHF is used)
2.5.4.2.3.1 Loco TCAS Radio Unit specifications shall be similar to Stationary TCAS
unit.
2.5.4.2.3.2 It shall have provision to switch to other frequency channel, whenever re-
quired.
2.5.4.2.3.3 The radio modems shall switch at predetermined interval not exceeding 3
cycles for transmission purpose, if both radio modems are working properly.
2.5.4.2.3.4 Loco unit Antenna shall be Omni-directional & shall have vertical polariza-
tion preferably with a gain of 3 dBi.
2.5.4.2.3.5 Loco unit antenna shall be able to withstand air pressure when the loco is
running at a speed of 200 kmph.
2.5.4.2.3.6 The outdoor cable for connection to Loco unit and GPS / GSM / UHF An-
tennae shall be waterproof and flame retardant.
2.5.4.2.3.7 The Loco unit, when not allotted with any timeslot, it shall start transmitting
in one of the reserved timeslots nominated for this purpose in frequency f0.
2.5.4.2.3.8 In Block sections, if communication is not required with stationary unit, Lo-
co unit should transmit the access request message on f0 frequency in the
portion of the frame cycle nominated for this purpose so that other nearby
Locos can directly receive the messages.
2.5.4.2.4 RFID Reader
2.5.4.2.4.1 Each Loco TCAS unit shall have two RFID readers for getting the infor-
mation from RFID tags fitted on the trackside in hot standby manner.
2.5.4.2.4.2 The RFID reader shall be as per following technical specifications:
i. Suitable to be fitted underneath Locomotive body & shall be rugged
enough to withstand vibrations.
ii. Suitable for reliable working at Locomotive speed upto 200 KMPH.
iii. Frequency of operation : 865-867 MHz
iv. Should meet EN 55022, Class B for Radio Frequency disturbances.
v. Communication Protocol shall be : EPCGEN2-ISO-18000-6D
vi. Shall have minimum IP 65 protection, if the RFID reader is placed out-
side of locomotive or IP 64 protection, if the reader is placed inside the
locomotive.
vii. Other requirements like environmental, climatic etc. as per RDSO/
SPN/144.
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viii. Under field operating conditions RFID reader antenna shall be able to
read RFID tag from a vertical distance of 700mm from bottom of RFID
reader antenna to top of the rail level.
ix. The installation of RFID reader antenna would be done in such a manner
so that the vertical distance from bottom of RFID reader antenna to top
of the rail level is 450mm +/- 50mm. The lateral centre of RFID reader
antenna shall be within +/- 50mm of track centre with antennae in hori-
zontal plane.
a)x. Height, inclination angle and spacing between two tags to be provided
as per recommendation of OEM of RFID.
2.5.4.2.4.3 When Loco TCAS unit RFID reader passes over RFID tag, RFID tag shall
transmit the programmed data to RFID reader. The horizontal range of RFID
reader shall not be more than 750mm under field operating conditions.
2.5.4.2.4.4 Loco unit shall calculate the location of the train between two RFID tags dy-
namically based on the distance travelled from last RFID tag through speed
sensing arrangement provided on Locomotive.
2.5.4.2.4.5 Loco unit shall act as per the information received from even one RFID tag
out of duplicated tags. However, in such case, it shall log the missing RFID
tag & transmit the same to NMS. On registering, the stationary TCAS shall
send all the expected RFID sequences. Loco TCAS shall monitor the same. In
case of single or duplicated missing tags, information shall be sent to NMS. If
turn out tag is over read by Loco, the same shall be informed to NMS.
2.5.4.2.4.6 On not receiving any information from any one Normal RFID tag either due
to both tags missing or due to any other reason, 50 m beyond the expected lo-
cation, Tag missing indication shall be displayed on DMI.
2.1.1.1.1.12.5.4.2.4.7 If two consecutive Normal RFID tags are not read , either due to
tags missing or due to any other reason, Loco TCAS shall switch from Full
supervision mode to Limited supervision mode.If no tags are read by TCAS
for 3000XX Kilometers (configurable min 2000 meter and max 5000 meter),
TCAS shall transit to SR Mode and seek for Loco Pilot acknowledgement.
Radio communication shall be stopped. If tags are read subsequently, TCAS
shall start radio communication.
2.5.4.2.4.72.5.4.2.4.8 If Loco TCAS unit reads the TCAS exit tag (non-TCAS territory),
it shall stop the radio communication and shall switch to ‘Staff Responsible”
mode.
2.5.4.2.5 Loco pilot Machine Interface (DMI)
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2.5.4.2.5.1 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI) shall consist of
suitable display arrangement and buttons/ switches for operation.
2.5.4.2.5.2 The Operating System, Complier and Source code shall be certified to SIL-2
as per EN-50128 or equivalent standards .for The softwarefollowing func-
tions of DMI shall be verified & validated to Safety Integrity Level to achieve
(SIL) -2 of CENELEC or equivalent international standardsSIL-2 functionali-
ty.
i. Communication with Loco TCAS.
ii. Train type selection by the loco pilot.
iii. SOS operation by the loco pilot.
iv. Signal aspect display
v. Train length display
vi. Train type display
vii. The function in DMI for displaying the context messages for Loco Pilot’s
attention.
viii. Display of all modes of loco operation
ix. Current speed
x. Over speed
xi. Permitted speed
xii. Target speed (For entering into loop line)
xiii. Movement Authority (MA)
2.5.4.2.5.22.5.4.2.5.3 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI)
shall have minimum 12 soft keys (including 2 spare keys for future use), 4
navigation (Up/Down/Left/Right), Brightness Control Keys, Clear Key and
Enter Key.
2.5.4.2.5.32.5.4.2.5.4 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI)
shall have three push buttons, namely SoS, Common and ACK.
2.5.4.2.5.42.5.4.2.5.5 Loco TCAS unit shall transmit SoS message, when SoS and
Common push buttons are pressed simultaneously.
2.5.4.2.5.52.5.4.2.5.6 Loco TCAS unit shall stop the transmission of SoS message,
when ACK and Common push buttons are pressed simultaneously.
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2.5.4.2.5.62.5.4.2.5.7 ACK push button shall be used for Loco pilot acknowledgement,
such as inhibiting the side collision message in block section, when transiting
from Full supervision mode to Limited supervision mode/Staff Responsible
mode.
2.5.4.2.5.72.5.4.2.5.8 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI)
shall have two indications (both in bi-color) to display system health status
and SoS status.
2.5.4.2.5.82.5.4.2.5.9 Loco TCAS unit shall display the System health status as Green
as long as system is healthy otherwise it shall be displayed as Red.
2.5.4.2.5.92.5.4.2.5.10 Loco TCAS unit shall display the SoS indication as Green as long
as no SoS (Transmit/Receive). It shall be displayed as Red, if SoS is received
or transmitted.
2.5.4.2.5.11 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI) shall have a one
two numbers of two position switch i.e TCAS-ETCS Change over switch:.
2.5.4.2.5.11.1 with “Leading” and “Non-Leading” positions.
2.1.1.1.1.22.5.4.2.5.11.2 Details for BTM integration are attached in Annexure-14.
2.1.1.1.1.3 Provision shall be there for selecting Train Type such as “Light
Engine”, “Coaching Train Formation” or “Goods Train Formation” and the load
(Train Consist) through DMI to acquire the braking characteristics of train.
2.5.4.2.5.102.5.4.2.5.12 Loco Pilot’s Operation-cum-indication panel (LP-OCIP/DMI)
shall have electronic buzzer to generate audio alerts / alarms.
2.5.4.2.5.112.5.4.2.5.13 Refer Annexure-2 for display requirements of DMI.
2.5.4.2.6 Brake Interface Unit (BIU)
2.5.4.2.6.1 TCAS shall be capable of giving following three levels of brake commands
for train braking:
i. Normal Brake (NB) command (not applicable for EMUs and other self-
propelled vehicles)
ii. Full Service Brake (FSB) command
iii. Emergency Brake (EB) command
2.5.4.2.6.2 Loco TCAS shall also give additional command i.e. Loco Brake command in
conjunction with Normal Brake / Full Service Brake / Emergency Brake, to
develop Brake Cylinder pressure up to maximum value corresponding to loco
independent brake, if the train is identified as a Light Engine.
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2.5.4.2.6.3 The Brake Interface Unit (BIU) features:
2.5.4.2.6.3.1 BIU shall apply normal, service & emergency brakes of locomotives respec-
tively based on the type of brake command received from Loco TCAS unit. In
addition to these brakes, it shall also apply Loco brake, if Loco Brake com-
mand is generated by Loco TCAS.
2.5.4.2.6.3.2 BIU shall not reduce the braking level initiated by the Loco Pilot. However,
TCAS can increase the level of braking over loco pilot initiated braking as
and when need arises.
2.5.4.2.6.3.3 It shall not modify the existing braking characteristics of the locomotive (sin-
gle/MU/Banking) as well as other self-propelled vehicles treated as train.
2.5.4.2.6.3.4 It shall automatically cut off traction/ regression at the instance of Loco unit
initiated braking & traction shall be restored enabled after withdrawal of Loco
unit brake commands. Loco pilot has to physically operate the traction subse-
quently, to power the train.
2.5.4.2.6.3.5 It shall be possible to increase the extent of brake level (initiated by Loco
unit) by the loco pilot, if he desires so.
2.5.4.2.6.3.6 Whenever braking command is withdrawn by TCAS, the TCAS initiated
brake shall release and traction shall restore automatically.
2.5.4.2.6.3.7 The Loco TCAS Vital Computer hardware design shall have feasibility for in-
terfacing to BIU either through potential free contacts or through DC voltage
or current loop or Serial Communication ports as specified by Purchaser. Pur-
chaser need to provide interface details.
2.5.4.2.6.3.8 The TCAS Vital Computer shall have feasibility for interfacing with Univer-
sal BIU as and when developed as per relevant RDSO Spec.
2.5.4.2.6.4 Brake Characteristics
2.5.4.2.6.4.1 The onboard equipment shall have provision for acquiring the braking charac-
teristics through DMI as per the selections made by Loco Pilot at the start of
mission or whenever there is change in train consist.
2.5.4.2.6.4.2 On formation of a new train, Loco TCAS unit shall prompt Loco Pilot for se-
lecting the train consist.
2.5.4.2.6.4.3 The brake characteristics shall be such that in the event of perceived danger,
the loco unit shall be able to stop train short of safe distance or control the
speed to desired value before target. This distance should be possible to be
configured during installation with nominal values as 100m 300m for Rear-
end Collision prevention, stop immediately on detection of 300m for Head-on
Collision prevention and short of Signal at Danger in case of SPAD preven-
tion.
174462/2020/O/o ED/Tele-II/RDSO758
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 40 of 375
2.5.4.2.6.4.4 It shall be possible to test the working of all brake valves of Brake Interface
Unit (BIU) in stationary condition of the train by pressing Manual Brake Test
(MBT) button by the Loco Pilot.
2.5.4.2.6.4.5 The MBT shall be possible to be initiated through a soft key on the OCIP.
2.5.4.2.6.4.6 The braking logic of the Loco unit shall be so intelligent that based on the
brake characteristics of the train and depending upon the speed of the train,
gradient of the location & the target, Loco unit shall decide which type(s) of
brake and when to be applied to stop the train short of safe distance or control
the speed to desired value before target without frequent repeated braking.
2.5.4.2.6.4.7 In case the distance available between the train and target at the instance of
perceived danger is not adequate, Loco unit shall apply maximum brake to re-
duce the speed of the train as much as possible under the circumstances so
that impact can be minimized.
2.5.4.2.6.4.8 Design of the Loco unit equipment shall be such that its brake interface unit
can be isolated by the Loco Pilot as and when required. The isolation switch
and other switches along with the counters shall be provided in a uniform
manner in an encapsulated box at an identifiable place within Loco.
2.5.4.2.6.4.9 The isolation of brake interface shall be communicated to the Network Man-
agement System through GSM/LTE.
2.5.4.2.6.4.10 The isolation mechanism must be protected and isolation of braking interface
must be recorded through the counter provided.
2.5.4.2.6.4.11 The message about such isolation shall be displayed on Loco Pilot’s OCIP to
inform Loco Pilot aboutthe isolation of TCAS.
2.5.4.2.6.4.12 Isolation of TCAS/BIU shall not affect existing brake characteristics of the
loco/other self-propelled vehicles.
2.5.4.2.6.4.13 Traction cut off feature through TCAS shall also be isolated under such
events.
2.5.4.2.6.4.14 The system design shall be such that in case of Stop Signals at ON / End of
Authority:
i. The train stops within 100m on approach of the signal for 95% of the
cases.
ii. The train stops within 150m on approach of the signal for 98% of the
cases.
a) The train is stopped within Overlap by application of Emergency Brakes.
iii. On detection of incident of stop signal subsequently put back to ON, the
train stops with Train Trip through application of Emergency Brakes
at least after crossing the Signal if not earlier.
174462/2020/O/o ED/Tele-II/RDSO759
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 41 of 375
2.5.4.2.6.4.15 Train type/configuration shall be selected through DMI to acquire the braking
characteristics of train.
2.5.4.2.6.4.16 The braking algorithm used shall be suitable to the application environment
including all types of rolling stock and section. The braking algorithm is given
in Annexure-15.
2.5.4.2.6.4.17 The system should be designed in such a way to detect slip or slide and miti-
gate their effect to keep the error in speed
(5kmph or 5%, whichever is lower) and distance (+/- 50 m) within the limits
specified. If the wheel is slipping continuously for more than 90 seconds (de-
fault, Min: 60, Max 180 seconds), TCAS shall transit to SR Mode and prompt
for acknowledgement. It shall continue to do so, till the condition of wheel
slip/slide is removed. No braking to be applied if acknowledgement is re-
ceived from Loco Pilot.
2.5.4.3 Radio Communication Security and Key Management System 2.5.4.3.1 Communication technique based on AES-128 security coding shall be used for
communication between Stationary and Loco TCAS Units to comply with
EN-50159.
2.5.4.3.2 In the TCAS System Radio Communication shall use cryptographic techniques
with security keysto transfer messages between Loco TCAS and Stationary
TCAS units..
2.5.4.3.3 When the Stationary TCAS unit communicating the safety related data with Lo-
co TCAS, it shall verify that communication is established with an authorized
Loco TCAS unit and vice versa. Consequently the authenticity and integrity
of any information exchanged between Loco TCAS and Stationary TCAS unit
shall also be verified.
2.5.4.3.4 . In order to ensure complete protection, the above procedure shall take place
each time the Loco TCAS and Stationary TCAS unit effectively start a new
communication session between them.
2.5.4.3.5 After each successful Identification & Authentication dialogue, the data shall be
protected using a Message Authentication Code (MAC).
2.5.4.3.6 All messages in timeslots reserved for emergency messages and Loco-to-Loco
direct communication, are not subjected to aforesaid procedure of I&A dia-
logue due to nature of the information conveyed by such messages.
2.5.4.3.7 Key Definition & Type of Keys:
2.5.4.3.7.1 Key is defined as a sequence of 128 bits. The following table summarizes the
key types and usage of each type of key.
Key
Name
Purpose Origin
KA Authentication key used for session key
derivation in order to establish a safe
connection between Stationary & Loco
This key will be communicated
by Key Management System
(KMS) to all Loco and Stationary
174462/2020/O/o ED/Tele-II/RDSO760
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 42 of 375
TCAS units. TCAS units and it will have valid
time period for its usage. It can
be changed from time to time.
Key Management System would
be centralized for Indian Rail-
ways.
KS Session key used for protection of data
transfer between Stationary & Loco
TCAS units.
This key will be computed by
Loco TCAS and Stationary
TCAS units at the time of estab-
lishment of communication ses-
sion between Stationary TCAS
unit and Loco TCAS Unit.
2.5.4.3.7.1.1 Authentication Key (KA):
Authentication Keys are group of 2 keys. Authentication can be same for group
of Stationary TCAS and Loco TCAS pairs. This group of keys shall be stored in
separate memory. Following table shows one set of Authentication keys for ex-
ample.
Memory Location Key Name Key Code in Hex
0 Authentication Key 1 0x12345678
90ABCDEF1234567890ABCDEF
1 Authentication Key 2 0x567890ABCDEF123456781234CDE
F1234
Derivation of Authentication Key KA for a pair of Stationary TCAS and Loco TCAS system is as
follows:
Authentication Key = (Stationary TCAS ID + Loco TCAS ID ) mod 2
Example: Stationary TCAS ID = 501, Loco TCAS ID = 27854
((501+27854) mod 2) = 1
For the pair of Stationary TCAS (501) and Loco TCAS (27854) the Authentication
Key is stored in the memory location -1 (i.e Authentication Key 2).
2.5.4.3.7.1.2 Transmission of Authentication Key:
5.4.3.7.1.2.1. Key management system (KMS) shall generate sets of Authentication Keys with
valid time period for each set. Following table illustrates the structure of Authen-
tication Keys.
Authentication Keys
Unique ID
Four Bytes (KMS will generate Unique ID at the time of
generation of Authentication keys)
Number of Key Sets One Byte ( Value : 4 for this example)
174462/2020/O/o ED/Tele-II/RDSO761
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 43 of 375
Authentication Keys Set Name Beginning Time End Time
Authentication Key 1 to
Authentication Key 2
Set 1 HH DD MM YY HH DD MM YY
Authentication Key 1 to
Authentication Key 2
Set 2 HH DD MM YY HH DD MM YY
Authentication Key 1 to
Authentication Key 2
Set 3 HH DD MM YY HH DD MM YY
Authentication Key 1 to
Authentication Key 2
Set 4 HH DD MM YY HH DD MM YY
5.4.3.7.1.2.2. The Key validity period shall be defined by the beginning date followed by
the end date of validity period for each set (in HH DD MM YY format e.g. 15
01 01 17 means 03.00 PM of 1st January, 2017 in Hex format, in 24 hours
format). Indian Standard Time shall be used for the Authentication Keys va-
lidity period.
5.4.3.7.1.2.3. KMS shall generate Unique ID at the time of generation of Authentication
Keys. This Unique ID shall be used to know the latest Authentication Keys
available with the KMS.
5.4.3.7.1.2.4. KMS shall maintain 30 sets of Authentication Keys.. However, the total time
duration of all the Authentication Key sets shall not be less than 120 days.
The KMS shall add required number of keys when the total time duration of
key sets available falls to less than 60 days. However, the previous remaining
keys shall not be changed during this addition of keys.
5.4.3.7.1.2.5. Stationary TCAS or Loco TCAS Units shall send the Authentication Query
message to KMS every 6 hours.
5.4.3.7.1.2.6. If TCAS sub-systems find that new set of Authentication keys are available at
KMS, it shall send request to Key Management System at randomized time
over next 2 hours.
5.4.3.7.1.2.7. Randomized request shall be as follows:
Request time in a day minutes = (Loco ID or Station ID) mod (2Hr * 60 min).
Example: For Loco ID 27854, request time = 27854 mod 120.
The Loco 27854 shall send its first request at 14 minutes.
5.4.3.7.1.2.8. If the first request is not successful, it shall send request for every 30 minutes
until it receives the information from Key Management System.
5.4.3.7.1.2.9. KMS shall send Authentication keys to Stationary TCAS or Loco TCAS , when
it receives the request for same.
5.4.3.7.1.2.10. KMS shall verify the authenticity of request before transmitting the Authentica-
tion Keys.
174462/2020/O/o ED/Tele-II/RDSO762
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 44 of 375
5.4.3.7.1.2.11. KMS shall have the database to store the mobile numbers of all the Stationary
TCAS and Loco TCAS units. These mobile numbers shall be used to verify the
authenticity of Authentication Keys request. These mobile numbers will be fed
online through secured transaction by the user Railways.
5.4.3.7.1.2.11.5.4.3.7.1.2.12. Process flow for authentication keys transmission is depicted in
following diagram
5.4.3.7.1.2.12.5.4.3.7.1.2.13. KMS is responsible for distribution of authentication keys
to TCAS systems for radio security.
5.4.3.7.1.2.13.5.4.3.7.1.2.14. Key Management System shall have a registered URL or a
constant public domain IP for packet reception. All the TCAS systems shall use
GPRS/LTE to communicate with KMS. If GPRS is used, SIM cards, for the
purpose of TCAS, shall be provided by purchaser Railway.
5.4.3.7.1.2.14.5.4.3.7.1.2.15. KMS shall use OTP (One Time Password) over SMS
technique, through GSM, to authenticate the TCAS systems before sharing the
Authentication Keys. KMS shall send an OTP (SMS) to the registered mobile
number after receipt of Identification message.
5.4.3.7.1.2.15.5.4.3.7.1.2.16. TCAS systems shall verify currently used Authentication
Key set in the KMS by validating the Key set ID received in the Authentication
Request message with the current Authentication set ID in the KMS.
5.4.3.7.1.2.16.5.4.3.7.1.2.17. Stationary or Loco TCAS units shall send the request by
using GPRS.
5.4.3.7.1.2.17.5.4.3.7.1.2.18. Stationary TCAS or Loco TCAS shall send the Identifica-
tion message to KMS at the time intervals defined above, when new set of keys
are required..
174462/2020/O/o ED/Tele-II/RDSO763
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 45 of 375
5.4.3.7.1.2.18.5.4.3.7.1.2.19. When the request is received by the KMS for Authentica-
tion Keys, it shall send OTP to the respective TCAS unit through SMS. KMS
shall also send Identification acknowledgment message, to update the status of
SMS (OTP).
5.4.3.7.1.2.19.5.4.3.7.1.2.20. KMS shall send the Authentication key message to TCAS
units, if it receives the OTP.
5.4.3.7.1.2.20.5.4.3.7.1.2.21. TCAS units shall store the Authentication Keys.
5.4.3.7.1.2.21.5.4.3.7.1.2.22. Following tables shows the packet structure to be used for
communication between KMS and TCAS units for the purpose of transmission
of Authentication Keys.
5.4.3.7.1.2.21.1.5.4.3.7.1.2.22.1. Identification Message, 20 bytes (TCAS to KMS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0x90
Message Length 2
Message length in terms of
bytes from Date field to
CRC field (inclusive of
both)
Date 3 DD:MM:YY in Hex
Time 3 HH:MM:SS in Hex
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Unit ID 3 Stationary TCAS ID or Lo-
co TCAS ID in Hex
SIM ID 1 0x01 – Primary
0x02 – Secondary
32 Bit CCITT CRC 4 Packet CRC from message
to type to SIM ID
5.4.3.7.1.2.21.2.5.4.3.7.1.2.22.2. Identification Acknowledge Message, 20 bytes (KMS to
TCAS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0x91
Message Length 2
Message length in terms of
bytes from Date field to CRC
field (inclusive of both)
174462/2020/O/o ED/Tele-II/RDSO764
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 46 of 375
Date 3 DD:MM:YY in Hex
Time 3 HH:MM:SS in Hex
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Unit ID 3 Stationary TCAS ID or Loco
TCAS ID in Hex
Acknowledge Status 1
0x01 – OTP sent
0x02 – TCAS ID not registered
0x03 – Message delivery failed
32 Bit CCITT CRC 4 Packet CRC from message to
type to Ack Status
5.4.3.7.1.2.21.3.5.4.3.7.1.2.22.3. Authentication Key Request Message, 24 bytes (TCAS to
KMS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0x92
Message Length 2
Message length in terms of
bytes from Date field to
CRC field (inclusive of
both)
Date 3 DD:MM:YY (in Hex)
Time 3 HH:MM:SS (in Hex)
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Unit ID 3 Stationary TCAS ID or Lo-
co TCAS ID in Hex
SIM ID 1 0x01 – Primary
0x02 – Secondary
OTP 4
OTP received in SMS, 4
character Alpha Numeric
Code
32 Bit CCITT CRC 4 Packet CRC from message
to type to OTP
5.4.3.7.1.2.21.4.5.4.3.7.1.2.22.4. Authentication Key Message (KMS to TCAS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
174462/2020/O/o ED/Tele-II/RDSO765
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
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Message Type 1 0x93
Message Length 2
Message length in terms of
bytes from Date field to
CRC field (inclusive of
both)
Date 3 DD:MM:YY (in Hex)
Time 3 HH:MM:SS (in Hex)
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Unit ID 3 Stationary TCAS ID or Lo-
co TCAS ID in Hex
Key set Unique ID 4 Unique ID of Key Set
Number of Key Sets (n) 1 0x1E
Key set – x validity start
time 4 HH DD MM YY (in Hex)
Key set – x validity end
time
4 HH DD MM YY (in Hex)
Key set – x 16*2 2 keys, Each key size of 16
bytes
32 Bit CCITT CRC 4 Packet CRC from message
to type to Key set –x
In above table highlighted fields will be repeated based on the number of Key sets.
5.4.3.7.1.2.21.5.5.4.3.7.1.2.22.5. Authentication Query Message, 19 bytes (TCAS to
KMS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0x94
Message Length 2
Message length in terms of
bytes from Date field to
CRC field (inclusive of
both)
Date 3 DD:MM:YY (in Hex)
Time 3 HH:MM:SS (in Hex)
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
174462/2020/O/o ED/Tele-II/RDSO766
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 48 of 375
TCAS Unit ID 3 Stationary TCAS ID or Lo-
co TCAS ID in Hex
32 Bit CCITT CRC 4 Packet CRC from message
to type to TCAS Unit ID
5.4.3.7.1.2.21.6.5.4.3.7.1.2.22.6. Authentication Key Status Message, 23 bytes (KMS to
TCAS)
Field Descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0x95
Message Length 2
Message length in terms of
bytes from Date field to
CRC field (inclusive of
both)
Date 3 DD:MM:YY (in Hex)
Time 3 HH:MM:SS (in Hex)
Type of TCAS unit 1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Unit ID 3 Stationary TCAS ID or Lo-
co TCAS ID in Hex
Key Set Unique ID 4
32 Bit CCITT CRC 4
Packet CRC from message
to type to Key Set Unique
ID
5.4.3.7.1.2.22.5.4.3.7.1.2.23. Format for One Time Password (OTP) in SMS (KMS to
TCAS)
OTP for <S/L><TCAS_ID>:<CODE>
2.5.4.3.7.1.3 32 bit CCITT CRC Calculation Algorithm
Const unsigned int crc32_tbl 00000000, 77073096, EE0E612C, 990951BA, 076DC419, 706AF48F, E963A535, 9E6495A3,
0EDB8832, 79DCB8A4, E0D5E91E, 97D2D988, 09B64C2B, 7EB17CBD, E7B82D07, 90BF1D91,
1DB71064, 6AB020F2, F3B97148, 84BE41DE, 1ADAD47D , 6DDDE4EB, F4D4B551, 83D385C7,
136C9856, 646BA8C0, FD62F97A, 8A65C9EC, 14015C4F, 63066CD9, FA0F3D63, 8D080DF5,
3B6E20C8, 4C69105E, D56041E4, A2677172, 3C03E4D1, 4B04D447, D20D85FD, A50AB56B,
35B5A8FA, 42B2986C, DBBBC9D6, ACBCF940, 32D86CE3, 45DF5C75, DCD60DCF,
ABD13D59, 26D930AC, 51DE003A, C8D75180, BFD06116, 21B4F4B5, 56B3C423, CFBA9599,
B8BDA50F, 2802B89E, 5F058808, C60CD9B2, B10BE924, 2F6F7C87, 58684C11, C1611DAB,
B6662D3D, 76DC4190, 01DB7106, 98D220BC, EFD5102A, 71B18589, 06B6B51F, 9FBFE4A5,
174462/2020/O/o ED/Tele-II/RDSO767
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 49 of 375
E8B8D433, 7807C9A2, 0F00F934, 9609A88E, E10E9818, 7F6A0DBB, 086D3D2D, 91646C97,
E6635C01, 6B6B51F4, 1C6C6162, 856530D8, F262004E, 6C0695ED, 1B01A57B, 8208F4C1,
F50FC457, 65B0D9C6, 12B7E950, 8BBEB8EA, FCB9887C, 62DD1DDF, 15DA2D49, 8CD37CF3,
FBD44C65, 4DB26158, 3AB551CE, A3BC0074, D4BB30E2, 4ADFA541, 3DD895D7, A4D1C46D,
D3D6F4FB, 4369E96A, 346ED9FC, AD678846, DA60B8D0, 44042D73, 33031DE5, AA0A4C5F,
DD0D7CC9, 5005713C, 270241AA , BE0B1010, C90C2086, 5768B525, 206F85B3, B966D409,
CE61E49F, 5EDEF90E, 29D9C998, B0D09822, C7D7A8B4, 59B33D17, 2EB40D81, B7BD5C3B,
C0BA6CAD, EDB88320, 9ABFB3B6, 03B6E20C, 74B1D29A, EAD54739, 9DD277AF, 04DB2615,
73DC1683, E3630B12, 94643B84, 0D6D6A3E, 7A6A5AA8, E40ECF0B, 9309FF9D, 0A00AE27,
7D079EB1, F00F9344, 8708A3D2, 1E01F268, 6906C2FE, F762575D, 806567CB, 196C3671,
6E6B06E7, FED41B76, 89D32BE0, 10DA7A5A , 67DD4ACC, F9B9DF6F, 8EBEEFF9, 17B7BE43,
60B08ED5, D6D6A3E8, A1D1937E , 38D8C2C4, 4FDFF252, D1BB67F1, A6BC5767, 3FB506DD,
48B2364B, D80D2BDA, AF0A1B4C, 36034AF6, 41047A60, DF60EFC3, A867DF55, 316E8EEF,
4669BE79, CB61B38C, BC66831A, 256FD2A0, 5268E236, CC0C7795, BB0B4703, 220216B9,
5505262F, C5BA3BBE, B2BD0B28, 2BB45A92, 5CB36A04, C2D7FFA7, B5D0CF31, 2CD99E8B,
5BDEAE1D, 9B64C2B0, EC63F226, 756AA39C, 026D930A, 9C0906A9, EB0E363F, 72076785,
05005713, 95BF4A82, E2B87A14, 7BB12BAE, 0CB61B38, 92D28E9B, E5D5BE0D, 7CDCEFB7,
0BDBDF21, 86D3D2D4, F1D4E242, 68DDB3F8, 1FDA836E, 81BE16CD, F6B9265B, 6FB077E1,
18B74777, 88085AE6, FF0F6A70 , 66063BCA, 11010B5C, 8F659EFF, F862AE69, 616BFFD3,
166CCF45, A00AE278, D70DD2EE, 4E048354, 3903B3C2, A7672661, D06016F7, 4969474D,
3E6E77DB, AED16A4A , D9D65ADC, 40DF0B66, 37D83BF0, A9BCAE53, DEBB9EC5,
47B2CF7F, 30B5FFE9, BDBDF21C, CABAC28A, 53B39330, 24B4A3A6, BAD03605, CDD70693,
54DE5729, 23D967BF, B3667A2E, C4614AB8, 5D681B02, 2A6F2B94, B40BBE37, C30C8EA1,
5A05DF1B, 2D02EF8D
Unsigned int crc_calc(unsigned intcnt, unsigned intcrc, unsigned
int * far buf)
unsignedinttbl_idx = 0;
unsignedintarry_idx = 0;
unsignedintcalc_crc = 0;
calc_crc = crc;
for(arry_idx = 0; arry_idx<cnt; arry_idx++)
tbl_idx = (unsigned char) (calc_crc ^ buf[arry_idx]);
calc_crc = (calc_crc>> 8);
calc_crc = calc_crc ^ crc32_tbl[tbl_idx];
Return(calc_crc);
2.5.4.3.7.1.4 Computation of Session Key (KS): To compute Session Key (KS), three parameters shall be required, which are
Random Number RS (Stationary TCAS), Random Number RL (Loco TCAS) and
Authentication Key (KA).
Random numbers, RL and RS, will be 16-bit in length and it shall be generated at
the time of establishment of communication session between Stationary TCAS
unit and Loco TCAS Unit.
174462/2020/O/o ED/Tele-II/RDSO768
ISO 9001: 2015 Effective from XX.XX.2020 RDSO/SPN/196/202012 Version 3.24.0 d1
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 50 of 375
R1 = (RS |RL) | (RS |RL) where ‘|’ means concatenation operator
R2 = (RL |RS) | (RL |RS)
R = (R1 | R2) KS=AES (KA, R)
Example :
Station Random Number, RS = 0xA5A5
Loco Random Number, RL = 0x7AB9 Authentication Key, KA = 2B 7E 15 16 28 AE D2 A6 AB F7 15 88 09 CF 4F 3C
Calculated Sessions Key, KS = 71 A3 4F D9 9E C2 C4 DD 3E AB 37 65 B7 11 F0
B6
2.5.4.3.7.1.5 Generic Message Authentication Calculation (CBC-MAC): To calculate the CBC-MAC (Cipher Block Chaining Message Authentica-
tion Code) for message “m”, the length in bits of the message must be a mul-
tiple of 128. If necessary, i.e. if the length of a message “m” in bits is not a
multiple of 128, padding is performed prior to the computation of the CBC-
MAC. As few zero bits as needed are added at the end of the message “m” to
obtain a multiple of 128 bits. The padding data “p” is used for CBC-MAC
calculation only. It does not become part of the message.
The CBC-MAC (K, X) function using a secret triple-key K and the
value X = m | p is defined as follows:
Let X be constituted by the 128-bit blocks X 1 | X 2 | ... | X q . Let AES
(KS,X) be a block cipher function, single AES in CBC mode, enciphering the
data string X using the key KS. Then, CBC-MAC is derived by the following
iteration:
Example :
Assume a message m (232 bits, 29 octets) with the following structure in hex
notation:
14 0B E7 D0 1F 92 0B D2 40 40 01 F4 03 FF FE 00 52 0A 10 65 A0 00 00
24
07 80 00 00 00
Because it is not a multiple of 128 bits, “m” must be padded with zero bits be-
fore MAC calculation as follows:
14 0B E7 D0 1F 92 0B D2 40 40 01 F4 03 FF FE 00 52 0A 10 65 A0 00 00
24 07 80 00 00 00 00 00 00
A 128 bit key is required for MAC calculation, the key to be used to calculate
a MAC is the Session Key KS, derived during session establishment from KA.
This example assumes that KS shown below has been generated, so the keys
referred to below are already parts of the session key.
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Protection sys-tem
Printed :
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Step 1:
Message block 1: 14 0B E7 D0 1F 92 0B D2 40 40 01 F4 03 FF FE 00
Key Ks: 71 A3 4F D9 9E C2 C4 DD 3E AB 37 65 B7 11 F0 B6
Cipher text 1: 9D C5 60 ED F0 FA 76 47 E6 94 E4 B4 0E 4B A4 22
Step 2:
Cipher text1 is then AES with message block 2
Message block 2: 52 0A 10 65 A0 00 00 24 07 80 00 00 0000 00 00
Cipher text 1: 9D C5 60 ED F0 FA 76 47 E6 94 E4 B4 0E 4B A4 22
Cipher text 2: 29 06 02 47 62 E5 51 F3 84 F1 00 9E 08 13 65 C5
Step 3:
CRC-16 bit shall be calculated for Cipher text 2, this 16-bit becomes CBC
MAC for the above message.
MAC code for the message “14 0B E7 D0 1F 92 0B D2 40 40 01 F4 03 FF FE
00 52 0A 10 65 A0 00 00 24 07 80 00 00 00” is “D7 8A”
2.5.4.3.7.1.6 Cipher Block Chaining Message Authentication Code (CBC- MAC) Appli-
cation: This CBC-MAC will be included as part of the message before transmitting to
the other system. On reception of this message, receiver unit computes the
CBC-MAC for the received message and checks against the one received in
message. If comparison is successful, message will be used for processing.
Otherwise message will be ignored and error will be generated.
A few examples are given below:
Station Random Number RS = 0xA5A5, Station ID = 501
Loco Random Number RL = 0x7AB9, Loco ID = 27831
Authentication Keys are shown in the Table 1
Session Key (KS ) becomes 71 A3 4F D9 9E C2 C4 DD 3E AB 37 65 B7 11
F0 B6
Access Authority Packet “32 4B E7 B0 1F 92 0B D2 40 0F A0 45 52 D2 80”
MAC is “D727”.
Loco Regular Packet “22 6B E7 D0 1F 40 2D E7 03 20 29 65 03 77 00 00”
MAC is “FF AC”
For Static Speed Profile Packet “SSP: 54 8B E7 D0 1F 92 03 E8 A4 49 09 25
8B 41 12 B4 3D DA 1A 8C 4F 8E 19 8C A0 8E 5086 0A 00 06 8E 00” MAC
is “2E E8”
2.5.4.3.7.1.7 Radio Security considerations for Radio Data Packets: Onboard TCAS or Stationary TCAS radio packets will be in multiple of bytes.
Example: If message length is 118 bits, it should append 2 bits in the packet,
thus it becomes 120 bits (15 bytes) over the Air. To compute CBC-MAC, one
more byte will be padded to make it as 128-bits. This byte will not be part of
message transmission Over-The-Air.
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Loco Packets are two types, one is Loco TCAS regular packet and the other is
Access Request packet. Both packets contain same data except one field, i.e
MAC code or Random Number.
Access Request packet contains 16-bit Random Number and regular packet
contains CBC-MAC code in the same field.
Stationary TCAS and Loco TCAS units verify the CBC-MAC code for every
message before processing.
Refer to the Annexure-3 for structure and description of packet types.
2.5.4.3.7.1.8 Process Flow :
2.5.4.3.7.1.9 On entering into “Communication mandatory Zone” in vicinity of Stationary
TCAS territory, Loco TCAS unit sends the Access Request packet to Station-
ary TCAS system in “f0” frequency.
2.5.4.3.7.1.10 On reception of Access Request Packet from Loco TCAS Unit, Stationary
TCAS unit generates its own Random Number (RS) and computes the session
key KS and transmits the Access Authority message with CBC-MAC code.
Access Authority message contains frequency pair and Random Number RS.
2.5.4.3.7.1.11 Loco TCAS unit receives the Access Authority message packet and compute
the session key KS. The CBC-MAC will be computed for the Access Authori-
ty message packet and verify with received CBC-MAC. If CBC-MAC is suc-
cessful, Loco starts communicating the regular packet and stops sending the
Access Request Packet.
2.5.4.3.7.1.12 When Stationary TCAS receives the Loco regular packet, it stops communi-
cating the Access Authority message and initiates the Stationary regular pack-
et and static speed profile packet transmission.
2.5.4.3.7.1.13 Further, Stationary TCAS and Loco TCAS units verify the CBC-MAC code
for every message before processing.
2.6 Functional Requirements
Apart from basic functional requirements given in Part-A, TCAS shall
also fulfill following requirements:
2.6.1 Provision should be there for Loco Shed Test Bench for testing Loco
TCAS unit while leaving the loco shed to ensure the functioning of Lo-
co TCAS components such as brake interface unit, RFID Reading and
communication capability. User Railway would decide the location for
installing Loco Shed Test Bench.
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Printed :
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2.6.2 Operational States 2.6.2.1 The Loco TCAS unit shall be capable of operating in defined modes covering
the operating modes defined in Part-A and allowing the following types of
train supervision:
i. Full Supervision, when all necessary information is available
onboard to give full protection against over speed and exceeding
the movement authority;
ii. When insufficient information is available to allow full supervi-
sion, Loco TCAS system should switch to other than Full Super-
vision mode.
2.6.2.2 TCAS shall support the following types of train movement:
i. Single operation;
ii. Multiple operation;
iii. Tandem operation;
iv. Reverse Operation.
2.6.2.3 It shall also be possible to perform speed supervision of shunting movements.
Shunt signals are not covered by TCAS system, Shunt mode is to be invoked
manually by Loco Pilot.
2.6.2.4 The trains equipped with Loco TCAS shall be able to run in non-TCAS terri-
tory also.
2.6.2.5 If TCAS equipped train passes from TCAS to Non-TCAS territory, Loco
TCAS unit shall seek acknowledgement by the Loco Pilot. If the Loco Pilot
does not acknowledge after a time period of 15 Sec (configurable) the brake
shall be applied. If the Loco Pilot acknowledges subsequently, the brakes
shall be released.
2.6.2.6 Signal aspect on DMI shall be changed to aspect of next signal and signal de-
scription shall be made blank as soon as loco TCAS detects that it has crossed
the signal on reading the signal foot tag. If the signal foot tag is missed, loco
TCAS shall cater for +30m of odometry error. The blank field shall be dis-
played as soon as update is received from stationary TCAS unit provided
“Distance to Signal” is more than 100m or 8s timeout after loco detects cross-
ing of signal.
2.6.2.7 If the “Distance to Signal” of train is within (25 + 2.5 x S) meter, the Move-
ment Authority would be held by Stationary TCAS Unit to avoid undue train
tripping due to transitions in vicinity of a signal:
[500000/(S+15)(D+50)2] + 6 seconds
Where S = Current Speed of train in kmph
D = Distance to Signal in Meter
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2.6.2.8 If communication with Loco TCAS is lost for more than 6 seconds, Move-
ment Authority shall be held by Stationary TCAS unit until frame offset be-
comes maximum value. Loco TCAS shall hold the Movement Authority up to
the end of the current route section when communication which is occupied
by it.
2.6.2.9 Due to signal aspect transitions when the Loco is passing at Signal foot,
Movement Authority shall be held by Stationary TCAS unit for 2 seconds.
2.6.2.10 Other than these events, Movement Authority shall be updated as soon as in-
formation is available with the stationary TCAS unit.
2.6.3 Operational Functions 2.6.3.1 Information received by Loco TCAS unit from Stationary TCAS unit 2.6.3.1.1 Loco TCAS unit shall receive following signalling information from Station-
ary TCAS unit.
a. Aspect of the approaching signal on route.
b. Approaching signal distance from the train position (absolute
location).
c. Approaching signal identity.
d. Next signal aspect and its distance in the territory of same
stationary TCAS unit, if signal on approach is OFF.
e. Movement authority (the distance for which the train is
authorized to travel).
f. Static Speed Profile.
f.g. Temporary Speed Restrictions.
2.6.3.2 Direction
2.6.3.2.1 There shall be three types of direction of movements, one for train such as
forward or reverse, second for traffic such as UP or DN and the other for
movement of direction such as Nominal or Reverse.
2.6.3.2.2 On start-up or restart, the Loco unit shall assume movement of direction as
undefined. It shall be derived, when Loco/Train has passed two RFID tags
with Absolute location (except Adjustment tag).
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2.6.3.2.3 Loco TCAS unit shall set its absolute location and TIN as undefined before
determining the direction.
2.6.3.2.4 The direction of movement of train shall be determined through RFID Tags. If
Absolute location value is incrementing, it shall be treated as Nominal direc-
tion. If Absolute location is decrementing, it shall be treated as Reverse direc-
tion.
2.6.3.2.5 The direction of movement of train and TIN shall be used for determining
whether two trains are approaching, one following the other or going away
from each other with exception in vicinity of Adjustment Tag.
2.6.3.2.6 The direction of operation of loco shall be determined based on position of
cab control. This direction shall be used for detecting Roll back/ Forward and
Reverse movement. The Loco TCAS unit shall be suitable for using direction
sensing type sensors.
2.6.3.2.7 The Stationary TCAS unit shall use the direction of movement of Locoof Lo-
co/Train, to find approaching signal of the Loco/Train.
2.6.3.3 New Train Formation 2.6.3.3.1 A train shall be considered as a new formed train by Loco TCAS unit under
one or more of the following conditions:
i. When Loco TCAS unit has been switched on or restarted
ii. When Loco TCAS unit has come out of Non-Leading/Shunt
mode/System failure mode/Isolation mode.
iii. When driving cab/desk is changed except when Loco TCAS is in
Shunt mode.
2.6.3.4 Train Length Assignment 2.6.3.4.1 Loco TCAS unit shall assume a default train length under one or more of the
following conditions:
a) When Loco unit has been switched on or restarted
b) When Loco unit has come out of Non-Leading/Shunt mode/System fail-
ure mode/Isolation mode.
c) When driving cab/desk is changed except when Loco TCAS is in Shunt
Mode
2.6.3.4.2 When the train has assumed default train length, the same shall be displayed
on the DMI. Further, the value of default train length derived from loco con-
figuration parameters shall be used for the purpose of following speed re-
striction till the time, loco unit acquires train length information and the same
is updated in loco TCAS unit.
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2.6.3.4.3 Every stationary TCAS unit shall monitor the status of track section identified
for measurement of train length. Stationary TCAS Units other than Station
TCAS Units are not required to carry out Train Length assessment.
2.6.3.4.4 Stationary unit shall communicate the time of occupation and clear status of
these track sections to every Loco TCAS unit. Loco TCAS unit, based on its
odometry and the timings so received, shall calculate its train length.
2.6.3.4.5 The train length so calculated by Loco TCAS unit shall be updated by replac-
ing the previously stored train length under one or more of the following con-
ditions:
a) If the previous train length was default train length;
b) If the train length calculated by Loco unit differs from the previously
stored train length by more than 25m. This difference in train length
shall be user programmable.
2.6.3.4.6 The accuracy of the train length measurement by Loco TCAS unit shall be
within ± 25 meters.
2.6.3.4.7 Stationary TCAS unit shall have provision of configuring the time correction
offset from +100 ms to -100 ms with resolution 10 ms to compensate for de-
lay, if any, in clear / occupied status of track sections due to track repeater re-
lays.
2.6.3.4.8 Stationary TCAS unit shall also have provision for configuring the maximum
time period of occupation of track sections, to differentiate between occupa-
tion by Train or by probable fault of track detection. If occupation period of
these track sections is beyond the configured period of time, Station TCAS
unit shall abort transmission of the timings for calculation of train length. This
time period limit for occupation would be configured as per characteristics of
track section as provided by purchaser railway. Typically, in case of failure of
AT & BT track circuits i.e. remaining occupied for more than 3 minutes (pro-
grammable from 0 to 10 minutes in step of 30 seconds), Stationary unit shall
not transmit packet & shall log it.
2.6.3.5 Two track circuit (say AT & BT in sequence in the traffic direction of train
movement) at the entry to block section shall be identified at each station for
train length measurement. The track circuits identified shall be such that all
the trains entering into a block section pass over these track cir-
cuits.(Minimum up to six junctions provision shall be available)
2.6.3.6 The status of these track circuits shall be taken as input to stationary unit.
2.6.3.7 Stationary unit, on establishing AT occupied & then BT occupied, shall com-
municate the time offset from frame cycle reference for ‘BT occupied’ (Loco
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entered at AT/BT boundary) & corrected time offset from frame cycle refer-
ence for ‘AT cleared’ (last vehicle cleared over AT/ BT boundary) to con-
cerned Loco unit.
2.6.3.8 Loco unit shall log its location at a resolution of better than 200 ms for last 20
Seconds which shall be used by Loco unit for precise location for train length
calculation.
2.6.3.9 Train location
2.6.3.9.1 The Loco TCAS unit shall determine the location of the train with the help of
RFID tag data and Speed sensor output.
2.6.3.9.2 Loco TCAS unit shall transmit the location of the train to the Stationary
TCAS unit every 2 seconds in Full Supervision mode.
2.6.3.9.3 Loco TCAS unit shall transmit the position, speed and length of the train eve-
ry 2 seconds to its CTC, when LTE is available.
2.6.3.9.22.6.3.9.4 Loco TCAS unit shall transmit the event based health packet to the NMS,
when LTE is available.
2.6.3.10 Speed Indication on DMI
2.6.3.10.1 Current speed shall be indicated on the DMI.
2.6.3.10.2 Current speed shall be used for supervision of movement authorities and speed
restrictions.
2.6.3.11 Visual and Audio warnings on the DMI
2.6.3.11.1 In Full Supervision mode, the Loco TCAS Unit shall neither generate warning
for brake application nor apply the brakes as long as the current speed is less
than or equal to permitted speed indicated on DMI.
2.6.3.11.2 Visual and audio warnings about expected brake intervention by Loco TCAS
unit shall be given to the Loco pilot to enable the loco pilot to react and avoid
intervention.
2.6.3.12 Supervision of movement authorities and speed limits
2.6.3.12.1 The Loco TCAS unit shall supervise the end of movement authority, if this in-
formation is available onboard.
2.6.3.12.2 A train shall be supervised to its static and dynamic train speed profiles.
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2.6.3.12.3 If the train speed exceeds the permitted speed withinby52
kmph(configurable),or 5% whichever is more (configurable), warning for
over-speed would be generated.
2.6.3.12.4 If the train exceeds the permitted speed by 5 kmph or 5% whichever is more
(configurable), the Loco TCAS unit shall execute a brake intervention along
with warning until the actual speed is not more than permitted speed.
2.6.3.12.5 The NB, FSB and EB speed margins are given in Annexure- 1.
2.6.3.12.6 In case of supervision of End of Authority or Speed Restriction of zero kmph
ahead (dead stop), brakes shall be released when loco/train speed becomes ze-
ro kmph or when the loco/train speed is less than estimated permitted speed.
2.6.3.12.7 In other cases, when target speed is non-zero, brake intervention command
from TCAS would cease once the actual speed is within 5 kmph or 5% in ex-
cess of permitted speed.
2.6.3.12.4
2.6.4 Special Operations
2.6.4.1 Using multiple traction units
2.6.4.1.1 It shall be possible to use multiple traction units without isolating the Loco
TCAS equipment on traction unit(s) with an inoperative cab by using Non-
Leading mode.
2.6.4.1.2 Information received from trackside shall not influence the traction unit(s)
with inoperative cabs.
2.6.4.1.3 The train trip function shall be suppressed in traction unit(s) with inoperative
cabs.
2.6.5 Failures and Fall-back Procedures
2.6.5.1 Radio communication failures:
2.6.5.1.1 A radio communication failure shall be deemed to have occurred when 30
seconds for Absolute Block Section and 10 seconds for Automatic Block Sec-
tion(One bit in RFID Normal tag and another in regular radio packet to identi-
fy type of block section to be catered) have passed since the last packet re-
ceived from Stationary TCAS in communication mandatory zone.
2.6.5.1.2 If the last packet received from Stationary TCAS unit is more than 6 seconds
older, the signal aspect and signal description shall be made blank. However,
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the Loco TCAS shall continue to function in Full Supervision mode and shall
supervise the Movement Authority received in latest packet.
2.6.5.1.3 In the event of a Radio Communication failure longer than applicable time-out
30 seconds,
2.6.5.1.4 The Loco TCAS unit shall transit from Full Supervision mode to Limited Su-
pervision mode and shall seek acknowledge from Loco Pilot. If Loco Pilot
does not acknowledge within stipulated time of 15 seconds (Configurable),
Loco TCAS unit shall apply service brake. In addition, it shall send the mes-
sage to Network Management Systemthrough GSM/LTE.
2.6.5.1.5 Stationary TCAS unit shall send the Fault message to Network Management
System through Ethernet/GSM/LTE interface.
2.6.5.1.6 In the event of a failure of only one radio when other radio is providing radio
communication in hot standby, the Loco TCAS unit should log the fault. Loco
TCAS Unit shall also send the message to Network Management System
through GSM/LTE.
2.6.5.1.7 Stationary TCAS unit shall send the Fault message to Network Management
System.
2.6.5.2 RFID Reader failures:
2.6.5.2.1 In the event of a RFID reader failure (both readers), Loco TCAS unit should
stop radio communication and shall switch to System Failure mode. Fault
shall be logged. In addition, it shall send the message to Network Manage-
ment System through GSM/LTE.
2.6.5.2.2 In the event of any one RFID reader failure, Loco TCAS unit should log the
event. In addition, it shall send the message to Network Management System
through GSM/LTE.
2.6.5.3 GPS/GNSS failure:
2.6.5.3.1 When Aerial View is available: Incremental difference between the CPU
time and GPS time is to be cross checked. If the incremental difference be-
tween CPU and GPS time is not matching, the time reference shall change to
other GPS. If the difference between two GPS is greater than the frame inter-
val, message shall be sent to NMS.
2.6.5.3.2 Diverse make of GPS are preferable to avoid common cause failures.
2.6.5.3.12.6.5.3.3 In the event of failure of both – GPS/GNSS and Real Time Clock (RTC),
the Loco TCAS unit shall stop radio communication and shall switch to Sys-
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tem Failure mode. In addition, it shall send the message to Network Manage-
ment System through GSM/LTE.
2.6.5.3.4 In the event of failure of both – GPS/GNSS and RTC, Stationary TCAS unit
should stop radio communication and shall switch to System Failure mode.
Fault message shall be communicated to Network Management System
through Ethernet interface. In addition, it shall send the message to Network
Management System either through Ethernet or GSM/LTE.
2.6.5.3.22.6.5.3.5 If the incremental difference is also not matching with second GPS or
both systems are failed, then the system shall work on CPU time for 30
minutes, (default, Min:10, Max:60) until the situation is stabilized. If there is
no stability after GPS time-out, the Loco shall transit out of FS Mode.
GPS1 Fix GPS2
Fix
GPS1
PPS
GPS2
PPS
Time
mismatch GPS Selection
NMS
fault
0 0 x x x
a) Wait for GPS fix at
powerup
b) Normal running: run
for 30min and enter SFM
yes
0 1 x 0 x System failure yes
0 1 x 1 x GPS2 yes
1 0 0 x x System failure yes
1 0 1 x x GPS1 yes
1 1 0 0 x System failure yes
1 1 0 1 x GPS2 yes
1 1 1 0 x GPS1 yes
1 1 1 1 0
Run with GPS1.
Incremental tests to be
done. No matching run in
SR mode.
yes
1 1 1 1 1 GPS1 No
Note-1:
Leap year correction: When both GPS frame numbers are incremented
by 1 sec at the time of leap year Incremental difference with CPU time
should be compensated automatically without affecting system func-
tionality.
Note-2: GPS frame integrity by CPU.
2.1.1.1.2
2.6.5.4 Driver Machine Interface communication failures:
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2.6.5.4.1 In the event of Active Cab/Desk DMI communication failure, Loco TCAS
unit shall switch to System failure mode. In addition, it shall send the message
to Network Management System through GSM/LTE.
2.6.5.4.2 In the event of Non-Active Cab/Desk DMI communication failure, Loco
TCAS unit shall log the fault. In addition, it shall send the message to Net-
work Management System through GSM/LTE.
2.6.6 Protection Functions
2.6.6.1 Prevention of Signal Passing at Danger (SPAD)
2.6.6.1.1 Stationary TCAS unit shall calculate the movement authority based on the
signal aspect or/and track circuit status or/and route locking status, point posi-
tion and the status of the berthing track circuit.
2.6.6.1.2 A SPAD event shall be considered to have taken place when the front end of
train, even in long hood operation, crosses the Movement Authority.
2.6.6.1.3 In case of any conflict between signal aspect, point position, berthing track
section, signal aspect sequence and TIN, the Stationary TCAS unit shall
transmit most restrictive aspect of that signal and shall reduce the movement
authority accordingly.
2.6.6.1.4 Stationary TCAS unit shall check route information configured on the basis of
the TCAS Control Table of the stationary TCAS Unit (excluding overlaps).
2.6.6.1.5 The off aspect and movement authority for LSS shall be transmitted by Sta-
tion/ IBS unit only when LSS is off and it is ensured that the concerned Line
Clear is available.
2.6.6.2 Unusual Stoppage in Block Section
2.6.6.2.1 In case of unusual stopping of train in the block section (if Movement Author-
ity is greater than 300m (configurable), Loco TCAS unit shall transmit the
‘Side Collision’ message, after a delay of 15 seconds (configurable) of stop-
page of the train unless acknowledged by the Loco Pilot.
2.6.6.2.2 There shall be a provision to cancel the transmission of this message by Loco
Pilot by pressing a button on the DMI either before the generation or even af-
ter transmission has started.
2.6.6.2.3 The Loco/Train approaching towards the originating Location of ‘Side Colli-
sion’ message, on getting ‘Side Collision/ Unusual Stoppage’ message shall
display it on the DMI & shall automatically apply brakes to bring the
train/locomotive to standstill before reaching the originating Location of
“Side Collision” message. After the train speed is reduced to zero kmph, train
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Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 62 of 375
speed shall be supervised for 30kmph(configurable) till the train passes the
originating Location of “Side Collision” message. This defined speed need to
be configured at the time of installation as application data.
2.6.6.3 Protection of Roll Back
2.6.6.3.1 Loco TCAS unit shall be capable of detecting Roll Back of the train through
train interface. It shall apply brake and give audio/ visual warning if train has
rolled back by more than 5 meters (configurable). TCAS needs Direction
sensing type speed sensor and therefore it needs to be provided by purchaser
in case it does not already exist.
2.6.6.3.12.6.6.3.2 During roll back, movement authority and other target distances shall be
incremented or decremented depending on the locomotive absolute position.
2.6.6.3.22.6.6.3.3 It shall be possible for the Loco Pilot to reverse the train, if situation so
warrants, by changing the mode of Loco TCAS unit to ‘Reverse Mode’.
2.6.6.3.32.6.6.3.4 To protect a traction unit from roll away and unwanted reverse move-
ments the Loco TCAS unit shall monitor the direction of movement in rela-
tion to the permitted direction.
2.6.6.3.42.6.6.3.5 The roll away/reverse movement intervention shall be indicated on the
DMI.
2.6.6.3.52.6.6.3.6 When the traction unit has come to a standstill, Loco TCAS unit shall re-
lease the applied brakes.
2.6.6.4 Prevention of Head on & Rear end Collisions in Block Section
2.6.6.4.1 Loco TCAS units either directly or through Stationary TCAS unit, shall be ca-
pable of detecting head on collisions, rear end collisions of trains/locos on
single line, multiple lines in all possible scenarios based on the track identifi-
cation, speed of the trains, train location, train length, train direction move-
ment (Nominal/Reverse) etc.
2.6.6.4.2 In case of head on collision situation, Loco TCAS units of both the trains shall
automatically apply brakes immediately with warning either in Absolute or in
Automatic Block Section.to bring the trains/locomotives to stop short of stipu-
lated distance (300m in block section, configurable) from each other.
2.6.6.4.3 In case of rear end collision situation, Loco unit of only rear train shall auto-
matically apply brakes to bring it to stop short of stipulated distance (1300m
in block section, configurable) from the train ahead. There shall be no brake
application in train ahead on account of rear end collision situation.
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2.6.6.4.4 When the speed of the loco/train reaches Zero Kmph, brakes shall be released.
As soon as the head-on collision or rear end collision, as the case may be, sit-
uation is over, the application of brakes by Loco TCAS unit shall be with-
drawn.
2.6.6.4.5 In Station sections, Stationary TCAS shall prevent train collisions with the
help of SPAD and TIN conflict.
2.6.6.4.6 In case two trains are detected by Stationary TCAS to be moving towards each
other on same TIN in adjacent block section, the SoS command would be
generated by Stationary TCAS for both the trains. On reception of such Loco
specific SoS from Stationary TCAS Unit, the Trains would be stopped
through automatic application of brakes.
2.6.6.4.62.6.6.4.7 In case of Multiple locos, the rear end collision message shall be dis-
played with the details of approaching loco/train only. The target distance and
permitted speed shall be displayed based on MRSP (Most Restricted Section
Profile). When, End of Authority, Rear End Collision PSR or TSR are simul-
taneously to be met by the loco, the message pertaining to target distance shall
be displayed with a beep.
2.6.6.5 Manual SoS generation/Cancellation
2.6.6.5.1 Loco as well as Stationary TCAS unit shall have provision of sending SoS
message by pressing SoS and Common buttons together.
2.6.6.5.2 These SoS and Common buttons shall be so positioned on OCIPDMI that
these could not be pressed inadvertently.
2.6.6.5.3 Loco as well as Stationary TCAS unit shall have provision to cancel the Man-
ual SoS message by pressing ‘Common’ and ‘ACK/Cancel’ buttons together.
2.6.6.5.4 When the SoS and Common buttons are pressed simultaneously in Loco or
Stationary TCAS units, the Loco TCAS units of all the trains/Locos within
3000m of Location of SoS originating source as well as self-train (if SoS is
generated by Loco unit) and approaching towards Location of SoS originating
source, shall apply brakes to bring the train/locomotive to standstill before
reaching the originating Location of “SoS” message. After the train speed is
reduced to zero kmph, train speed shall be supervised for 30kmph (configura-
ble) till the train passes the originating Location of “SoS” message.
2.6.6.5.5 SoS sending as well as receiving TCAS equipment shall log sending & receiv-
ing of SoS message. In addition, the information shall be sent to Network
Management System by Loco TCAS through GSM/LTE and Stationary
TCAS units either through Ethernet or GSM/LTE.
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2.6.6.5.6 The normal speed shall be restored only if any one of the following condition
is satisfied
a) SoS message is cancelled by the source.
b) Train is moved away to more than 1500m from the source.
c) SoS message reception is not received from the source for more than
3 minutes.
2.6.6.6 Train trip
2.6.6.6.1 When a Train in Full Supervision or Limited Supervision Mode passes a stop-
signal at ON or End of Authority + 30m, the emergency brake shall be trig-
gered.
2.6.6.6.2 Operation of the train trip shall be indicated on the DMI.
2.6.6.6.3 The emergency brake shall be applied until the Train comes to halt.
2.6.6.6.4 When the Train is stationary, the loco pilot shall be required to acknowledge
the train trip condition. This acknowledgement will release the emergency
brake.
2.6.6.6.5 After the acknowledgement, the loco pilot shall be able to continue the
movement in Post-Trip Mode.
2.6.6.6.5 Clause regarding issue noticed during auto section trial are to be incorporated
2.6.6.7 Auto whistling on approach of Level Crossing Gate
2.6.6.7.1 The feature of auto whistling on approach of level crossing gate is optional
and Purchaser Railway shall decide for its incorporation.
2.6.6.7.2 Loco TCAS unit shall display the level crossing gate information (Class of
Gate, Gate ID) on DMI, when approach of LC Gate is detected through LC
Gate Tags. The format for displaying LC gate information is as follows:
Class <LC_Class><LC_Manning_Type> LC Gate
<LC_ID_Numeric><LC_ID_Alpha_Suffix> approaching in <LC_Distance x
10> meters
2.6.6.7.3 Loco TCAS unit shall blow the Loco horn at LC gate, based on the infor-
mation received from LC gate tag / SSP. Whenever information regarding LC
gate is available from both SSP and LC tag, Loco TCAS shall process the first
input.
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2.6.6.7.4 Loco TCAS unit shallould not blow the horn for LC gate, if movement author-
ity is less than the LC gate distance from its current position.
2.6.6.7.5 Loco TCAS unit shall not blow the horn for LC gate, if the loco is at stand-
still.
2.6.6.7.6 Loco TCAS unit shall blow the horn for LC gate, on reading the tag, if MA in-
formation is not available.
2.6.6.7.42.6.6.7.7 Loco TCAS unit shall not blow the horn for LC gate, when it is in
standby,Non-leading, Isolation and System failure mode.
2.6.6.7.52.6.6.7.8 Continuous whistling shall commence from a distance of 600m on ap-
proach of a LC Gate till the time that train reaches LC Gate. However, whis-
tling pattern shall be configurable and shall be decided by purchaser Railway
in case pattern other than continuous whistling is required.
2.6.6.7.62.6.6.7.9 It shall be possible to cancel the auto-whistling by pressing Ack/Cancel
button alone.
2.6.6.7.72.6.6.7.10 The Interface details for auto-whistling shall be provided by the Purchas-
er.
2.6.7 Track Identification Number (TIN)
2.6.7.1 Each track shall have designated Track Identification Number (TIN).
2.6.7.2 Each Block section shall have single unique designated TIN. Block Section
TIN can be repeated after a designated distance (50 km minimum along the
track route).
2.6.7.22.6.7.3 To avoid unnecessary SOS generation, adjacent TINs to be incorporated in the
radio packet and normal adjacent line tag info.Also, location adjustment de-
tails shall be sent on radio only after there is physical separation between the
tracks.
2.6.7.32.6.7.4 Each line in the station section having berthing portion shall have different
TINs. TIN can be repeated after a designated distance (10 km minimum along
the track route).
2.6.7.42.6.7.5 TINs shall be allotted in such a manner not to inhibit permissible simultane-
ous movements.
2.6.7.5 The TINs used in a station can be reused on other stations.
2.6.7.6 Loco TCAS unit shall be able to self-deduce the change in its TIN whenever it
changes the TIN section.
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2.6.7.7 There shall be no case of assignment or deduction of wrong TIN by Loco
TCAS unit on reading the RFID tag.
2.6.8 Radio Communication Arrangement
2.6.8.1 Station/ IBS/ Gate TCAS unit as well as Loco TCAS unit shall have hot
standby radio for higher availability.
2.6.8.2 Initiating a Radio Communication 2.6.8.2.1 The Loco TCAS unit shall commence transmission of the Radio message
packet to Stationary TCAS unit:
a) If it enters TCAS territory by reading Signal / Signal Approach/ Normal /
TIN Discrimination RFID tag.
b) In this packet (prior to determination of the direction), it shall send Abso-
lute location and TIN as zero along with the last Signal / Signal Ap-
proach/ Normal / TIN Discrimination RFID tag read.
2.6.8.2.2 After establishing the direction, Loco TCAS unit shall commence transmis-
sion of absolute location and TIN as per the direction on the basis of data read
from RFID Tag.
2.6.8.2.3 The Stationary TCAS unit shall transmit the Radio message packet to Loco
TCAS unit, :
a)2.6.8.2.3 Iif it receives the radio packet from Loco TCAS unit with valid absolute location
and direction.
2.6.8.3 Terminating a Radio Communication
6.8.3.1 2.6.8.3.1 Stationary TCAS shall stop communication with Loco TCAS unit,
when one of the following condition occurs.
a) When the Loco moves beyond the Last Stop Signal of the Stationary
TCAS Unit as per boundary configured (typically 1.5km from Last
Stop Signal of Stationary TCAS)
b) If the direction is invalid in Standby or SR mode.
c) No radio packet is received from Loco TCAS for more than 60 cycles
(Configurable).
2.6.8.4 The radio frame cycle refresh rate shall be 2 2seconds for Stationary TCAS
unit.
2.6.8.5 If a packet having source frame number prior to that of any other packets pro-
cessed by a TCAS unit, the same shall be discarded by the TCAS unit for the
purpose of operation. However, such packet shall be forwarded to NMS by
Stationary TCAS unit.
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2.6.8.6 The manual SoS and Side Collision messages shall be transmitted by Loco
TCAS unit as and when required, on frequency (f0).
2.6.8.7 Loco TCAS unit while transmitting on frequency f0 shall not interfere with
transmission of Stationary TCAS units.
2.6.8.8 Whenever Loco TCAS unit establishes communication with a new Stationary
unit for the first time, it shall do so by Random Access Method within the
time slots reserved for this purpose on frequency f0.
2.6.8.9 Once, Loco TCAS unit receives regular packet from Stationary TCAS unit,
Loco TCAS unit shall continue further transmission in the frequency channel
and time slot as specified in the Access Authority packet sent by Stationary
TCAS unit.
2.6.8.10 In case there is no gap between Communication Mandatory Zones of two ad-
jacent Stationary Interlockings, there shall have to be overlapping zone in
which Loco TCAS Unit would receive messages from both the Stationary
TCAS Units. On receiving Access Authority from Stationary TCAS Unit on
approach, Loco TCAS Unit shall relinquish communication with preceding
Stationary TCAS Unit and start communication with approaching Stationary
TCAS Unit.
2.6.8.11 Refer Annexure-3 for multiple Access scheme and Radio Communication
protocol. Please refer Radio Security & Key Management section for further
details.
2.6.9 Connectivity of Stationary TCAS unit with interlocking.
2.6.9.1 Stationary TCAS unit shall be capable of taking potential free inputs from in-
terlocking through double cutting arrangement. It shall be capable of taking
minimum 64256 inputs. (expandable up to 256 inputs either There shall be
provision for expansion by providing additional Input/O cards or by cascading
multiple Station/ IBS/ Gate unitRemote Interface Units).
2.6.9.2 Field inputs required to be connected with each stationary TCAS units shall
be specified by the purchaser Rrailway. Based on this, the requisite number of
Vital Input cards shall be supplied with each stationary TCAS.
2.6.9.3 When Stationary TCAS interfaces with EI directly, there is no need of Vital
Input Cards. However, a minimum of two vital input cards shall be supplied
along with each such stationary TCAS for connecting other hardwired field
inputs.
2.6.9.4 The status of track circuits nominated for computing train length measurement
shall be read through Vital Input Cards only. If these relay status are read
through Remote Interface Units, the delays are to be accounted for by the Sta-
tionary TCAS.
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2.6.9.12.6.9.5 The capacity of Stationary TCAS shall be restricted to 70% of its “Design
Capacity” in terms of number of inputs, number of routes and number of
trains (whichever is lower) that can be handled, to avoid undesired behaviour
of TCAS when its operation reaches beyond design capacity.
2.6.9.22.6.9.6 The break status of potential free contact shall indicate absence of input.
2.6.9.32.6.9.7 Signal aspect status, position of points, berthing track circuit status, status of
track circuits nominated for computing train length, status of block instrument
Line Closed condition shall be interfaced to Stationary TCAS unit input
through potential free contacts.
2.6.9.8 IBS & Gate unit shall not require inputs for point position, track circuits nom-
inated for computing train length & berthing track circuit status. Gate unit
shall not require input for status of block instrument Line Closed condition.
2.6.9.42.6.9.9 The movement authority shall be held by stationary TCAS for a period of 2 second (minimum) to 5 seconds (maximum) in case of flickering of signal. Further a provi-
sion to adjust this duration in multiples of 100 m sec is to be made available.
2.6.10 Frame Offset calculation in Stationary Radio Communication Packet
2.6.10.1 This clause describes how stationary TCAS unit prepares the “frame offset”
field in its radio communication packet.
2.6.10.2 Stationary TCAS unit calculates the frame offset based on the frame number
received in the Loco TCAS packet.
2.6.10.3 Frame offset = Stationary TCAS frame number – Loco TCAS frame number
(received in the last radio packet).
2.6.10.4 Depending on the Time slots allocated for Stationary and Loco TCAS units as
per the multiple access protocol, frame offset will be zero or one.
2.6.10.5 Case 1: Frame Offset = Zero When Stationary TCAS processes the Loco TCAS packet before its time slot,
frame offset will be Zero. In this case Loco TCAS Time slot shall be before
150-200 ms of Stationary TCAS time slot. The following figure shows the
scenario for frame offset Zero.
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2.6.10.6 Case 2: Frame Offset = One
When Stationary TCAS processes the Loco TCAS packet after its time slot or less
than 150-200m sec before its time slot, frame offset will become one. The following
two figures show the scenario for frame offset one.
2.6.10.7 Case 2(a) : Loco TCAS Packet received after Stationary TCAS unit Time
Slot
Note: 150ms-200 m sec time is specified to complete the Inter processor communica-
tion.The packet will be accepted as valid packet if atleast two processors recieve the
same packet.
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Case 2 (b) : Loco TCAS packet received within 150ms-200ms prior to the Station-
ary TCAS time slot
2.7 Other Requirements
2.7.1 The protection related to Head-on Collision Prevention, Rear-end Collision Pre-
vention, Side Collision Prevention, Manual SoS are not failsafe. Moreover, the
related protection might get affected in vicinity of Adjustment tags also.
2.7.2 All the messages displayed on Loco Pilot’s and Station Master’s OCIP shall be
logged in respective Event logger along with date, time and other corresponding
information.
2.7.3 The Loco unit shall have capability to be interfaced with two OCIPs, if required,
in locomotives having two driving cabs or two driving positions in the same
cab. When provided in same cab, except the buttons for SoS Generation, all oth-
er functionality of other LP-OCIP i.e., of non-driving position shall get disabled
automatically. When provided in other cab, all functionality of other LP-OCIP
i.e., of other cab shall get disabled automatically.
2.7.4 Loco TCAS unit and Stationary TCAS unit shall also have GSM/LTE interface
for transfer of faults to Network Management System directly in addition to
other communication link between Loco TCAS & Stationary TCAS units and
between Stationary unit & Network Management System.
2.7.5 In case of more than one situations/ scenarios existing at the same time, the Lo-
co unit shall take action as per the most restrictive situation/ scenario.
2.7.6 The Loco unit shall make speed profile/ brake curve for different situations
based on movement authority, speed restriction and other information as re-
ceived from Stationary unit or Loco unit.
2.7.7 Loco unit shall take action as per the most restricted speed profile/ brake curve
at any point of time.
2.7.8 In case Static Speed Profile available is less than 3000m or Movement Authori-
ty, whichever is less, Loco TCAS Unit would exit from Full Supervision Mode
to Limited Supervision Mode. Loco TCAS shall retain the profile IDs and SSP
of current route in case of communication time-out, till such time latest infor-
mation is received from Stationary TCAS.
2.7.9 Wherever Stationary TCAS unit is referred in this document, it shall mean Sta-
tion or IBS or Gate unit.
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2.7.10 Once a situation is detected by Loco unit based on the information received by
it, which warrants application of brake & further update of information is not
available, the action for brake application shall be initiated or continued if al-
ready initiated as per the brake curve at the time receipt of last information. Fur-
ther update of brake curve shall be done only after start of receipt of further in-
formation.
2.7.11 RFID tag sequence (shall include Gate tags if available) received from Station-
ary TCAS shall be verified for their availability and send the information to
NMS over GSM/LTE in case of missing tags.
2.7.102.7.12 RFID tag sequence received from Stationary TCAS shall be vali-
dated by Loco TCAS and Loco TCAS shall apply brakes in case of reading an
unexpected tag (except for gate tags). In case of Tag missing, the brakes shall
not be applied
2.7.11 unexpected tag (except for gate tags). In case of Tag missing, the
brakes shall not be applied.
2.8 Logging of events
2.8.1 Logging of events shall be done with date, time and location stamp.
2.8.2 Time reference for the entire TCAS network should be synchronized. Logging
shall be done every two seconds. In addition, logging shall also be done based
on occurrence of certain events.
2.8.3 Following events related to dangerous situations shall be logged along
with date, time and location stamp in all TCAS units.
a) Signal Passing at Danger
b) Head On Collision
c) Rear End Collision
d) All SoS messages
e) Train Trip
f) Side Collision
g) Loco Pilot Alert Messages on DMI
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2.8.4 Following events of failures/abnormal/ Specific conditions and their re-
covery shall be logged along with date, time and location stamp in rele-
vant TCAS unit.
a) Failure of System to indicate the location.
b) Communication failure of Loco units
c) Input failures wherever applicable
d) Failure of TCAS unit due to any reason shall be logged in Network Man-
agement System
e) Brake interface unit isolation
f) All types of Brake application actuated by TCAS unit with duration,
speed & distance measurements
g) Restart of TCAS unit due to any reason
h) All failure messages
i) Non-Leading Mode
j) Train Length Assignment/measurement
k) Mode Transition
l) MBT
m) Every RFID tag
2.8.5 Following information shall be logged every two seconds or based on
occurrence of certain events:
2.8.5.1 In Loco unit data logger:
a) Date
b) Time
c) Loco ID
d) Speed
e) Absolute Location
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f) Train movement direction (Nominal/Reverse)
g) Location of last RFID tag passed
h) TIN
i) Type of Brake application
j) System faults, if any
2.8.5.2 In Station/ IBS/ Gate unit data logger:
a) Date
b) Time
c) Loco radio packets received
d) Status of all signalling inputs
e) Signalling information packets sent
f) Station emergency message (SoS)
g) System faults, if any
2.8.5.3 The detail working of For Remote Interface Unit (RIU) in Automatic Section
is described in , refer Annexure-10.
2.8.6 Following events shall trigger the logging:
2.8.6.1 In Loco unit data logger:
a) Update of Movement Authority
b) Initiation of brake application.
c) Change of type of braking application.
d) Removal of brake application.
e) Change in TCAS Mode.
f) Acknowledgement by loco pilot
g) SPAD
h) Passing of RFID Tag.
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i) Change in TIN.
j) 1 RFID tag missing out of 2.
k) Both (duplicated) RFID tags missing (only for Normal tags)
l) Data mismatch between duplicated RFID tags.
m) Change in Signal Aspect.
n) Passing of signal.
o) Transmission of emergency messages.
p) Reception of emergency messages.
2.8.6.2 In Station/ IBS/ Gate unit data logger:
a) Entry of new train.
b) Change in input to station unit from interlocking.
c) Emergency messages received from Loco unit.
d) Transmission of emergency messages generated by station.
2.8.7 The logged data shall be displayed through the user friendly GUI.
2.8.8 The fetching of data should be password protected.
2.8.9 TCAS equipment should record information to an accuracy which shall
enable a clear view of the way in which loco has been driven so as to
reconstruct a certain situation (accident, equipment performance and
Loco Pilot’s action).
2.8.10 The data logger, as individual, shall have Safety Integrity Level of SIL-2
as per CENELEC or equivalent standards.
2.8.11 It shall be possible to download and reconstruct the recorded data on a
portable PC.
2.8.12 Event logger of Stationary TCAS shall ensure that all the packets gener-
ated within last 24 hours (minimum) are transmitted to NMS after the
restoration of link failure in FIFO. The speed of sending this data shall
be adaptive. Priority shall be given for sending current data. SMS shall
not be generated by NMS based on this data.
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2.8.13 Event logger of Loco TCAS shall ensure that all the packets generated
within last 24 hours (minimum) are transmitted to NMS (When LTE is
available) after the restoration of link failure in FIFO. The speed of
sending this data shall be adaptive. Priority shall be given for sending
current data. SMS shall not be generated by NMS based on this data.
2.8.14 Whenever, there is prolonged failure for more than 24 hours, the NMS
packets of Stationary TCAS shall be sent through separate modem link.
2.1.2
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2.9 Definition of the modes
This section defines the modes of the Loco TCAS System. Annexure-1 explains
about Modes, Loco TCAS functions during each mode and transitions between
modes. This Annexure also describes how the received information is filtered and
handled with respect to modes.
2.9.1 List of the modes:
Stand-By (SB)
Staff Responsible (SR)
Limited Supervision (LS)
Full Supervision (FS)
Override (OV)
On Sight (OS)
Trip (TR)
Post Trip (PT)
Non Leading (NL)
Reverse (RV)
Shunt (SH)
Non Leading (NL)
System Failure (SF)
Isolation (IS)
2.9.1.1 Stand-By Mode
Description
2.9.1.1.1 The Stand-By mode is a default mode and cannot be selected by the loco pilot
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2.9.1.1.2 It is in the Stand-By mode that the Loco TCAS unit awakes.
2.9.1.1.3 In Stand-By mode, the desk of the engine can be opened or closed. No interac-
tion between TCAS and loco pilot shall be possible as long as the desk is
closed, except for isolation of the Loco TCAS unit.
2.9.1.1.4 The Loco TCAS unit shall perform the Standstill Supervision.
Responsibilities
2.1.2.1.12.9.1.1.5 The Loco TCAS unit is responsible for maintaining the Loco/train
at standstill.
2.9.1.1.6 The loco pilot cannot move the train in this mode.
2.1.2.22.9.1.2 Staff Responsible Mode
Description
2.1.2.2.12.9.1.2.1 The Staff Responsible mode allows the loco pilotto move the
train under his own responsibility in TCAS territory.
2.1.2.2.22.9.1.2.2 This mode is used when the system does not have the requisite
route information.
2.1.2.2.32.9.1.2.3 The Loco TCAS unit shall supervise train movements against:
a ceiling speed: maximum permissible speed for loco/train
Head on & rear end collisions prevention, if TIN, direction and
absolute locationinformation is available
SoS generation and emergency stop in case SoS is received if TIN,
direction and absolute location information is available
2.9.1.2.4 In case of new train formation, the loco TCAS shall continue in Staff Respon-
sible Mode till one stop signal is crossed at OFF aspect.
2.1.2.2.42.9.1.2.4.1 If direction and MA is available, loco TCAS shall transit to LS
Mode. No signal aspect to be displayed till one stop signal is crossed at OFF
aspect(when track side signals are available). SPAD prevention shall be
done.In
2.1.2.2.52.9.1.2.5 Note: Since the gradient is unknown, the supervision of the brak-
ing curves in Staff Responsible mode does not ensure that the train will stop at
the given distance.
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2.1.2.2.62.9.1.2.6 The Loco TCAS unit shall display the train speed, permitted
speed, target speed and target distance. If MA is received from Stationary
TCAS unit, the Loco TCAS exits from this mode.
Responsibilities
2.1.2.2.72.9.1.2.7 The Loco TCAS unit supervises a ceiling speed without distance
limit.
2.1.2.2.82.9.1.2.8 The loco pilot should respect the existing line-side information
(signals, speed boards etc.) in this mode.
2.1.2.32.9.1.3 Limited Supervision Mode
Description
2.1.2.3.12.9.1.3.1 The Limited Supervision mode enables the train to be operated
when Loco TCAS unit has Movement Authority but other trackside infor-
mation as required for Full Supervision Mode is not fully available.
2.1.2.3.22.9.1.3.2 In case Static Profile available is less than 3000m or Movement
Authority (whichever is less), Loco TCAS Unit would exit from Full Supervi-
sion Mode to Limited Supervision Mode.
2.1.2.3.32.9.1.3.3 Limited supervision cannot be selected by the loco pilot, but shall
be entered automatically when radio packet is received from Stationary TCAS
or after getting the static speed profile from Staff Responsible mode.
2.1.2.3.42.9.1.3.4 The Loco TCAS unit shall supervise train movements against a
dynamic speed profile.
2.1.2.3.52.9.1.3.5 The Loco TCAS unit shall display the train speed. If the permit-
ted speed is lower than the sectional speed limit and the maximum train speed,
the permitted speed and the target speed shall be indicated.
Responsibilities
2.1.2.3.62.9.1.3.6 The Loco TCAS is responsible for supervision of the train speed
and section speed, if available.
2.1.2.3.72.9.1.3.7 The loco pilot must observe the existing line-side information
(signals, speed boards etc.).
2.1.2.42.9.1.4 Full Supervision Mode
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Description
2.1.2.4.12.9.1.4.1 The Loco TCAS unit shall be in the Full Supervision mode when all train
and track data including static speed profile and gradient information up to
3000m or Movement Authority (whichever is less), which is required for a
complete supervision of the train, is available and in case of new train for-
mation, train has passed at least one stop signal in OFF condition.
2.1.2.4.22.9.1.4.2 Full Supervision mode cannot be selected by the loco pilot, but shall be
entered automatically when all necessary conditions are fulfilled.
2.1.2.4.32.9.1.4.3 SSP and gradient are required to be available from the FRONT REAR
END of the train for Full Supervision mode.
2.1.2.4.42.9.1.4.4 The Loco TCAS unit shall supervise train movements against a dynamic
speed profile.
2.9.1.4.5 The Loco TCAS unit shall display the train speed, the permitted speed, the target
distance and the target speed to the loco pilot
2.1.2.4.5
Responsibilities
2.1.2.4.62.9.1.4.6 The Loco TCAS unit is fully responsible for the train.
2.1.2.52.9.1.5 Override Mode
Description
2.1.2.5.12.9.1.5.1 The Override mode enables the train to pass the signal at danger.
2.1.2.5.22.9.1.5.2 Override mode shall be selected by the loco pilot when the train is
at stand still.
2.1.2.5.32.9.1.5.3 Loco TCAS unit shall enter to override mode, if Movement Au-
thority is less than 200m & commanded by Loco pilot.
2.1.2.5.42.9.1.5.4 The Loco TCAS unit shall display the train speed to the loco pilot
in this mode.
Responsibilities
2.1.2.5.52.9.1.5.5 Loco TCAS unit supervises speed of 15kmph (configurable) in
Override mode.
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2.1.2.5.62.9.1.5.6 Loco Pilot shall cross the signal within override timeout (De-
fault: 240 s)
2.9.1.5.7 The loco pilot is responsible for checking the track occupancy in this mode when
moving the train, because the track may be occupied in this mode.
2.1.2.5.7
2.1.2.62.9.1.6 On Sight Mode
Description
2.1.2.6.12.9.1.6.1 The On Sight mode enables the train to enter into a track section
that could be already occupied by another train.
2.1.2.6.22.9.1.6.2 On Sight mode cannot be selected by the loco pilot, but shall be
entered automatically when all necessary conditions as per the mode transition
table are fulfilled.
2.1.2.6.32.9.1.6.3 The Loco TCAS unit shall supervise train movements against a
dynamic speed profile.
2.9.1.6.4 The Loco TCAS unit shall display the train speed to the loco pilot.
2.9.1.6.5 The Loco TCAS shall enter into this mode after passing Calling on at ON.
2.9.1.6.6 The TCAS shall detect collisions in On Sight Mode.
2.9.1.6.7 If the next signal is also at ON, the loco shall continue in OS mode and ask
for an acknowledgement after the signal foot tag passed. If the loco pilot does
not acknowledge the same, the brake shall be applied.
2.9.1.6.8 The signal aspect, marker and description (if available) shall be linked only
within 100m and no TCAS functional loco is available between the Loco
TCAS and the approaching signal.
2.9.1.6.9 If the signal is passed at ‘OFF’, then the Loco TCAS shall transit to Full Su-
pervision mode, after reading signal foot tag or within 50m in case of missing
signal foot tag. Stationary TCAS shall not withdraw already conveyed MA for
six seconds to tolerate these transitions
2.1.2.6.4 After reading signal foot tag or within 50m in case of missing
signal foot tag. Stationary TCAS shall not withdraw already conveyed MA for
six seconds to tolerate these transitions.
Responsibilities
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2.1.2.6.52.9.1.6.10 Loco TCAS unit supervises on sight mode speed (3015 kmph,
configurable).
2.1.2.6.62.9.1.6.11 The loco pilot is responsible for checking the track occupancy
when moving the train, because the track may be occupied.
2.1.2.72.9.1.7 Trip Mode
Description
2.1.2.7.12.9.1.7.1 Application of emergency brakes and train trip are two different
things. For example, exceeding the permitted speed leads to application of the
emergency brakes, but as long as the train does not pass the EOA, it is not a
train trip.
2.1.2.7.22.9.1.7.2 The Loco TCAS unit shall command the emergency brakes if the
train is not stationary.
2.1.2.7.3 The Loco TCAS unit shall indicate to the loco pilot the reason of the train trip.
2.1.2.7.42.9.1.7.3 The Loco TCAS unit shall request an acknowledgement from the
loco pilot once train is at standstill (to allow the loco pilot to acknowledge the
train trip). This acknowledgement is mandatory to exit from Trip mode.
2.1.2.7.52.9.1.7.4 Closing the desk while being in Trip mode will not cause a mode
change including standby mode but no interaction with the loco pilot shall be
possible as long as the desk is closed, except isolation of the TCAS on-board
equipment.
Responsibilities
2.1.2.7.62.9.1.7.5 The Loco TCAS unit is responsible for stopping the train and for
maintaining the train at standstill.
2.1.2.7.72.9.1.7.6 The loco pilot has no responsibility for train movements.
2.1.2.82.9.1.8 Post Trip Mode
Description
2.1.2.8.12.9.1.8.1 The Post Trip mode shall be entered immediately after the loco pilot
acknowledges the trip mode.
2.1.2.8.22.9.1.8.2 On entering into post trip mode, the Loco TCAS unit shall release the
command of the emergency brake.
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2.1.2.8.32.9.1.8.3 Loco/Train shall be allowed to move forward at a permitted speed of
15kmph(configurable)
2.9.1.8.4 The Loco TCAS shall exit from the Post Trip Mode when the approaching Stop
Signal is crossed at OFF or a predefined distance (Default: 250m) is trav-
elled..
2.1.2.8.42.9.1.8.5 In case, Loco Pilot wants to back the train, Loco Pilot shall select Re-
verse Mode after selecting the Post Trip Mode.
2.9.1.8.6 Responsibilities
2.1.2.8.52.9.1.8.7 The Loco TCAS unit is responsible for supervising the speed of the train.
2.1.2.92.9.1.9 Reverse Mode
Description
2.1.2.9.12.9.1.9.1 The Reverse mode allows the loco pilot to change the direction of
movement of the train and drive from the same cab, i.e. the train orientation
remains unchanged.
2.1.2.9.22.9.1.9.2 The Loco TCAS unit shall supervise train movements against a
ceiling speed (Reverse mode speed limit configurable, Default: 15 30 kmph),
configurable distance (Default: 500m) and configurable time out (Default:
300s) for which reverse movement is allowed.
2.1.2.9.32.9.1.9.3 The Loco TCAS unit shall display the train speed and the permit-
ted speed.
2.1.2.9.42.9.1.9.4 The position reports sent when in reverse mode shall refer to the
location of the driving cab (as before reversing).
2.9.1.9.5 In Reverse mode, the "normally allowed movement" is backwards, and hence the
Reverse Movement Protection avoids the train running in forward direction
when in this mode. In Reverse mode, if the Loco Pilot changes the direction
of the movement of the train from Reverse to Forward, the Loco TCAS exits
from the Reverse mode and enters into SR/LS/FS Mode based on the condi-
tions prescribed in Mode transition table.
2.9.1.9.6 Reverse Mode movement is permitted only on same TIN like, berthing tracks,
block section to reverse the Loco/train in unusual circumstances.
2.9.1.9.7 The Stationary TCAS shall generate SoS when the Loco TCAS is in a berth-
ing track passes over Signal Foot Tag in Reverse Mode. For this purpose,
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train length shall be taken into consideration. In such case, Loco TCAS shall
exit from Reverse Mode. Loco TCAS shall display “Loco/Train is in Fouling
Zone, Normalize the reverser”
2.1.2.9.52.9.1.9.8 If the Loco TCAS is in Block Section and is to be reversed in un-
usual circumstances, there shall not be any timeout, distance limitation and
TIN validation. Only reverse mode speed limit and Collision scenarios shall
be validated. Train length in reverse direction shall be considered appropriate-
ly while validating Collision Scenarios.
Responsibilities
2.1.2.9.62.9.1.9.9 The Loco TCAS unit supervises a ceiling speed in reverse direc-
tion.
2.1.2.102.9.1.10 Shunt Mode
Description
2.1.2.10.12.9.1.10.1 The purpose of the Shunt mode is to enable shunting move-
ments. In Shunt mode, The Loco TCAS unit supervises the
train movements against the shunt mode speed limit (15
kmph, configurable).
2.1.2.10.22.9.1.10.2 The Loco TCAS unit shall perform the Train Position function.
2.1.2.10.32.9.1.10.3 Shunt mode shall be selected by the loco pilot and is only ac-
cepted when the train is at standstill.
2.1.2.10.42.9.1.10.4 In Shunt mode the train is only partially supervised, therefore
it is necessary that the loco pilot takes the responsibility.
2.1.2.10.52.9.1.10.5 The Loco TCAS unit shall display the train speed and the
permitted speed.
2.9.1.10.6 Responsibilities
2.1.2.10.62.9.1.10.7 The Loco TCAS unit is responsible for the supervision of the
shunting mode speed limit.
2.1.2.10.72.9.1.10.8 The loco pilot is responsible for shunting as prescribed in
Station Working Rules and General and Subsidiary Rules.
2.9.1.10.9 Stationary TCAS shall generate SoS, it the train crosses the Block Sec-
tion Limit without shunting key.
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2.1.2.10.82.9.1.10.10 Stationary TCAS shall facilitate Block back and Block forward
operation.
2.1.2.11 Non Leading Mode
Description
2.1.2.11.1 The Non-Leading mode is defined to manage the Loco TCAS unit of a slave
engine that is either electrically coupled to the leading engine (remote con-
trolled) or NOT electrically coupled to the leading engine (not remote con-
trolled)
2.1.2.11.2 The Loco TCAS unit requires a “non-leading input signal" from the train in-
terface to enter into Non Leading mode.
2.1.2.11.3 If the “non-leading input signal" from the train interface is no longer present,
the Loco TCAS will enter in to Stand-By mode if the train is at standstill.
2.1.2.11.4 The Loco TCAS unit shall not perform any train movement supervision in
Non-Leading mode.
2.1.2.11.5 The train must not be stopped due to a safety critical fault in non-leading
mode. The Loco TCAS unit shall therefore try to memorize the occurrence of
such fault(s), which shall be handled when the Loco TCAS unit leaves Non
Leading mode.
2.1.2.11.6 The Loco TCAS unit shall display the train speed to the loco pilot.
2.1.2.11.7 Loco TCAS Unit shall attempt to transmit an Onboard-to-Stationary Radio
Packet at a periodicity of not less than 02 minute on encountering any tag
(excluding LC Gate Tag) in one of the randomly selected access timeslots
merely to indicate the Loco TCAS mode to NMS through Stationary
TCAS Unit.
2.1.2.11.8 The supervision of RFID tag linking consistency shall not be performed in
Non Leading mode.
2.1.2.11.9 In case of RFID tag message consistency error, the Loco TCAS unit shall not
command the service brake.
Responsibilities
2.1.2.11.10 The Loco TCAS unit of an engine in Non-leading mode has no responsibility
for the train protection.
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2.1.2.11.11 The leading engine is responsible for the movement of the train. It is then the
Loco TCAS unit of the leading engine that is fully/partially/not responsible
for the train protection, with respect to its mode.
2.1.2.122.9.1.11 System Failure Mode
Description
2.1.2.12.12.9.1.11.1 The Loco TCAS unit shall switch to the System Failure mode in
case of a fault, which affects the functioning of Loco TCAS.
2.1.2.12.22.9.1.11.2 The Loco TCAS unit shall permanently command the Emergency
Brakes.
Responsibilities
2.1.2.12.32.9.1.11.3 The Loco TCAS unit is responsible for commanding the Emer-
gency Brakes.
2.1.2.12.42.9.1.11.4 No responsibility of the loco pilot.
2.1.2.132.9.1.12 Isolation Mode
Description
2.1.2.13.19.1.12.1 In Isolation mode, the Loco TCAS unit shall be physically
isolated from the brakes..
2.1.2.13.22.9.1.12.1 There shall be a clear indication to the loco pilot that the Loco
TCAS unit equipment is isolated.
2.1.2.13.32.9.1.12.2 To leave Isolation mode, procedure described in Loco TCAS op-
erating manual shall be followed.. This procedure shall ensure that the Loco
TCAS unit is only put back into service when it has been proven that this is
safe for operation.
Responsibilities
2.1.2.13.42.9.1.12.3 Isolation of the Loco TCAS unit is performed by the loco pilot
under his complete responsibility.
2.1.2.13.52.9.1.12.4 Once the Loco TCAS unit is isolated, the Loco TCAS unit has no
more responsibility.
2.10 Environmental Requirements
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2.10.1 TCAS equipment shall withstand the following environmental tests, except
for BIU, as per the specifications mentioned in relevant clauses of
RDSO/SPN/144/2006 or latest as applicable. BIU shall be tested as per
standards of Motive Power/ Traction Directorates of RDSO.
Sr. Test Type Equipment Condi-
tion Severity Specification
1
Dry heat test
(Operation) Operating
For functional trials: Temp.
70 ºC
Duration: 16 hrs. IS: 9000 Pt. III
Section: V Dry heat test
(Storage) Non-operating
Temp. 75ºC
Duration: 16 hrs.
2 Cold Test
(Operation) Operating
Temp. –10ºC +/- 30C, Dura-
tion: 2
hrs. IS: 9000, Pt. II
3
Rapid varia-
tion
temperature
test
Operating
-10 to +70ºC, Duration: 7 hrs
at each temperature.
Rate of change: 1ºC per
minute.
No. of cycle: 03
IS: 9000 Pt. XIV
Section: II
4
Damp heat
test
(stor-
age)(steady
state storage)
Operating RH 95% @ 40ºC
Duration = 4 days IS: 9000 Pt. IV
5 Damp heat
test
(Cyclic)
Operating
RH 95% @ 40ºC (high) ,
25ºC (low)
Duration: 12 + 12 = 24 hrs
cyclic
No. of cycles = 6
IS: 9000 Pt. V
Section-II
6 Bump Test
(Package) Non-operating
40g peak, 4000 bumps per
axis
Duration: 6 milliseconds
No. of axes: 03
IS: 9000 Pt. VII
Section II
7
Mechanical
Shock
Stationary and
Loco unit
Power off
Condition
11 millisecond (half sign
pulse),
20g peak.
IS: 9000 Pt. VII
Section-I
8
Vibration test
(i) Loco unit Non-operating
5 Hz to 150 Hz
Acceleration A: 3g
20 sweep cycles on 3 axes IS: 9001 Pt. XIII
(ii) Stationary
unit Non-operating
5 Hz to 35 Hz
Acceleration A: 2g
20 sweep cycles on 3 axes
9 Salt Mist test Non-operating
Salt: 2hrs, Mist: 7 days
35(+/- )3ºC, RH: 95%
No. of cycles: 03
IS: 9000 Pt. XI
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10 Dust test Non-operating
(1 hour only) As per IS: 9000 Pt. XII IS: 9000 Pt. XII
2.10.2 Other type tests:
2.10.2.1 Variation and interruption of voltage supply (Class : S2) to equipment
tests as per clause 3.1.1.1 and 3.1.1.2 of IEC 60571 -1998 or relevant
clause of latest amendment / issue.
2.10.2.2 Supply over-voltage and surges tests as per clause 10.2.6 of IEC 60571 -
1998 or relevant clause of latest amendment / issue. Electrostatic discharge
tests shall be carried out as per Clause 9.4.1 of RDSO/SPN/144/2006 or
relevant clause of latest amendment.
2.10.2.3 Transient burst and susceptibility test as per clause 10.2.7 of IEC 60571-
1998 or relevant clause of latest amendment / issue.
2.10.2.4 Radio interference test as per clause 10.2.8 of IEC 60571-1998 or relevant
clause of latest amendment / issue.
2.10.2.5 Insulation test as per clause 10.2.9 of IEC 60571 -1998 or relevant clause
of latest amendment / issue.
2.11 Documents to be submitted by the supplier
2.11.1 The manufacturer shall, as a minimum, submit followings hardware and
software design documentation.
2.11.1.1 System Requirement specification
2.11.1.2 Failure mode effect analysis (FMEA)
2.11.1.3 Data modification (User Configuration) manual
2.11.1.4 Operating manual
2.11.1.5 Maintenance manual
2.11.2 The estimated Mean Time Between Failures (MTBF) & Mean Time Be-
tween Wrong Side Failures (MTBWSF) figures for each sub-system &
each complete TCAS unit shall be submitted. The MTBF of Station /
IBS/ Mid section Interlocked LC Gate units (excluding radio modems,
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GPS, GSM modems) shall be minimum 60,000 Hrs. MTBF for Loco
TCAS unit (excluding RFID reader, Radio modems, GPS and GSM
modems) shall be minimum 40,000 Hrs. MTBF of RFID reader as well
as RFID tag, Radio Modems, GPS and GSM modems shall be mini-
mum 1,00,000 Hrs.
2.11.3
The operational availability in terms of successful trips (trips without spurious
braking, Track Identification failures, etc.) out of total train trips shall not be
less than 988.5% on weekly basis.
The complete details of interface com-
munication protocols with packet structure & encryption shall be sub-
mitted.
2.1.32.11.4 The operational availability (without spurious braking, Track Iden-tification failures, etc.) shall be calculated by RAMS Manager of the firm. This data shall be analysed for periodically (monthly basis) for the entire life cycle of the system. Monthly reports shall be for-warded to RDSO.
2.12 Verification and Validation (V&V) document
2.12.1 The manufacturer shall provide report containing verification and validation doc-
uments approved from accredited validation agency except for NMS. and Key
Management System. Key Management System need not be developed by pro-
spective TCAS vendors.
2.12.2 The test procedure shall be based on system design. The methodologies to be
adopted for various tests shall be decided taking into account the system design /
configuration and shall be submitted to RDSO.
2.12.3 Verification & Validation of the software and hardware shall be done by inde-
pendent safety assessor (ISA) as per Safety Integrity Level – 4 (SIL-4) of
CENELEC standards or equivalent standards.
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2.12.4 For Network Management Monitoring System and Key Management System,
independent V&V team of OEM shall check and documentation to this effect
shall be submitted to RDSO.
2.12.42.12.5 Network Monitoring System and Temporary Speed Restrictions Manage-
ment System are not included in TCAS specification. However, the Packet struc-
ture for interfacing TCAS-NMS and TCAS-TSRMS are part of TCAS specifica-
tion.
2.13 Tests and Verification
2.13.1 The following sequence of tests shall be conducted:
2.13.1.1 Routine Tests
2.13.1.2 Type Tests
2.13.1.3 Acceptance Test
2.13.1.4 System Acceptance Tests
2.13.1.5 Interoperability Tests.
2.13.1.52.13.1.6 Field Trials.
2.13.2 Routine Tests 2.13.2.1 Following shall comprise the routine tests and shall be conducted by manufacturer on
each equipment and the test results shall be submitted to the inspection authority before
inspection. The validation report of application data in proper format shall also be sub-
mitted to the inspection authority in advance:
2.13.2.1.1 Visual inspection
2.13.2.1.2 Insulation Resistance tests.
2.13.2.1.3 Applied high voltage tests.
2.13.2.1.4 Card level/ module level check.
2.13.2.1.5 Card-level functional tests on all the cards.
2.13.2.1.6 System level functional tests / Performance Test.
2.13.2.1.7 System diagnostic tests.
2.13.2.1.8 Environmental stress screening test.
2.13.3 Acceptance Tests 2.13.3.1 The acceptance tests are carried out as per sampling plan on the lot offered for inspec-
tion. The following tests shall comprise acceptance tests :
2.13.3.1.1 Visual inspection
2.13.3.1.2 Insulation Resistance tests
2.13.3.1.3 Applied high voltage tests
2.13.3.1.4 Card level/ module level check
2.13.3.1.5 Card-level functional tests on all the cards
2.13.3.1.6 System level functional tests/ performance tests
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2.13.3.1.7 System diagnostic tests
2.13.4 Type Tests
2.13.4.1 The following tests shall constitute type tests:
2.13.4.1.1 Visual inspection
2.13.4.1.2 Insulation Resistance tests
2.13.4.1.3 Applied high voltage tests
2.13.4.1.4 Card level/ module level check
2.13.4.1.5 Card-level functional tests one card of each type
2.13.4.1.6 System level functional tests/ performance tests
2.13.4.1.7 Environmental / Climatic tests
2.13.4.1.8 Vibration tests, abrasive environment tests
2.13.4.1.9 System diagnostic tests
2.13.4.2 Integration tests: Integration tests to integrate the various sub-systems of the TCAS and
demonstrate correct operation of all internal and external interfaces
2.13.4.3 Only one each equipment shall be tested for this purpose. The equipment shall success-
fully pass all the type tests for proving conformity with this specification. If the equip-
ment fails in any of the type tests, RDSO may call for another equipment/ card(s) of the
same type and subject it to all tests or to the test(s) in which failure occurred after taking
necessary corrective and preventive action. No failure shall be permitted in the repeat
test(s).
2.1.4 Acceptance Tests 2.1.4.1 The acceptance tests are carried out as per sampling plan on the lot offered for
inspection. The following tests shall comprise acceptance tests :
2.1.4.1.1 Visual inspection
2.1.4.1.2 Insulation Resistance tests
2.1.4.1.3 Applied high voltage tests
2.1.4.1.4 Card level/ module level check
2.1.4.1.5 Card-level functional tests on all the cards
2.1.4.1.6 System level functional tests/ performance tests
2.1.4.1.7 System diagnostic tests
2.1.5 Routine Tests 2.1.5.1 Following shall comprise the routine tests and shall be conducted by manufac-
turer on each equipment and the test results shall be submitted to the inspection authori-
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ty before inspection. The validation report of application data in proper format shall also
be submitted to the inspection authority in advance:
2.1.5.1.1 Visual inspection
2.1.5.1.2 Insulation Resistance tests.
2.1.5.1.3 Applied high voltage tests.
2.1.5.1.4 Card level/ module level check.
2.1.5.1.5 Card-level functional tests on all the cards.
2.1.5.1.6 System level functional tests / Performance Test.
2.1.5.1.7 System diagnostic tests.
2.1.5.1.8 Environmental stress screening test.
2.13.5 System Acceptance Tests 2.13.6 The functional tests shall be carried out to demonstrate in actual field conditions
that the complete TCAS system operates correctly in accordance with the Speci-
fications. The functional tests shall sequence through all required operations to
prove that the system performs in accordance with the Specification and that the
local configuration of data is correct. Where necessary, input conditions shall be
simulated.
2.13.7 Interoperability test : The TCAS system developed by a vendor shall be in-
teroperable with existing vendors. This shall be tested in RDSO lab for commu-
nication between Loco TCAS of applying vendor with Stationary TCAS of exist-
ing vendors and Stationary TCAS of applying vendor with Loco TCAS of exist-
ing vendors.
2.13.8 Field Trials:
i. Before start of passenger field trial for 30 days, the following shall be
submitted to RDSO:-
a) All executive and application data .
b) Braking parameter for a different type loco and various combinations of
load.
ii. Functional test documents duly checked by internal V&V shall be submit-
ted to RDSO.
iii. 10 trips of Light Engine trial with all feature i.e loop line speed control,
SPAD prevention, head on collision, rear end collision etc with “No issue”
with finalised parameters shall be submitted.
iv. The functional test and field trial format will be available in RDSO web-
site.
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v. The operational availability shall be as per applicable clause.
2.13.9 For Approval under developmental Order
i. For approval in Absolute Block Section, the firm has to conduct 30 day passenger
trial on nominated trial section.
ii. inFor Semi high speed upto 160 kmph, the trial shall be conducted in nominated
section with light engine and formation. .
iii. For approval in Automatic Block Section, the firm has to conduct trials for cumu-
lative distance of 5000 Km of loco run and 2500 hrs of RIU operation. After ap-
proval, each firm shall continue to demonstrate reliable performance of RIUs during a
performance monitoring period of an additional 5000 of loco run over 2500 hours.
iv. There shall not be any occurrence of spurious EBs on account of TCAS during
the trial. If there are any such spurious EBs, the firm shall carry out necessary
Corrective action and start the trials afresh.
2.13.10 For Approval
i. 1 million hours operation time, at least 2 years experience with different
equipments including safety analysis, detailed documentation also of
minor changes during operation time. ( ref EN-50129 -2003)
ii. The operation time for the loco , station shall be calculated separately.
2.1.6iii. Firm shall submit the documental evidence through NMS log for
the above.
2.14 Quality Assurance
2.14.1 All materials and workmanship shall be of good quality. Since the quality of the
equipment bears a direct relationship to the manufacturing process and the envi-
ronment under which it is manufactured, the manufacturer shall ensure Quality
Assurance Program of adequate standard.
2.14.2 All test instruments shall be available with the manufacturer.
2.14.3 The manufacturer shall have detailed Quality Assurance Plan to ensure quality of
the product. The manufacturer shall also possess ISO certification for the product.
2.15 Packing
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The equipment shall be so packed that it can withstand bumps and jerks encountered in a
road/ rail journey including handling during its transit.
2.16 Marking
2.16.1 Markings on the equipment shall comply with Clause 12.1 and 12.2 of RDSO
specification RDSO/SPN/144/2006 or relevant clauses of latest amendment.
2.16.2 The words “Indian Railway Property” shall be engraved / embossed on every unit
in letters of 5mm size (minimum) at a conspicuous place.
2.16.3 The anodized name plate shall be firmly attached to every unit and shall show the
following information.
(a) Name of trade mark of the manufacturer.
(b) Serial no. Of the unit.
(c) RDSO specification number.
(d) Name of the equipment.
(e) Operating voltage : 110VDC/72 VDC or as appropriate.
(f) Month and year of manufacture.
2.17 Documentation and Training
2.17.1 Manufacturer shall provide following documents for each equipment,
which constitutes TCAS system
2.17.1.1 Two copies of Manuals of Installation, Operations and Maintenance
for each type of equipment
2.17.1.2 Diagnostics procedure including troubleshooting charts.
2.17.1.3 The procedure to check complete stationary unit, Loco unit in Loco
shed & also inspection.
2.17.1.4 List of equipment to be used for carrying out various tests on Loco &
Stationary unit
2.17.1.5 Detail maintenance schedule & maintenance procedures including
frequency to maintain various TCAS equipment.
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2.17.1.6 List of spares, tool kit etc. to be provided to the user.
2.17.1.7 Adequate training in installation, operation and maintenance practic-
es to be imparted to Railway staff.
2.17.1.8 Pre-installation checklist, pre commissioning checklist and mainte-
nance checklist are also to be submitted.
2.18 Sampling Procedure for Acceptance Test
Visual inspection shall be conducted on all the units offered in a lot.
The modules shall be tested as per the sampling plan given below:
Test De-
scription
IR Test HV
Test
Card /
Module
Level
Check
Card
Level
Func-
tional
Check
System
Level
Func-
tional
Check
System
Diagnos-
tic Test
Loco TCAS
Unit
N/2 N/2 N/2 N N N/2
Stationary
TCAS Unit
N/2 N/2 N/2 N N N/2
RFID Tags - - - N/10 _ _
Network
Manage-
ment Sys-
tem
_ _ _ _ N N
RIU N/2 N/2 N/2 N N N/2
The Brake Interface Unit shall be got checked by directorates of Motive Power/ PS &
EMU depending on the type of locomotives.
2.19 Infringement of Patent Rights.
Indian Railway is not responsible for infringement of Patent rights due to similarity in de-
sign, manufacturing process, use of components used in design, development of manufac-
turing of such equipment and any other factor which may cause dispute.
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Annexure – 1
TCAS
Modes, Transitions & Functions
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A1.1. Mode Transitions Table
Modes Transitions & Function
The indication “n>” means: The condition n must be fulfilled to trigger the transition.
To the mode that is indicated by the arrow “>” or “<”.
Each transition from a given mode receives a priority order (indicated by “-px-”, x is the priority order) to avoid a conflict between the different transi-
tions when they occur at the same time
1. Standby SB
<7
-
p4-
<7
-p4-
<7
-p4-
<7
-p4-
<7
-p4-
<7
-p3-
<7
-p4-
<7
-p4-
<7,56
-p4-
<82
-p3-
<79
-p3-
<80
-p3-
2. Staff Responsible
77,60
>
-p4-
SR
<78,31,
17,30
-p6-
<78,31,
17,30
-p6-
<78,31,1
7,30
-p5-
<78,36,
17,30
-p5-
<78,36,1
7,30
-p5-
<78,31,35,
17,30
-p5-
3. Limited Supervi-
sion
61>
-p4-
75>
-
p6-
LS <76
-p7-
<34
-p6-
<34,83,
84
-p6-
4. Full Supervision 62>
-p4-
72>
-
p5-
73>
-p7- FS
<74
-p7-
<81
-p7-
<81
-p6-
5. Override 63>
-p4-
71>
-p8-
71>
-p8- OV
6. On-Sight 64>
-p4-
86>
-p8-
86>
-p8-
70>
-p8- OS
7. Trip 65>
-p4-
69>
-p5-
69>
-p5- TR
8. Post Trip 66>
-p4-
59>
-p4- PT
9. Reverse 67>
-p4-
58>
-p8-
58>
-p8-
58>
-p7- RV
10 .Shunt
68,57
>
-p4-
56>
-
p7-
56>
-p8-
56>
-p8- SH
11. System Failure 5>
-p2-
5>
-
p2-
5>
-p2-
5>
-p2-
5>
-p2-
5>
-p2-
5>
-p2-
5>
-p2-
5>
-p2-
5>
-p2-
51>
-p2- SF
<52
-p1-
12. Isolation 2>
-p1-
2>
-
p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1-
2>
-p1- IS
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A1.2. Mode Transitions Priority
Priority No. Transition Conditions
1 TCAS is Not Isolated
2 TCAS is Isolated manually
3 Non Leading input is Active
4 Non Leading input is Not Active
5 System Faulty(Interfaces required for TCAS function failed)
6 System Healthy
7 No CAB is Occupied or EB cock is closed.
8 Any one CAB is occupied
9 CAB is changed
10 Train is at standstill
11 Train is Moving
12 New Train Formation
13 No New Train Formation
14 Train configuration Available
15 Train configuration Not Available
16 In TCAS Area
17 Not In TCAS Area(TCAS Territory Exit)
18 In Station Section
19 Not Station section
20 In Communication Mandatory Area
21 Not in Communication Mandatory Area
22 Section Speed Info Available(Including Traffic Direction) upto 3000m or Movement Authority, whichever is less
23 Section Speed Info NOT Available upto 3000m or Movement Authority, whichever is less
24 Valid Radio Packets are receiving(Loco Id match & Frame number valid (Rx Frame no is Present cycle Frame number Or Previous cycle Frame no)
25 Valid Radio packets miss for 15 consecutive cycles
26 Frame Offset is more than 14 in Radio Rx packet
27 Frame Offset is less than 15 in Radio Rx packet
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28 Train Brakes health test is success(Test triggers when New train is formed)
29 Train Traffic Direction Known
30 Train Traffic Direction is Unknown
31 Loco pilot Presses SR Button & [10]
32 Loco pilot Presses Shunt Button
33 Radio Communication is good – ([24] & [27]) & (MA > 0)
34 Radio Communication is Bad – ([25] or [26]) &[20]
35 (500mtrs(configurable) travelled in reverse direction) or (10min((configurable) ) timeout in Reverse mode) or (Reverser moved to Forward Direction)
36 Loco pilot Presses SR Button
37-49 spare
50 [12]&[14]&[32]&[10]&[28]&[8]
51 [4]&[5]&[10]
52 [1]&[5]&[10]
53 [3]&[10]
54 [3]&[6]&[10]
55 [1]&[3]&[10]
56 [10]&[32]
57 [12]&[14]&[32]&[10]&[28]&[8]
58 [10] & Loco pilots request Reverse Mode
59 [10] & Loco pilot Acknowledges Train Trip
60 [8] & [13] & Previous mode is SR mode
61 [8] & [13] & Previous mode is LS mode
62 [8] & [13] & Previous mode is FS mode
63 [8] & [13] & Previous mode is OV mode
64 [8] & [13] & Previous mode is OS mode
65 [8] & [13] & Previous mode is TR mode
66 [8] & [13] & Previous mode is PT mode
67 [8] & [13] & Previous mode is RV mode
68 [8] & [13] & Previous mode is SH mode
69 Train Crosses EOA Location ( MA+30m) or Crossed Signal foot with MA < 50
70 Train Crosses EOA Location Or Signal Foot tag
71 [10] & Loco pilots request Override & MA < 200m
72 [22]&[33]&(MA>0)&(if SR mode entry is because of Loco pilot request in LS or FS mode then (Target Distance > 300 & No SOS Condition))
73 [22]&[33]&(MA>0)
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74 [22]&[33]&(MA extended or On Override Timeout)
75 ([22]or[33])&(if SR mode entry is because of Loco pilot request in LS or FS mode then (Target Distance > 300 & No SOS Condition))
76 [23]or[34]or [85]
77 [12]&[14]&[31]&[28]&[8]
78 [23]&[34]
79 [4]&[6]
80 [1]&[4]&[6]&[10]
81 [22]&[33]&Signal foot crossed in Signal OFF Condition
82 [4]&[6]&[10]
83 after crossing Gate signal+250m
84 after crossing LSS(Advanced Starter) + 200mts
85 two consecutive Normal tags missed
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A1.3. Loco TCAS Unit Functions
TCAS MODES
On-Board Functions SB SR LS FS OV OS TR PT RV SH SF IS
Train Interface Related functions
Train Direction computation(Based on CAB & Wheel rotation)
Traffic direction computation(Based on Absolute Kilometer Mark)
CAB Occupation & CAB number
Speed Measurement
Distance measurement
GPS & Time Related Functions
GPS Date & Time data
PPS Synchronization
Track Data Processing
RFID Linking & data processing
LC Gate Warning & Horn
Absolute Kilometer Computation
Tag missing Indication on DMI
Radio Communication &Signaling Data Processing
Locomotive Packet Transmission (only In TCAS Area)
Loco to Loco communication
Packet Reception from Linked Station
Next Station Linking
Communication Failure in Comm Mandatory Zone
Signal data & MA display on DMI
Emergency Functions
Manual SoS
Unusual Block Stoppage SoS
Train Parting SoS
Loco specific SoS from Linked Station
General SoS from Station(within 3km Radius)
Train Data Capturing
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Train Length Measurement
Brake Integrity Test
Train Movement Protections
Stand still supervising
Reverse Movement Protection
Roll Away Protection
Train Movements Supervising
Movement authority supervising
Static Speed Profile
TSR (For Future use)
Loop line speed control
Collision Avoidance
Locomotive related speed restriction
Mode related speed restriction
Event Logging
Radio TX data
Radio Rx Data
RFID data
Events data
Faults Data
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A1.4. Modes Responsibilities
Modes Responsibilities
Standby Mode
1.This Mode is default mode. At Power-On or If No CAB is selected TCAS comes into this Mode. 2.In This Mode Train is Supervised for Standstill.
Any movement if detected it applies EB.
3.If any CAB is occupied, Based on New train Status It performs Brake system health test.
4.On test success it Suggests SR or Shunt Mode to Loco Pilot.
5.Radio Transmission is Active if it is in TCAS Area.
Staff Responsible Mode 1. In TCAS territory Transmits Radio packet.
2. Supervises Loco Ceiling Speed
3. It Supervise Roll away & Reverse Movement protection.
Limited Supervision Mode
1. In TCAS territory Transmits Radio packet.
2. Supervises Loco Ceiling Speed
3. If Track Data is Valid & Traffic Direction is Known It Supervises Section Speed (PSR), TSR (future use) & Collision Targets
4. It Performs Brake system health test
5. It obeys General SoS from Station if Loco is within 3km Radius
6. It Supervise Roll away & Reverse Movement protection.
7. If Radio communication is good supervises MA & Turnouts
Full Supervision Mode
In this mode in addition LS mode
1. It Supervises MA, Turnout speeds received from Linked station
2. It performs Train Length Measurement
3. It Obeys Loco specific SoS from Linked Station
Override Mode
1. Supervises OV Mode Speed
2. If MA is extended or after override timeout (Default: 240s), Section Speed is known & Traffic direction Known it will go to Full Supervision
Mode
3. It Obeys SoS from Stationary TCAS
4. Radio Transmission is Active if it is in TCAS Area.
5. It can be entered only When MA<200mtrs & Train is at Standstill
On-sight Mode 1. It Obeys SoS from Stationary TCAS
2. It Supervises On-sight Mode Speed (Configurable)
3. Radio Transmission is Active if it is in TCAS Area.
Trip Mode
1.It enters in to this mode if (MA+30m is crossed) or (Signal foot tag crossed after MA<50m). It Applies EB continuously.
2.Loco Pilot has to Acknowledge by pressing PTRIP soft key on DMI. Then it releases EB. 3.Stationary TCAS shall send SoS to the Loco TCAS unit until the trip mode is acknowledged.
4.Radio Transmission is Active if it is in TCAS Area.
Post Trip Mode
1. Supervises PT Mode Speed
2. If valid MA is received , Section Speed is known & Traffic direction Known it will go to Full Supervision Mode
3. It Obeys SoS from Stationary TCAS
4. Radio Transmission is Active if it is in TCAS Area.
Reverse Mode 1. Supervises Reverse Mode Speed (Configurable), Distance (configurable) and Timeout (configurable)
2. It Obeys SoS from Stationary TCAS
3. Radio Transmission is Active if it is in TCAS Area.
Shunt Mode
1. Supervises Shunt Mode Speed (Configurable)
2. TCAS doesn’t do Brakes test if Loco pilot Changes CAB.(After exiting Shunt mode It performs)
3. It Obeys SoS from Stationary TCAS
4. Radio Transmission is Active if it is in TCAS Area.
Non Leading 1. Only Speed display on DMI.
2. No Brakes Application. 3. Loco TCAS Unit shall transmit an Onboard-to-Stationary Radio Packet at a periodicity of not less than 02 minute on encountering a TCAS territo-
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ry tag (which excludes LC Gate Tag) in one of the randomly selected access timeslots merely to indicate the onboard mode to NMS through Station-
ary TCAS Unit.
It is similar to Isolation Mode.
System Failure Mode It Applies EB Continuously. Radio Transmission is Active if it is in TCAS Area.
Isolation Mode
It Bypasses Brakes. Loco TCAS Unit shall transmit an Loco-to-Stationary Radio Packet at a periodicity of not less than 02 minute on encountering a TCAS territory tag
(which excludes LC Gate Tag) in one of the randomly selected access timeslots merely to indicate the onboard mode to NMS through Stationary
TCAS Unit.
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A1.5. TCAS Parameters S.no Parameter Computation & resetting Conditions
1 Direction of movement of Train (Nominal /
Reverse)
It shall be computed based on RFID Tags Absolute Location Only.
It Resets To Unknown Direction On New Train Formation
Or Tag Absolute location comes in Reverse order W.R.T current direction
2 Absolute Location Absolute location increments or decrements based on Direction of movement of Train.
IF Direction of movement of Train is unknown it resets to 0Km.
3 Train Length It resets to Default Length on New train Formation as per selected train configuration.
And it updates based on TLM issued from Stationary TCAS
4 Train Braking Data It resets to Default Values on New train Formation as per selected train configuration.
5 TIN TIN is updated from RFID tag
IF Direction of movement of Train is unknown it resets to 0
6 MA Only valid in LS, FS Mode.
7 Signal Info & Aspect Only valid in LS, FS Mode.
8 Turnout Target Only valid in LS, FS Mode.
9 PSR,TSR, Collision Targets These are valid in both LS & FS mode.
If Direction of movement of Train is unknown Or New train formed these targets will be
cleared.
10 New train Formation 1. LE/Formation Switch position changed
2. On exit from Isolation, Non Leading, Shunt& System Failure Modes
3. Driving CAB Changed
4. On System Start up
11 CAB direction Determination 1. It will be derived from CAB1/Short Hood, CAB2/Long Hood inputs.
2. If Both Inputs missing Direction latches to previous known direction till speed becomes ze-
ro. Once Loco is stopped direction becomes unknown & Standstill supervision is applicable.
3. If Both Inputs active direction will be forced to unknown.
4. Power on Default state is unknown.
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A1.6. Configuration Parameters for Loco Shed maintenance
S.no Parameter Description Default Min Max Units
1 Loco ID Locomotive ID LD 0 99999 number LD = Loco Dependent
2 Loco Max Speed LE Max speed LD 0 200 kmph
3 Loco Wheel Dia Wheel diameter in mm LD 1000 1300 mm
4 Tacho Pulses/Rev Tacho output of pulses per Revolution LD 30 300 number
5 Tacho type Single pulse(0),Quadrature out(1), Redundant Quad output(2) LD 0 2 number
6 Tacho Mounting Dir Left side(0)/ Right side(1) mount wrt CAB1/ Short Hood cab
(Based on this Loco TCAS may complement Feedback Direction)
LD 0 1 number
7 Loco Traction Cut Time Traction cutoff time in seconds LD 0 15 sec
8 Loco Max Acceleration Max Acceleration Loco Locomotive LD 0.1 1 m/s2
9 Speed Margin – Warn Warning speed Margin 2 0 10 kmph
10 Speed Margin – NB NB speed Margin 5 5 10 kmph
11 Speed Margin – FSB FSB speed Margin 7 5 10 kmph
12 Speed Margin – EB EB speed Margin 9 5 12 kmph
13 LP Reaction time Loco pilot Time margin before TCAS Intervention 15 0 20 sec
14 Overlap Distance Overlap in addition to MA 100 50 120 mtrs
15 Collision Margin Distance Margin for Headon/ Rear End Collisions 300 100 500 mtrs
16 Restricted Speed OS/OV modes speed limit 15 15 60 kmph
17 SoS Speed SoS Speed limit 30 15 60 kmph
18 SoS trigger Distance SoS is considered if Source is in this Distance limits 3000 500 5000 mtrs
19 SoS Timeout(Sec) SoS clears after this time If SoS source not transmitting SoS 60 30 180 sec
20 SoS Cancel Distance SoS clears after this Distance, If SoS source is transmitting SoS 1500 500 5000 mtrs
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S.no Parameter Description Default Min Max Units
21 Shunt Speed SH mode speed limit 15 5 45 kmph
23 Reverse mode Speed RV mode speed limit 30 15 60 kmph
24 Reverse mode Distance Distance allowed in RV mode 500 200 2000 mtrs
25 Reverse mode Timeout RV mode timeout 600 60 900 sec
26 Roll away Trigger Dis-
tance
Roll away Trigger Distance 10 5 20 mtrs
27 OVD Permit Distance OVD Permitted only when MA is Less than this limit 200 50 500 mtrs
28 OVD Timeout OVD mode will be exited after this timeout. 240 120 600 sec
29 Unusual Stoppage
Bypass MA Limit
SoS will not generate even if Train stops in block section,
If MA is less than this Distance limit
300 100 1000 mtrs
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A1.7. Train Configuration Parameters
S.no Parameter Description Bytes
1 Train configuration Number Serial Number for Train Configuration 1
2 Train Class Train Type (LE-1/Passenger-2/Freight-3) 1
3 Train Description Name of the Train configuration 40
4 Train Max Speed Max permitted Speed for this Train configuration 1
5 Train Length Length of train 2
6 Train Load Load of the selected train in tons 2
7 Rolling Mass Percentage Axle weight / Total Train Weightin % of the selected train 1
8 FSB Propagation Lag Full service brake propagation time 1
9 FSB Build Lag full service brake build time 1
10 FSB Release Lag full service brake release time 1
11 EB Propagation Lag Emergency brake propagation time 1
12 EB Build Lag Emergency brake build time 1
13 EB Release Lag Emergency brake release time 1
14 K1 Intermediate deceleration percentage 1
15 FSB DC1 FSB deceleration value upto speed limit1 1
16 EB DC1 EB deceleration value upto speed limit1 1
17 Speed Limit 1 speed limit 1 1
18 FSB DC2 FSB deceleration value upto speed limit2 1
19 EB DC2 EB deceleration value upto speed limit2 1
20 Speed Limit 2 speed limit 2 1
21 FSB DC3 FSB deceleration value upto speed limit3 1
22 EB DC3 EB deceleration value upto speed limit3 1
23 Speed Limit 3 speed limit 3 1
24 FSB DC4 FSB deceleration value above speed limit3 1
25 EB DC4 EB deceleration value above speed limit3 1
26 Spare1 Spare1 2
27 Spare2 Spare2 2
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A1.8. Stationary TCAS Functions With Respect to Loco Modes
Stationary TCAS Functions SB SR LS FS OV OS TR PT RV SH NL SF IS
SPAD Prevention
After crossing EoA, SoS
and Zero MA X X X X X X X
RFID Tag Sequence Validation X X X 1 X X X X
TIN Validation X X X X X X
Shunt Limit Validation X X X X X X X X X X X X
Extending MA 2 X 2 X X X X
Entry of New Train (Train detection) X X X
Exit of Train from station section (Based on Abs. Loca-
tion or Time out 120 sec) Termination of radio packet
transmission X X X
Exit of Train (If No direction)* X X X X X X X X X X X
Next Signal Linking X 2 X 2 X X X X
Reset of Signal Linking X X X X X 3 X 3 X X X X X
Validation of Stationary Limits (Radio Comm.) Radio
comm initiation X X X
In SB mode, if necessary information is available from Loco TCAS then only STCAS perform Safety Functions such as SPAD.
In SF mode, Stationary TCAS should not process Radio packet except Logging for NMS.
In NL and IS modes, Stationary TCAS should not process Radio packet.
In OS mode, no SoS should be sent form Stationary TCAS.
In SH mode, no SoS from Stationary TCAS within shunt limits, MA as Zero and Signal aspect as undefined.
1- For RV mode, no SoS should be generated form Stationary TCAS till no change in TIN
2 If current signal is OFF, MA should be extended if approaching signal is not more than 100m. If direction is undefined in LS, FS, OV, OS, TR, PT, RV modes, Stationary TCAS should send MA as Zero and
signal aspect as undefined.
* If direction is undefined in LS, FS, OV, OS, TR, PT, RV modes, Stationary TCAS should send MA as Zero and signal aspect as undefined.
3 - After invoking OV, once the signal is crossed and train enters to OS. Stationary TCAS should reset the linking of passed signal. Approaching signal shall be derived based on the Route RFID Tags, if ap-
proaching signal distance is less than 100 m
The Movement Authority sent by Stationary TCAS Unit shall not extend beyond the Signal which is not approach locked by the corresponding Loco TCAS Unit
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A1.9. Configuration Parameters for Stationary TCAS
S.no Parameter Description Default Min Max Units
1 Signal flickering time
out
The signal aspects read shall be
held for this duration (Slow to
release)
1000 500 3000 msec
2 Communication time
out
The Radio communication failure
time which is to be tolerated.
2.1 Absolute Block Section 30 6 120 Sec
2.2 Automatic Block Section 10 6 120 Sec
3 Random number time
out
Resetting the secure communica-
tion after communication failure
30 6 120 Sec
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Annexure – 2
TCAS
Driver Machine Interface (DMI)
Display Requirements
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A2.1 Introduction This document sets forth a general, operational, system, technical, functional, and perfor-
mance requirements for Loco TCAS Driver Machine Interface so that there is clear and con-
sistent understanding between the Loco Pilot and the TCAS system.
The specifications for the DMI panel shall achieve a commonality between the various ven-
dors.
A2.2 Scope This document defines the interface between the loco pilot and the on-board Loco TCAS
unit by detailing:Information to be displayed to the loco pilot in response to operational situ-
ations. This includes visual information for speed and distance monitoring, the symbols and
text messages as well as audible information.
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A2.3 Definition and Acronym Acronym / Term Description / Definition
DMI Driver Machine Interface
Unit All across the document unit is
defined as each pixel size for a
800 X 600 screen resolution.
MA Movement Authority
RGB Red Green Blue Pattern
X Location The pixel value along the hori-
zontal scale.
Y Location The pixel value along the verti-
cal scale.
X.XX Number Decimal Point Number
Number format
Microsoft Sans Serif or Helvitica A font variation available by
default with the text editors
DS-Digital A font variation available for
download in the internet
A2.4 Arrangement Of Information A2.4.1 Basic Display Background
A2.4.1.1 The Display shall support a resolution of 800 (width) X 600 (height).
A2.4.1.2 The default background colour shall be Black (coded BLK in section A2.4.1.5).
A2.4.1.3 There shall be a default border width of size 1 unit and colour GREY (coded
GRY in section 4.1.5) across all the objects that are added in the screen.
A2.4.1.4 All the given text shall be in White colour (coded WHT in sectionA2.4.1.5)
unless a specific colour in mentioned against it.
A2.4.1.5 The RGB pattern of the various colours used across the display screen shall
have the following values.
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Colour Basics
S.No Colour Name Code Red Green Blue
1 White WHT 255 255 255
2 Black BLK 0 0 0
3 Light Grey LGY 128 128 128
4 Medium Grey MGY 150 150 150
5 Grey GRY 192 192 192
6 Light Blue LBL 0 139 206
7 Yellow YLW 223 223 0
8 Light Orange LOR 255 165 0
9 Orange ORG 255 128 64
10 Red BRD 255 0 0
11 Light Green LGR 128 255 0
12 Green GRN 0 255 0
13 Dark Green DGR 0 128 0
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A2.4.2 Display Screen
A2.4.2.1 The Display screen shall have the divisions a follows
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A2.4.2.2 The various text layouts along the screen shall be as follows.
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S.No Region Description
1 A1 Target Distance Bar Graph
2 A2 The Text “Target Distance” has to be provided.
3 A3 The distance (in meters) to be displayed here in number
format followed by “m”.
4 A4 Description for Target Distance (Turnout / PSR / EOA /
SoS)
5 B1 A Circle of diameter 52 units to display the Speed value in
number format
6 B2 Region for indicating the speed divisions.
7 B3 Region to show in colour the status of the train speed.
8 B4 Loco Id
9 B5 Date Display Location
10 B6 Time Display Location
11 B7 Speed Limit Information in Number format
12 B8 Braking Symbol Indicating type of brake applied
13 B9 Absolute Location
14 B10 Symbol of the TCAS operating mode
15 B11 Section Speed (in Kmph) Information
16 C1 Movement Authority Bar Diagram
17 C2 The Text “Mov. Authority” is to be displayed
18 C3 The MA value in Numbers is to be displayed in this loca-
tion.
19 D1 Aspect, Direction Information
20 D2 The value of the approaching signal distance in meters is
to be displayed at this location.
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21 D3 The name of the approaching signal post, direction, and
line information is to be displayed here in words.
22 E1 Calculated Deceleration Constant Value
23 F1 Train Length information
24 G1 Loco TCAS Operating mode in text
25 H1 System Generated Messages Display
26 I1 Context based Messages display.
27 J1 Radio Signal Antenna
28 J2 The Text “RF” is to be displayed here
29 J3 The signal strength given in bars are to be given here
30 L1 Tag ID
31 L2 Direction of Movement of Train (N / R)
32 L3 Next Tag Distance (applicable only for Normal tags)
33 M1 Tag read indication for last tag
34 M2 Tag read indication for last to last tag
35 M3 Tag read indication for last to last to last tag
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A2.4.2.3 Region A
A2.4.2.3.1 The region A shall encompass the A1, A2, A3 and A4 descriptions in itself.
A2.4.2.3.2 The region shall have the 92 X 388 unit dimension
A2.4.2.3.3 If there is no Target Distance then this area shall not display anything and be blank.
A2.4.2.3.4 The Target Distance shall show a maximum distance of 2000m.
A2.4.2.3.5 Region A1
A2.4.2.3.5.1 The A1 region shall be used to display the approaching Target distance / bar
graph as applicable for that moment.
A2.4.2.3.5.2 The distances from the border lines are given below.
A2.4.2.3.5.3 The Logarithmic scale shall start from 0, and have a uniform marking of
width 30 units width and heights as given in figure below. The thickness
shall be 1 unit.
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A2.4.2.3.5.4 All the text shown in the figure above shall be of font Microsoft sans serif
font with size 8 and font style Regular.
A2.4.2.3.5.5 The given Target Distance shall be displayed with a bar of Light Orange
colour (coded LOR) starting from 0 to the Target Distance specified.
A2.4.2.3.5.6 The Light Orange shall be of width 24 units and shall appear in the middle of
the uniform scale markings.
A2.4.2.3.6 Region A2
A2.4.2.3.6.1 The Region A2 shall be a part of region A.
A2.4.2.3.6.2 There shall be a heading Target Distance identifying distinctly as to what is
being displayed below. The Text “Target”, and “Distance” position shall comply
to the measurements given in the following figure.
A2.4.2.3.6.3 The text is of Microsoft sans serif or Helviticafont with size 12 and font style
Regular.
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A2.4.2.3.7 Region A3
A2.4.2.3.7.1 The Region A3 shall be a part of region A.
A2.4.2.3.7.2 The Target Distance received shall be indicated in 4 digit number
format followed by space and followed by ‘M’ below the bar diagram.
Eg: as 0211M.
A2.4.2.3.7.3 The Text is of font DS-Digital font with size 18 and font style Normal.
A2.4.2.3.8 Region A4
A2.4.2.3.8.1 The region A4 shall be a part of region A.
A2.4.2.3.8.2 The text shall be of Font Microsoft sans Serif with size 15 and font style Bold.
A2.4.2.3.8.3 The region shall display the type of target distance (EOA / Turn Out / Collision
/ SoS).
A2.4.2.4 Region B
A2.4.2.4.1The region B shall encompass the B1, B2, B3, B4, B5, B6, B7, B8, B9, B10 and B11
regions.
A2.4.2.4.2The region shall have the 365 X 388 unit dimension
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A2.4.2.4.3Region B shall be used for Speed Distance Monitoring.
A2.4.2.4.4Region B1
A2.4.2.4.4.1 B1 region shall display the speedometer. A circle of diameter 52 units shall be
displayed. This circle shall have a projected arm pointer. By default this arm
pointer shall point to the current speed marking indicated by the Loco TCAS
unit. By default the pointer shall be pointing to the speed at which the loco is
running.
A2.4.2.4.4.2 At the center of this circle the speed value shall be displayed in number format.
A2.4.2.4.4.3 At the center of this circle the current speed value shall be displayed with a font
Microsoft sans serif with font style BOLD and the font size as 18. The text in
between on the speed pointer shall be in Black colour (coded BLK)
A2.4.2.4.5Region B2
A2.4.2.5.1Region B2 shall show the speedometer and shall have the following specifications.
A2.4.2.5.2It shall display the speed from 0 to 200 kmph. The speed divisions shall be across a
circle of outer diameter 314 units. It shall be divided between the angle -149 to
+149, with 0 degrees pointing to the top.
18
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A2.4.2.5.3This circle shall be equally divided into 100 divisions with each division indicating a
speed difference of 2 kmph.
A2.4.2.5.4The Starting indicator at 149 degree with 0 degree pointing to the top shall indicate 0
kmph. The final indicator or 100th indicator or the -149 degree shall indicate
200 kmph.
A2.4.2.5.5At every 10th division the speed value indicated by this marking is to be provided in
text. The Speed value in text shall have the font Microsoft sans serif with font
style regular and the font size as 15.
A2.4.2.5.6The Dial marking at these locations shall be of length 17 units and width 2 units to
the inside of the circle.
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A2.4.2.5.7For every 5th marking indicating speeds of 10 kmph, 30 kmph, 50 kmph to upto 200
kmph the speed dial shall show a marking of 15 unit length and 2 unit width.
A2.4.2.5.8The rest of the markings shall be of size 6 unit in length and 1 unit in width.
A2.4.2.4.6Region B3
A2.4.2.5.6.1 Region B3 shall be used to indicate with the colours prescribed the region in
which the loco is presently running in. Region B3 is a set of three circle
segments superimposed in each other with the outermost having a diameter of
356 units. The Mid circle has the diameter of 336 units and the innermost has
316 units diameter. All circles are to have same center.
A2.4.2.5.6.2 If the speed of the train is within the permissible speed limit then the region
between the outer circle and the mid circle shall be in LIGHT GREEN Colour
(Coded LGR). To mark as the edge the area between the mid circle and the
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innermost circle shall also be marked in LIGHT GREEN (coded LGR) for a
length as specified for a single speed division.
A2.4.2.5.6.3 Travelling at a high speed and approaching a loop line limit is to be done by
indicating the target distance with the Dark Green colour (coded DGR). It is
indicated in the figure below.
A2.4.2.5.6.4 If the loco has crossed the permissible speed limit and the TCAS unit is yet to
take action then the colour of the pointer and the region in the Outer circle to the
innermost circle shall turn to Light Orange (coded LOR).
A2.4.2.5.6.5 When the Loco TCAS applies brakes the previously Light Orange (coded LOR)
section shall turn Red (Coded BRD).
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A2.4.2.5.6.6 The Speed Pointer pointing to the current speed of the train shall be in White
colour (coded WHT) for the period when the current speed in less than or equal
to the Permissible speed.
A2.4.2.4.7Region B4
A2.4.2.4.7.1 Region B4 shall be defined for display of the Loco Id.
A2.4.2.4.7.2 Region B4 shall be a part of region B.
A2.4.2.4.7.3 The text shall be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 18.
A2.4.2.4.7.4 No boundary lines shall be displayed around this text.
A2.4.2.4.7.5 The text shall start from the X location 100 and Y location 9 of the Display
screen
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A2.4.2.4.8Region B5 and B6
A2.4.2.5.5.0 Region B5 shall be used to display the date Information and the region B6
shall be used to display the Time information.
A2.4.2.5.5.1 Region B5 shall be a part of Region B
A2.4.2.5.5.2 The text shall be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 11.
A2.4.2.5.5.3 No boundary lines shall be displayed around this text.
A2.4.2.5.5.4 The date format shall be DD-Mmm-YYYY, with Mmm indicating the first
three letters of the name of the Month with the first letter being capital and
the rest small.
A2.4.2.5.5.5 The Time format shall be HH:MM:SS shown in 24 hour format.
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Region B7
A2.4.2.5.5.6 The Region B7 region shall be used to display the number text of the
Next Lower Speed limit imposed.
A2.4.2.5.5.7 Region B7 shall be a part of Region B.
A2.4.2.5.5.8 The text shall be displayed with a font Microsoft sans serif with font
style BOLD and the font size as 11.
A2.4.2.5.5.9 If there is no value to be displayed then this area is to be blank.
A2.4.2.5.5.10 No Boundary line shall be displayed around this text.
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A2.4.2.4.9Region B8
A2.4.2.4.9.1 Region B8 shall be a part of Region B.
A2.4.2.4.9.2 This region is defined to display the type of brakes currently being applied by
the Loco TCAS system.
A2.4.2.4.9.3 The brake application involving the action taken by the Loco Pilot shall not be
shown.
A2.4.2.4.9.4 If the Loco TCAS system is not initiating any brakes then this area is to be left
blank.
A2.4.2.4.9.5 No Boundary lines are to be displayed around this text.
A2.4.2.4.9.6 The brake symbol for Normal brake, Full Service Brake, and the Emergency
Brakes given in the table below are to be used.
S.No Name of
Brake
Symbol Name of the Image file
1 Normal Brake
NB.bmp
2 Full Service
Brake
FSB.bmp
3 Emergency
Brake
EB.bmp
A2.4.2.4.10 Region B9
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A2.4.2.4.10.1 Region B9 shall be a part of Region B.
A2.4.2.4.10.2 The Absolute location, received from the tags, at various intervals along the
track and further computed by the Loco TCAS is to be displayed on the screen
at this location.
A2.4.2.4.10.3 The text is to be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 15.
A2.4.2.4.10.4 It has to be displayed as follows: LOC followed by ‘:’ followed by space
followed by the absolute location 61.54 followed by “km”.
A2.4.2.4.10.5 No Boundary lines are to be displayed around this text.
A2.4.2.4.11 Region B10
A2.4.2.4.11.1 The area of B10 shall be 55 (width) X 35 (height).
A2.4.2.4.11.2 Region B10 shall be a part of region B.
A2.4.2.4.11.3 The value shall start from the X location 398 and Y location 346 of the Display
screen
A2.4.2.4.11.4 The Symbol defined for the various modes of the Loco TCAS shall be shown in
this location.
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S.No Name of Mode Symbol Name of the Image
file
1 Stand By
SBMode.bmp
2 Staff Responsible
Mode
SRMode.bmp
3 Limited Supervision
Mode
LSMode.bmp
4 Full Supervision
Mode
FSMode.bmp
5 Override Mode
OVMode.bmp
6 Onsight Mode
OSMode.bmp
7 Trip Mode
TripMode.bmp
8 Post Trip Mode
PTripMode.bmp
9 Reverse Mode
REVMode.bmp
10 Shunt Mode
SHMode.bmp
11 Non Leading Mode
NLMode.bmp
12 System Failure
SFMode.bmp
13 Isolation Mode Not Appli-
cable
ISMode.bmp
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A2.4.2.4.12 Region B11
A2.4.2.4.12.1 Region B11 shall be a part of region B.
A2.4.2.4.12.2 The section speed (in kmph) shall be displayed in this region in numerical
format.
A2.4.2.5 Region C
A2.4.2.5.1 The Movement Authority shall be displayed in this area in the logarithmic
scale.
A2.4.2.5.2 The region shall have the 112 X 388 unit dimension.
A2.4.2.5.3 Region C1
A2.4.2.5.3.1 The Display of the MA on the logarithmic scale shall be in Light Blue colour
(Coded LBE), with the Light Blue colour showing the distance upto which the
train can move safely.
A2.4.2.5.3.2 The MA shall be shown with Horizontal lines of 35 units long and 1 unit
thickness at steps of 0m, 100m, 200 m, 250 m, 500 m, 1000 m, 2000 m, 3000m
and greater than 3000 m shown as +++.
A2.4.2.5.3.3 The numeric value shall be shown for 250 m, 500 m, 1000m, 2000m, and +++
m. For the others the numeric value of the scale shall not be shown.
A2.4.2.5.3.4 The text shall be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 15.
A2.4.2.5.3.5 The distances at which the markings need to be placed are as follows.
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A2.4.2.5.4Region C2
A2.4.2.5.4.1 The Heading shall be be shown here as Mov. Authority.
A2.4.2.5.4.2 The text shall be displayed with a font Microsoft sans serif with font style BOLD
and the font size as 15.
A2.4.2.5.4.3 The text shall start from the X location 464 and Y location 14 of the Display
screen.
A2.4.2.5.5 Region C3 A2.4.2.6.5.0 The distance of the MA in 5 digit accuracy shall be displayed at this location.
The units shall be in meters. Eg 00442 M
A2.4.2.6.5.1 The Text is of font DS-Digital font with size 18 and font style Normal.
A2.4.2.6.5.2 The text shall start from the X location 477 and Y location 361 of the Display
screen.
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A2.4.2.6 Region D
A2.4.2.6.1 The area shall encompass the Region D1, Region D2 and D3 region.
A2.4.2.6.2 The region shall have the 228 X 419 unit dimension.
A2.4.2.6.3 The Region D region shall be used for the Signal aspect display, signal de-
scription and signal distance.
A2.4.2.6.4 Provision to display the DANGER aspect, Warning aspect, Caution aspect is
mandatory.
A2.4.2.6.5 Region D1
A2.4.2.6.6.0 The signal aspect are to be shown in 4 circles with YELLOW (Coded YLW)
at the top, followed by GREEN (Coded GRN), then followed by YEL-
LOW (Coded YLW) below it, and then by RED (Coded BRD). The cir-
cles depicting the Signal Aspect shall be 2 units thick and of White Col-
our (Coded WHT)
A2.4.2.6.6.1 Provision shall be given for display of Calling On, or IB signal, or Gate sig-
nal, or Auto Signal or Auto Gate Signal. The Calling-on / IB / Gate / Au-
to / Auto Gate can happen one at a time. So One circle filled with White
colour smaller than the circles used for aspect shall be used with a ‘C’ or
‘IB’ or ‘G’ or ‘A’ or ‘AG’ in its center to differentiate between the vari-
ous signals.
A2.4.2.6.6.2 The Letter ‘C’/”IB/’G’/’A’/’AG’ shall be displayed with a font Microsoft
sans serif with font style BOLD and the font size as 11.
A2.4.2.6.6.3 Provision shall be given to display the direction information. The direction
information of the 6 routes are to be given. The images of them are given
in the table below.
A2.4.2.6.6.4 If there are no signal aspects to be shown then there shall be no display of the
Signal post with signals. The area shall be black blank screen.
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S.No Symbol Name of the Im-
age file
Distance from
Vertical Bounda-
ry Line (X)
Distance from Hori-
zontal Boundary
Line on Top
1
route1.bmp 587 24
2
route2.bmp 580 59
3
route3.bmp 585 85
4
route4.bmp 706 24
5
route5.bmp 715 59
6
route6.bmp 710 85
7 Stencil.bmp
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A2.4.2.6.6.5 Dimensions
A2.4.2.6.6 Region D2
A2.4.2.6.7.0 The approaching signal distance shall be shown in this region.
A2.4.2.6.7.1 The number shall be of 4 digit and in meters.
A2.4.2.6.7.2 The Text is of font DS-Digital font with size 18 and font style Normal.
70
2
12
80
30
44
44
220
44
C
8
8
44
8
48
Line an-gled at 45 degrees
Line an-gled at 45 degrees
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A2.4.2.6.7 Region D3
A2.4.2.6.7.1 The traffic direction, approaching signal post name, and line number infor-
mation shall be given in this location.
A2.4.2.6.7.2 It shall be one of the following.
a) Dist : For Distant Signal
b) Inr-Dist : For Inner Distant Signal
c) Gate-Dist : For Gate Distant Signal
d) Gate-Inr-Dist : For Gate Inner Distant Signal
e) Gate-Stop-Sig : For Gate Stop Signal
f) IB-Dist : For IB Distant Signal
g) IB-Inr-Dist : For IB Inner Distant Signal
h) IB-Stop-Sig : For IB Stop Signal
i) Home : For Home Signal
j) R-Home : For Routing Home Signal
k) R-Home L-X : For Routing Home leading to Route x
l) M/L-Str L-X : For Routing Mainline Starter leading to Route x
m) L/L-Str L-X : For Routing Loop line Starter leading to Route x
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n) Int-Str : For Intermediate Starter Signal
o) Auto : For Automatic Signal
p) Semi-Auto : For Semi Automatic Signal
q) Auto – Gate : For Automatic Gate Signal
r) Adv-Str : For Advance Starter Signal
s) Adv-Str-cum-Gate : For Advance Starter cum Gate Signal
t) Adv-Str-cum-Dist : For Advance Starter cum Distant Signal
u) Gate-cum-Dist : For Gate cum Distant Signal
v) Gate-cum-Inr-Dist : For Gate cum Inner Distant
w) Calling-On : For Calling On Signal
x) IB-cum-Gate : For IB cum Gate Signal
y) IB-cum-Gate-ID : For IB cum Gate Inner Distant Signal
z) IB-cum-Gate-Dist : For IB cum Gate Distant
aa) Gate-cum-IB-Dist : For Gate cum IB Distant Signal
bb) Gate-cum-IB-ID : For Gate cum IB Inner Distant Signal
A2.4.2.6.7.3 The text shall be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 11. The text shall be shown in ORANGE (Coded
ORG) colour.
A2.4.2.7 Region E
A2.4.2.10.1 The Deceleration Constant shall be shown in this area.
A2.4.2.10.2 The region shall have the 156 X 45 unit dimension.
A2.4.2.10.3 The value shall be shown as DC followed by single space followed by X.XX
(Number Decimal Point Number Number) format only.
A2.4.2.10.4 The text shall be displayed with a font Microsoft sans serif with font style
Regular and the font size as 15.
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A2.4.2.8 Region F
A2.4.2.8.1 The Train Length shall be displayed in this region.
A2.4.2.8.2 The region shall have the 152 X 45 unit dimension
A2.4.2.8.3 It shall be displayed as following eg: TL followed by single space followed by
train length calculated followed by m.
A2.4.2.8.4 The text is to be displayed with a font Microsoft sans serif or Helvitika with
font style Regular and the font size as 15.
A2.4.2.9 Region G
A2.4.2.9.1 The current Loco TCAS mode (full form) in text is to be displayed here.
A2.4.2.9.2 The region shall have the 261 X 45 unit dimension.
A2.4.2.9.3 The text shall be displayed with a font Microsoft sans serif with font style
Regular and the font size as 15.
A2.4.2.10 Region H
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A2.4.2.10.1The Messages for the user shall be displayed in this region.
A2.4.2.10.2The region shall have the 571 X 69 unit dimension.
A2.4.2.10.3The text is to be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 18.
A2.4.2.10.4 essages to be displayed shall be from the following list
S.no Message List for Region H
1 System Fault , Isolate or Restart TCAS
2 Ack Loco stop in Block Section, SOS Generates in XX s
3 Emergency Brake Bypassed(EB Cock Closed), No Traction
4 Train Tripped, Select P_Trip
5 Brake Applied, Dead End Detected
6 Brake Applied, Movement in StandBy Mode
7 Brake Applied, Rollback Detected
8 Reverse Movement Not Allowed, Use REV mode
9 Forward Movement Not Allowed in REV mode, Use SR mode
10 Ack SR mode – TCAS Territory Exit
11 Ack SR mode – Radio Comm Fail with Station
12 Ack SR mode – No Section Speed Info
13 Ack LS mode – Radio Comm Fail with Station
14 Ack LS mode – No Section Speed Info
15 Ack LS mode – No TSR Info
16 Ack LS mode – Tags missing
1715 Ack Repeated Red signal Override
1816 Head On Collision with Loco XXXXX in YYYY m
1917 Rear End Collision with Loco XXXXX in YYYY m
2018 Override selected, Pass Signal in XXXs
2119 Reverse Mode Expires in XXXXm or YYYs
2220 Manned LC Gate XXXX approaching in YYYYm
2321 Unmanned LC Gate XXXX approaching in YYYYm
2422 LS mode Waiting for Radio Comm with Station
2523 LS mode Waiting for Section Speed Info
24 Both Leading & Non-leading Inputs are Active
2425 Train Length Computation in Progress
2726 Train Length Computation Success (XXXXm)
2827 Train Length Computation Fail (XXXXm)
2928 Train Length Computation Aborted
3029 TurnOut in XXXXm with Speed Limit YYYkmph
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3130 TSR in XXXXm with Speed Limit YYYkmph (for future use)
3231 PSR in XXXXm with Speed Limit YYYkmph
3332 End of Authority in XXXXm
3433 TCAS Territory Entry
3534 System Self Test in Progress
3635 System Self Test Success
3736 System Self Test Fail – XXXX
3837 Brakes Testing – Waiting for MR X.YY( X.YY)Kg/cm2
3938 Brakes Testing – Waiting for BP X.YY(X.YY)Kg/cm2
4039 Brakes Testing – NSB Applied, BP-X.YYKg/cm2
4140 Brakes Testing – FSB Applied, BP-X.YYKg/cm2
4241 Brakes Testing – EB Applied, BP-X.YYKg/cm2
4342 Brakes Testing Success
4443 Brakes Testing Fail ( NSB,FSB, EB)
4544 Brakes Testing Fail, Press ACK for Retest Brakes
4645 Select Train Configuration, Press Config Button
4746 Select Staff Responsible or Shunt Mode
4847 Approaching Radio Hole in XXXXX m.
4948 Loco/Train is in Fouling Zone, Normalize the reverser
For S. No. 31 PSR information shall be displayed from a distance of 1500 m
on approach of a PSR.
Whenever, there are more than one scenario leading to multiple messages, the messages per-
taining to first and second targets shall be displayed alternatively each for two seconds (con-
figurable).
A2.4.2.10.5 Region I
A2.4.2.11.4.0 Context based fault numbers and the fault messages shall be shown in this re-
gion.
A2.4.2.11.4.1 The region shall have the 571 X 44 unit dimension.
A2.4.2.11.4.2 The text shall be displayed with a font Microsoft sans serif with font style
BOLD and the font size as 15.
A2.4.2.11.4.3 Messages to be displayed in Region I shall be from following list
S.no Message List for Region I
1 SOS – Self Loco ( Manual )
2 SOS – Self Loco ( Stopped in Block section )
3 SOS – Self Loco ( Train Parted ) (For Future
Use)
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4 SOS – From Loco XXXXX ( Manual )
5 SOS – From Loco XXXXX ( Stopped in
Block section )
6 SOS – From Loco XXXXX ( Train Parted )
(For Future Use)
7 SOS – From Station XXXXX ( SOS to All
Locos )
8 SOS – From Station XXXXX ( SOS to This
Loco )
9 Over Speed, Please Reduce Speed
10 Brake Applied, Speed Limit Exceeded
11 FSB will be applied in YYYS
12 EB will be applied in YYYS
13 BIU Isolated
14 XXXXXXX Train Type selected
A2.4.2.11 Region J
A2.4.2.11.1 The Region J shall be used for the display of Radio packets strength.
A2.4.2.11.2 The area of Region J shall be 133 (width) X 67 (height). The symbol for re-
ceiving antenna and the signal strengths are shown by subsequent lines near it
to the count of 5.
A2.4.2.11.3 Dimensions
Note: The Vertical lines depicting the signal strengths and the RF Tower shall
be of 4 units thick.
A2.4.2.11.4 Region J1
A2.4.2.11.4.1 The Region J1 shall have the image as shown in the figure above of a
standing antenna.
A2.4.2.12.1 Region J2
A2.4.2.11.5.1 The Text “RF” shall be written in this location.
A2.4.2.12.2 Region J3
A2.4.2.11.6.1 The Region J3 shall show the signal strength displayed as bars of
height as shown in the figure. If the previous 5 packets are received
correctly then the signal strength shall be shown in full. The number
of bars shall be equal to number of packets received in last 5 cycles.
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A2.4.2.11.6.2 Radio Hole: Whenever, radio hole is to be displayed, the following
shall be displayed in Region J.
A2.4.2.12 Region L
A2.4.2.13.0 Region L shall be used for displaying the last RFID Tag read.
A2.4.2.13.1 The area of Region L shall be 133 (width) X 61 (height).
A2.4.2.13 Region M
A2.4.2.13.1 The display of the tags passed by the locomotive shall be given in a
diagrammatic format as tags laid on a track. If any tag is missed then
that particular tag should be made red (coded BRD).
A2.4.2.13.2 If an expected tag is crossed it shall be indicated with Dark Green
colour (Coded DGR) else it shall be of Grey colour (Coded GRY).
A2.4.2.13.3 The area of Region M shall be 94 (width) X 129 (height).
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A2.4.2.14 The information displayed in Region E, L and M shall be optional. If the “Info”
button alone is pressed, they shall be displayed. If “Info” button along with
“cnfm” button is pressed then the following information shall be displayed.
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A2.4.3 Speed and Distance Monitoring
A2.4.3.1 The Speed Distance Monitoring shall be indicated in colours as follows for different
speed levels.
CSM: Ceiling Speed Monitoring
TSM: Target Speed Monitoring
FLOI: First Level Of Interference
MRSP: Most Restrictive Speed Profile
A2.4.3.2 When the speed is within the permissible limit then the speed indicator shall be in
white (Coded WHT) as indicated in the picture below.
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A2.4.3.3 When the speed just touches the permissible limit, the speed indicator shall change
colour to yellow. Further increase in the speed value from the permissible speed
limit shall indicate an Orange colour (Coded ORG) between the Outer circle and the
Inner circle covering the middle circle as discussed in section 4.2.4.6 of region B3.
However the Permissible speed limit is between the outer circle and the middle
circle.
A2.4.3.4 During the First Level of Intervention when the system is applying the brakes to stop
the train the speed pointer and the area between current speed and the permissible
speed shall be made Red (Coded BRD).
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A2.4.4 Display Keys
A2.4.5.1 Key K1
A2.4.5.1.1 Key K1 shall be used for the Post Trip Operation.
A2.4.5.1.2 The screen name for this key is P_TRP.
A2.4.5.1.3 If the Loco TCAS applies brakes and the train went past the signal post
then it is the trip mode. The user can move to the next screen by pressing
P_TRP key.
A2.4.5.2 Key K2
A2.4.5.2.1 Key K2 shall be used to enter the Reverse Mode.
A2.4.5.2.2 The screen name for this key shall be REV.
A2.4.5.3 Key K3
A2.4.5.3.1 Key K3 shall be used for Override command.
A2.4.5.3.2 The screen name for this key shall be OVRD.
A2.4.5.4 Key K4
A2.4.5.4.1 Key K4 shall be used for entering Shunt Mode.
A2.4.5.4.2 The screen name for this key shall be SHNT.
A2.4.5.5 Key K5
A2.4.5.5.1 Key K5 shall be used for entering Manual Brake Test.
A2.4.5.5.2 The screen name for this key shall be MBT
A2.4.5.6 Key K6
A2.4.5.6.1 Key K6 shall be used for entering Staff Responsible Mode.
A2.4.5.6.2 The screen name for this key shall be SR
A2.4.5.7 Key K7
A2.4.5.7.1 Key K7 shall be used for Configuration.
A2.4.5.7.2 The screen name for this key shall be CONFIG.
A2.4.5.8 Key K8
A2.4.5.8.1 Key K8 shall be used for Spare purpose.
A2.4.5.8.2 The screen name for this key shall be BLANK.
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A2.4.5.9 Key K9
A2.4.5.9.1 Key K9 shall be used for Confirm.
A2.4.5.9.2 The screen name for this key is CNFM.
A2.4.5.10 Key K10
A2.4.5.10.1 Key K10 shall be used for displaying current train parameters
A2.4.5.10.2 The screen name for this key is INFO
A2.4.5.11 Key Press:
A2.4.5.11.1 Whenever a key from K1 to K7 is pressed, it should be followed by the
pressing of K9 as Confirm within 10 seconds. For this 10 sec the key
which is pressed must be highlighted and shall remain the same until K9
is pressed or 10 sec time-out happens.
A2.4.5.11.2 If the Key K9 is pressed then the key image should be highlighted and
then de-highlighted immediately to give the impression that the key is
pressed.
A2.4.5 Train Configuration Details
A2.4.5.1 Entry to Config Menu
A2.4.5.2.1 Pressing the Key K7 shall enable the user to enter into the CONFIG menu.
A2.4.5.2.2 The screens to be displayed shall be as follows. There is no particular text
position or particular font size or font being specified for the texts in this
menu. But whatever texts being displayed should be legible.
A2.4.5.2.3 The key options that are enabled must be shown specifically above the
Display keys.
A2.4.5.2.4 The arrow keys shall also be enabled for the UP and DOWN movement.
A2.4.5.2.5 Selecting an option shall be done by moving the cursor UP and DOWN and
then pressing the Enter (E) key.
Train Type Selection
1. Light Engine
2. Goods/Freight Train
3. Passenger Train (ICF)
4. Passenger Train (LHB)
Press to Navigate Press key for Previous screen
Enter Esc
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A2.4.5.2 Options for Goods / Freight selection
GOODS / FREIGHT TYPES Selection
1. Goods BOXN 1000 – 1999 Ton
2. Goods BOXN 2000 – 3999 Ton
3. Goods BOXN 4000 – 5500 Ton
Press to Navigate Press key for Previous screen
Enter Esc
A2.4.5.2.1 If a selection is done then the next screen must reconfirm the same options with
different order.
PASSENGER FREIGHT TYPE Selection
Reconfirm the selection
1. Passenger Train 20 to 27 Coach
2. Passenger Train 9 to 19 Coach
3. Passenger Train 3 to 8 Coach
Enter Esc
Press to Navigate Press key for Previous screen
A2.4.5.2.2 The options for various train configurations are displayed for example purposes
only. The comprehensive list for various train configurations will be issued
through a Technical Advisory Note. Change in these options for train configu-
ration shall not affect the executive software.
A2.4.5.2.3 There shall not be any need to select train configuration for a self-propelled
train like EMUs, DEMUs etc., The Loco shall transit to SR or SH Mode after
standby mode as per the request of Loco Pilot. The default train length shall be
the maximum length of formation generally used in train runs.
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Annexure – 3
TCAS
Multiple Access Scheme &
Radio Communication Protocol
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A3.1 Introduction This document describes the requirements for data transmission over the air
(through radio), Multiple Access scheme and Radio communication protocol for
Loco and Stationary TCAS sub-systems.
A3.2 Scope This document defines the Radio communication transmission time slots and fre-
quencies required for Stationary TCAS and Loco TCAS system.
Wherever TCAS Sub-system is referred, it shall mean Loco TCAS and Stationary
TCAS units.
A3.3 Over the Air Requirements
A3.3.1 Radio Modem Requirements
A3.3.1 A3.3.3.1 Communication between the Stationary TCAS and Loco TCAS shall be Over-The-
Air using Multiple Access
A3.3.3.2 Each Multiple Access frame cycle shall be of 2000 milli seconds.
A3.3.3.3 It shall be suitable for Full duplex communication in frequency range of 406 MHz to
470 MHz.
A3.3.3.4 Loco TCAS shall use transmit frequency (f0) in block section and at the times of
emergency situations (SoS, head-on, rear-end collisions).
A3.3.3.5 Stationary TCAS and Loco TCAS shall use their respective timeslot(s) in the Multi-
ple Access with in their channel for the transmission of communication packet(s).
A3.3.3.6 Communication packets shall be of a maximum size of 1024 bits.
A3.3.3.7 TCAS sub-system shall split the packet into multiple packets if it exceeds maximum
communication packet size (1024 bits).
A3.3.3.8 The transmission Over-The-Air from Radio shall be controlled by TCAS Sub-
systems using Request To Send signal in the RS232.
A3.3.3.9 TCAS sub-system may transmit multiple Communication packets in a single trans-
mission burst.
A3.3.3.10 TCAS sub-system shall transfer all the data for a single transmission burst to the
Radio modem at least 20milli second before commencement of Over-The-Air.
A3.3.3.11 TCAS sub-system shall calculate the timings from commencement and completion
of transmission by Radio Modem Over-The-Air by considering the preamble,
communication packet, postamble and extra stuffed bits.
A3.3.3.12 TCAS sub-system shall disable the RTS signal after completion of transmission of
information data over-The-Air.The transmission power shall be reduced during
transmission of Post-amble.
A3.3.3.13 Change of frequency or switch between the frequencies shall be completed well in
advance i.e., 15 milliseconds before commencement of Data transmission Over-
The-Air.
A3.3.3.14 In the bit-stream Over-The-Air, LSB shall be transmitted first.
A3.3.3.15 Refer the below timing diagram, for data transfer between TCAS sub-system and
radio modem.
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Figure 1: Timing Diagram to transfer the data between TCAS and Radio modem
A3.3.2 Multiple Access Scheme The optimized frame cycle structure for the TDMA/FDMA/SDMA scheme is
shown in figure-2. As shown frame cycle is divided into basic 78 time slot position
markers (position nos. 1 to 78) each of width 352 bits (18.33 m-sec). These are
spaced 96 bits (5 m-sec) apart except for the four wider time slots to ensure proper
frequency stabilization on change.
A3.3.3.1 Time slots from P2 to P27 and P41 to P65 shall be used for stationary TCAS and Lo-
co TCAS communication respectively. These timeslots have been marked as M-1 to
M-50.
A3.3.3.2 Time slots P28, P29, P30, P31, P32, P33, P67, P68, P69, P70, P71 and P72 shall be
used by the Loco TCAS for broadcasting communication packets in the block sec-
tion. Loco TCAS System shall switch its Tx frequency to f0 in the block section and
shall transmit the radio packet with reference to markers MBS-1 to MBS-12.
A3.3.3.3 Time slots P34, P35, P73 and P74 in f0 shall be used by the Loco TCAS for broad-
casting additional emergency (SoS) messages. These timeslots have been marked as
ME-1 to ME-4.
A3.3.3.4 Time slots P38, P39, P77 and P78 in f0 shall be used by the Stationary TCAS for
broadcasting additional emergency (SoS) messages. These timeslots have been
marked as SE-1 to SE-4.
A3.3.3.5 Time slots P36, P37, P75 and P76 in f0 shall be used by the Stationary TCAS for
broadcasting Access Authority messages. These timeslots have been marked as
STS-1 to STS-4.
A3.3.3.6 Stationary TCAS System shall transmit the Radio packet in its designated time slot (.
A3.3.3.7 Loco TCAS System shall transmit the radio packet in its designated time slot and
designated frequency channel received from stationary TCAS Unit.
A3.3.3.8 The frequency pair allotted for two adjacent stations shall be different.
A3.3.3.9 The Loco time slot for the same station shall not be adjacent to each other (minimum
one time slot gap shall be kept).
A3.3.3.7A3.3.3.10 The time slot P2, P27, P41 and P65 shall be kept as reserve.
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Figure 2: FDMA /TDMA/ SDMA Time Frame Cycle with Position Markers
A3.3.3 Radio Communication Protocol
A3.3.3.1 Regular Radio Packet from Station/ Interlocked LC Gate / IBS to Loco TCAS units
Field Size (Bits) Possible Values
PKT_TYPE 4
- 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 – Loco Access Request / Block Section Packet
- 1xxx - Reserved for future use
PKT_LENGTH 7
- Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17
1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_STN_ILC_IBS_ID 16 Unique Code, Valid values from 1 to 65530 (Purchaser Railway to Decide)
(Cannot repeat within radial aerial distance of 500 Km)
SOURCE_STN_ILC_IBS_VERSION 3 0 to 7 (Reserved for Forward and Backward Compatibility)
STN_ILC_IBS_LOC 22 Absolute Location in meters
GEN_SOS_CALL 1 Value Description
1 General SoS Call generated by Stationary unit
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0 No SoS
DEST_LOCO_CNT 4 0 to 16 : Number of Loco dealt in this particular packet
Header_FILL_ZEROs 6 Spare bits to make it multiple of 8 bits (one byte – Octet)
DEST_LOCO_ID 17 1 to 99999
INFO_BASIS_FRAME_OFFSET 4
0001 to 1110
1111 - Not known
= station frame number - last loco frame number
DEST_LOCO_SOS 1 1 - SoS/ Emergency Condition to Specific Loco
0 - No SoS /Emergency
REF_FRAME_NUM_TL 17
1 1111 1111
1111 1111 Bi-
nary
No Train Length related information for this Loco
1 to 86400 ((hr
* 3600 + mm *
60 + ss) + 1)
Example :
00:00:00 -
Frame No 1
00:00:02 -
Frame No. 3
……
23:59:58 -
Frame No
86399
To be used for Train Length calculation
REF_OFFSET_INT_TL 8
When
REF_FRAME_
NUM_TL =
1 1111 1111
1111 1111 Bi-
nary
1111 1111 Binary (“Don’t Care”)
When
REF_FRAME_
NUM_TL is
between 1 to
86400
0 to 200 (10ms resolution)
TRN_LEN_INFO_TYPE 1
When
REF_FRAME_
NUM_TL =
1 1111 1111
1111 1111 Bi-
1 Binary (“Don’t Care”)
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nary
When
REF_FRAME_
NUM_TL is
between 1 to
86400
TRN_LEN_INFO_TYPE = 0 means REF_FRAME_NUM_TL and
REF_OFFSET_INT_TL pertain to “Start” frame and offset.
TRN_LEN_INFO_TYPE = 1means REF_FRAME_NUM_TL and
REF_OFFSET_INT_TL pertain to “END” frame and offset.
CUR_SIG_INFO 11
a10a9a8a7a6a5a4a3a2a1a0
a3 to a0 : (to be defined and displayed only for applicable Home / Routing Home / Starter / Inter-
mediate Starter)
0000 : Not defined
1111 : Line Number in excess of 13 Decimal, in this case, no line number to be displayed on DMI.
1110: Goods Lines ( in case of any Goods Line, no need to display Line Number on DMI, however,
the information to be displayed on DMI that the Train is going to Goods Line). It is clarified that
even for multiple Goods Lines, Line Number shall not be communicated to Loco TCAS Unit and
distinction among Goods Line would not be available through DMI to Loco Pilot.
a4:Up / Down Signal (0: Up, 1: Down), this field is not to be used for any purpose other than dis-
play associated with signal
a10 to a5 : Type of Signal
000000 Undefined - nothing to be displayed on DMI
010xxx Various Distant Signals & Auto Signals
010000 – Distant
010001 - Inner Distant
010010 - Gate Distant
010011 - Gate Inner Distant
010100 - IB Distant
010101 - IB Inner Distant
010110 - Auto Signal (Excludes Gate Stop Signal in Auto Territory)
010111- Semi-Automatic Signal
0110xx Various Home Signals
011000 - Main Home without Junction Route Indicator
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011001 - Main Home with Junction Route Indicator
011010 - Routing Home without Junction Type Route Indicator
011011 - Routing Home with Junction Type Route Indicator
0111xx Various types of Starter Signals
011100 - Mainline Starter
011101 - Loopline Starter
011110 - Intermediate Starter
x0xxxx Other Misc Signals
000001 - Advanced Starter
000010 - IB Signal
000011 - Gate Stop Signal and
000100 - Calling-on Signal
000101 - Advanced Starter-cum-Gate Signal
000110 - Gate-cum-Distant
000111 - Advanced Starter-cum-Distant Signal
100011 - Gate Stop Signal in Auto Territory
001000 - only in RFID Tag, not in Radio Packet. Loco TCAS shall apply Brake
when it crosees signal with this code (dead stop locations - such as end of berth-
ing tracks with Shunt Signals) in Normal Mode.
The full list of signals alongwith corresponding binary codes will be issued
through a Technical Advisory Note
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001001 - only in RFID Tag, not in Radio Packet.
Loco TCAS shall apply Brake when it crosses signal with this 'Yard Exit' type
(such as at BSLB) in other than SR mode.
CUR_SIG_ASPECT 5
Value Description
00000 Unidentified
00001 Red
00010 Yellow without Display of Route Indication
00011 Yellow with Pos1 Junction Type Route Indication
00100 Yellow with Pos2 Junction Type Route Indication
00101 Yellow with Pos3 Junction Type Route Indication
00110 Yellow with Pos4 Junction Type Route Indication
00111 Yellow with Pos5 Junction Type Route Indication
01000 Yellow with Pos6 Junction Type Route Indication
01001 Yellow with other type (such as Stencil) type Route indication
01010 Double Yellow
01011 Green
01100 Spare
01110 Spare
01111 Red with Calling-on at OFF
11000 Stop Board / Buffer Stop
01100 to
01110,
10000 to
10111 and
11001 to
11111
Reserved for future use
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NEXT_SIG_ASPECT 5
Value Description
00000 In case current Signal Aspect is RED
- Codes as given in CUR_SIG_ASPECT above
MA_W_R_T_SIG 16
0 to 65534 in meters. 65535 : Undefined.
The Movement Authority transmitted shall be the distance of End of Authority from actual Absolute
Position of the train. In order to cater the delays and failure in acquiring information due to missing
radio frames, the Movement Authority in Locomotive shall be deduced as the Movement authority
corresponding to particular frame received from Stationary TCAS Unit minus the actual distance
travelled by the Locomotive since that frame.
APPROACHING_STN_ILC_IBS_ID 16
Value Description
0 Next Signal to Signal on Approach is from same Source Interlocking.
1 to 65530 Next Signal to Signal on Approach is from different Interlocking.
APPROACHING_STN_ILC_IBS_ID is STN_ILC_IBS_ID of next signal.
Approaching_Sig_Dist 16 0 to 65535m
TO_SPEED 4
Value Description
0000 Not Used
0001 Upto 10 kmph
0010 Upto 15 kmph
0011 Upto 20 kmph
0100 Upto 25 kmph
0101 Upto 30 kmph
0110 Upto 35 kmph
0111 Upto 40 kmph
1000 Upto 45 kmph
1001 Upto 50 kmph
1010 Upto 55 kmph
1011 Upto 60 kmph
1100 Upto 65 kmph
1101 Upto 70 kmph
1110 Upto 75 kmph
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1111 Unrestricted
DIFF_DIST_TO 11
If
TO_SPEE
D is 1111
binary
DIFF_DIST_TO 11111111111 (Don’t Care)
If
TO_SPEE
D is 1 to
14 in dec-
imal
To be used for Distance to Turn Out value
This parameter transmitted shall be the distance of commencement of Turnout with
restricted speed from actual Absolute Position of the train. In order to cater the delays
and failure in acquiring information due to missing radio frames, this distance in lo-
comotive shall be deduced as the one corresponding to particular frame received from
Stationary TCAS unit minus the actual distance travelled by the locomotive since that
frame
TO_SPEED_REL_DIST 8
If
TO_SPEE
D is 1111
binary
TO_SPEED_REL_DIST 11111111 (Don’t Care)
If
TO_SPEE
D is 1 to
14 in dec-
imal
Value in Decameters i.e. 0-2550
GRAD_MA_W_R_T_SIG 6 Weighted Average gradient from current location for 2km or Movement Authority whichever is
lower.
FILL_ZEROs 6 Fill zeros before LOCO_Specific_MAC_CODE Field to make Loco Specific information from
DEST_LOCO_ID to just prior to LOCO_Specific_MAC_CODE as 120 bits.
LOCO_Specific_MAC_CODE 16
Message Authentication code for fields from PKT_TYPE to DEST_LOCO_CNT + respective
DEST_LOCO_ID
to just prior to LOCO_Specific_MAC_CODE + Additional fill Zeros to make block multiple of
128 bits
CRC 16 CRC for Total packet
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A3.3.3.2 Static Speed Profile Packet
Field Size (Bits) Possible Values
PKT_TYPE 4 - 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 –Loco Access Request / Block Section Packet
- 1xxx - Reserved for future use
PKT_LENGTH 7 Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
(Total packet size shall not exceed 48 bytes for this packet)
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
eg: 00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_STN_ILC_IBS_ID 16 Unique Code, Valid values from 1 to 65530
(Cannot repeat within radial aerial distance of 500 Km)
SOURCE_STN_ILC_IBS_VERSION 3 1 to 7
DEST_LOCO_ID 17 1 to 99999
STATIC_PROF_ID 6 1 to 62
63 - Spare
STATIC_PROF_DIR 2 - 00 unidentified
- 01 Nominal (Normally Traffic Direction as UP)
- 10 Reverse (Normally Traffic Direction as DOWN)
- 11 Spare
SUB_STATIC_PROF_CNT 3 1 to 7
SUB_STATIC_PROF_ID 3 1 to 7
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Field Size (Bits) Possible Values
SUB_STATIC_PROF_START_ABS_LOC 19 Start Absolute Location of Segment in decameters
SUB_STATIC_PROF_LEN 11 Distance beyond SUB_STATIC_PROF_START_ABS_LOC in decametres for which profile
information applies i.e. span of segment.
LM_Type = 001 (Static Speed) 3
Value Description
000 None
001 Static Speed
010 Gradient
011 LC Gate
(To be decided by Operator Railway whether to configure for LC Gates or
not)
100 Spare
101 Spare
110 Spare
111 Spare
LM_Speed_Info_CNT
(When LM_Type=001)
5 LM_Type
=001
1 to 31 Not to be sent when INFO_BASIS_FRAME_OFFSET is in excess of 2
seconds
LM_Static_Speed_Type
3 LM_Type
=001
Value Description
000 Reserved
001 Universal Static Speed
010 Static Speed for Category A Trains (LE/Passenger Trains)
011 Static Speed for Category B Trains (Loaded Goods Trains)
100 Static Speed for Category C Trains (Empty Goods Trains)
101 Spare
110 Spare
111 Spare
LM_Static_Speed_Distance
(in Decameters)
9 LM_Type
=001
Value in Decameters i.e. ranging from 0 - 5.11 km
LM_Static_Speed_Value 5 LM_Type
=001
Value Speed in kmph
00000 Reserved
00001 5
00010 10
00011 15
00100 20
00101 25
00110 30
00111 35
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Field Size (Bits) Possible Values
01000 40
01001 45
01010 50
01011 55
01100 60
01101 65
01110 70
01111 75
10000 80
10001 85
10010 90
10011 95
10100 100
10101 110
10110 120
10111 130
11000 140
11001 150
11010 160
11011 170
11100 180
11101 190
11110 200
11111 Reserved
LM_Type = 010 (Gradient) 3
Value Description
000 None
001 Static Speed
010 Gradient
011 LC Gate
(To be decided by Operator Railway whether to configure for LC Gates
or not)
100 Spare
101 Spare
110 Spare
111 Spare
LM_Grad_Info_CNT
(When LM_Type=010)
5 LM_Type
=010
1 to 31 Not to be sent when INFO_BASIS_FRAME_OFFSET is in excess of 2
seconds
LM_Gradient_Distance 9 LM_Type Value in Decameters i.e. ranging from 0 - 5.11 km
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Field Size (Bits) Possible Values
(in Decameters) =010
LM_GDIR 1 LM_Type
=010
0 = downhill
1= uphill
LM_GRADIENT_VALUE 5 LM_Type
=010
This is the absolute value of the minimum gradient between two defined locations.
Values lie between 0 to 30. Value 31 : reserved.
0 : Gradient not steeper than “1 in 1000”. Includes Level Gradient
1 : Gradient from “1 in 1000” to not steeper than “1 in 500”
2 : Gradient from “1 in 500” to not steeper than “1 in 333”
3 : Gradient from “1 in 333” to not steeper than “1 in 250”
4 : Gradient from “1 in 250” to not steeper than “1 in 200”
….
n : Gradient from “1 in (1000/n)” to not steeper than “1 in 1000/(n+1)”
….
30 : Gradient steeper than “1 in 33”
31 : Reserved
LM_Type = 011 (LC Gate) 3
Value Description
000 None
001 Static Speed
010 Gradient
011 LC Gate
(To be decided by Operator Railway whether to configure for LC Gates or
not)
100 Spare
101 Spare
110 Spare
111 Spare
LM_LC_Info_CNT
(When LM_Type=011)
5 LM_Type
=011
1 to 31 Not to be sent when INFO_BASIS_FRAME_OFFSET is in excess of 2
seconds
LM_LC_Distance
(in Decameters)
11 LM_Type
=011
Value in Decameters i.e. ranging from 0 - 5.11 km
LM_LC_ID_Numeric 10 LM_Type
=011
Value Speed in kmph
00 0000 0000 Invalid
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Field Size (Bits) Possible Values
00 0000 0001 to
11 1111 1101
LC Gate Number 1 to 1021
11 1111 1110 LC Gate Number other than 1 to 1022 - out of range
(Display xx on DMI)
11 1111 1111 Spare
LM_LC_ID_Alpha_Suffix 3 LM_Type
=011
Value Suffix of Gate
000 None
001 a
010 b
011 c
100 d
101 e
110 Out of Range
(Display xx on DMI)
111 Spare
LM_LC_Manning_Type 1 LM_Type
=011
0 : Manned, 1 : Unmanned
LM_LC_Class 3 LM_Type
=011
Value Suffix
000 Spl
001 A
010 B1
011 B2
100 B (where not specified in terms of B1/B2)
101 C
110 D
111 Spare
LM_LC_Auto_Whistling_Enabled 1 LM_Type
=011
0 : No, 1 : Yes
LM_LC_Auto_Whistling_Type 2 LM_Type
=011
Value Auto Whistling Type
00 Distance Based
01 Time Based (Not Used)
10 Configured Pattern Based (Not Used)
11 Spare
FILL_ZEROs * Fill zeros before MAC Field to make packet size in multiple of bytes (8-bits)
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Field Size (Bits) Possible Values
MAC_CODE 16 Message Authentication code (MAC) from PKT_TYPE to just prior to MAC field + fill Zeros
to make it block of multiple of 128 bits.
Packet CRC 16
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A3.3.2.1 Static Profile Packet Example
Section Profile
Profile Length – 5KM 5KM
Profile Start location 18000
Profile Direction Nominal
Unique Profile Id 1
Static Speed
500 U-60
1000 U-50
1200 A=90 B=60
400 U-75
600 U-80
500 A=85 B=70 C=50
800 U-80
Gradient
Distance Grad Dir ‰
600 100 Fall 10
400 250 Fall 4
300 300 Raise 3
1000 120 Raise 8
1500 0 Level 0
200 200 Raise 5
600 0 Level 0
400 300 Raise 3
LC Gate location 19300
Corresponding Packets :
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PKT_TYPE 4 5
PKT_LENGTH 7 49 bytes
FRAME_NUM 17
SOURCE_STN_ILC_IBS_ID 16
SOURCE_STN_ILC_IBS_VERSION 3
TARGET_LOCO_ID 17
STATIC_PROF_ID 4 1
STATIC_PROF_DIR 2 Nominal
SUB_STATIC_PROF_CNT 3 2
SUB_STATIC_PROF_ID 3 1
SUB_STATIC_PROF_START_ABS_LOC 19 1800
SUB_STATIC_PROF_LEN 11 370
LM_Type (Static_Speed) 3 0
LM_Speed_Info_CNT 5 6
LM_Static_Speed_Type 3 U
LM_Static_Speed_Distance 9 50
LM_Static_Speed_Value 5 01100
LM_Static_Speed_Type 3 U
LM_Static_Speed_Distance 9 100
LM_Static_Speed_Value 5 01010
LM_Static_Speed_Type 3 A
LM_Static_Speed_Distance 9 120
LM_Static_Speed_Value 5 10010
LM_Static_Speed_Type 3 B
LM_Static_Speed_Distance 9 120
LM_Static_Speed_Value 5 10010
LM_Static_Speed_Type 3 C
LM_Static_Speed_Distance 9 120
LM_Static_Speed_Value 5 10010
LM_Static_Speed_Type 3 U
LM_Static_Speed_Distance 9 40
LM_Static_Speed_Value 5 01111
LM_Static_Speed_Type 3 U
LM_Static_Speed_Distance 9 60
LM_Static_Speed_Value 5 10000
LM_Type (Gradient) 3 1
LM_Grad_Info_CNT 5 5
LM_Gradient_Distance 9 60
LM_Gradient_Dir 1 0
LM_Gradient_Value 5 10
LM_Gradient_Distance 9 40
LM_Gradient_Dir 1 0
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LM_Gradient_Value 5 4
LM_Gradient_Distance 9 30
LM_Gradient_Dir 1 1
LM_Gradient_Value 5 3
LM_Gradient_Distance 9 100
LM_Gradient_Dir 1 1
LM_Gradient_Value 5 8
LM_Gradient_Distance 9 140
LM_Gradient_Dir 1 0
LM_Gradient_Value 5 0
LM_Type (LC gate) 3 2
LM_LC_Info_CNT 5 1
LM_LC_Distance 11 130
LM_LC_ID_Numeric 10 110
LM_LC_ID_Alpha_Suffix 3 C
LM_LC_Manning_Type 1 Manned
LM_LC_Class 3 C
LM_LC_Auto_Whistling_Enabled 1 Yes
LM_LC_Auto_Whistling_Type 2 Distance Based
FILL_ZEROs 6 Fill zeros before MAC Field to make packet size in octets
MAC_CODE 16
Packet CRC 16 376
A3.3.4.3 Access Authority Packet
Field Size (Bits) Possible Values
PKT_TYPE 4 - 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 – Loco Access Request / Block Section Packet
- 1xxx - Reserved for future use
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Field Size (Bits) Possible Values
PKT_LENGTH 7 Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
eg: 00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_STN_ILC_IBS_ID 16 Unique Code, Valid values from 1 to 65530
(Cannot repeat within radial aerial distance of 500 Km)
SOURCE_STN_ILC_IBS_VERSION 3 1 to 7
STN_ILC_IBS_LOC 22 Absolute Location in meters
DEST_LOCO_ID 17 1 to 99999
Allotted_FDMA_Freq 4
Value Allotted Frequency Channel Pair used
0000 FDMA Not Used
0001 Pair fS1-fM1
0010 Pair fS2-fM2
0011 Pair fS3-fM3
0100 Pair fS4-fM4
0101 Pair fS5-fM5
0110 Pair fS6-fM6
0111 Pair fS7-fM7
1000 Pair fS8-fM8
1001 Spare
1010 Spare
1011 Spare
1100 Spare
1101 Spare
1110 Spare
1111 Spare
Allotted_TDMA_Timeslot 7 Value Description
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Field Size (Bits) Possible Values
0 Not nominated
1 to 50 Allotted Transmit Timeslot in Frame
STN_RND_NUM_RS 16
FILL_ZEROs 7 Fill Zeros before MAC Field to make packet size in multiple of bytes (8 bits).
MAC_CODE 16 Message Authentication code from PKT_TYPE to STN_RND_NUM_RS + Fill Zeros to
make block multiple of 128 bits.
PKT_CRC 16 Packet CRC
A3.3.4.4 Stationary TCAS Emergency Packet
Field Size (Bits) Possible Values
PKT_TYPE 4 - 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 – Loco Access Request / Block Section Packet
- 1xxx - Reserved for future use
PKT_LENGTH 7 Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
eg: 00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_STN_ILC_IBS_ID 16 Unique Code, Valid values from 1 to 65530
(Cannot repeat within radial aerial distance of 500 Km)
SOURCE_STN_ILC_IBS_VERSION 3 1 to 7
STN_ILC_IBS_LOC 22 Absolute Location in meters
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Field Size (Bits) Possible Values
GEN_SOS_CALL 1 Value Description
1 General SoS Call generated by Stationary unit
0 No SoS
DEST_LOCO_ID 17 1 to 99999
DEST_LOCO_SOS 1 1 - SoS/ Emergency Condition to Specific Loco
0 - No SoS /Emergency
DEST_LOCO_ID 17 1 to 99999
DEST_LOCO_SOS 1 1 - SoS/ Emergency Condition to Specific Loco
0 - No SoS /Emergency
FILL_ZEROs 6 Fill Zeros to make packet size in multiple of bytes (8 bits).
PKT_CRC 16 Packet CRC
128
A3.3.4.5 Loco TCAS regular Radio Packet to Stationary TCAS units Field Size (Bits) Possible Values
PKT_TYPE 4 - 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 – Loco Access Request / Block Section Packet
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- 1xxx - Reserved for future use
PKT_LENGTH 7 Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Eg: 00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_LOCO_ID 17 1 to 99999
ABS_LOCO_LOC 22 Absolute Location in meters
TRAIN_LENGTH 11 0: Unidentified/ Invalid
1 to 2047: Train length in mtrs
TRAIN_SPEED 8 Value Description
0 to 254 Train Speed in kmph
255 Train Speed unidentified
MOVEMENT_DIR 2 Value Description
00 Traffic Direction not established / unidentified
01 Nominal (Normally Traffic Direction as UP)
10 Reverse (Normally Traffic Direction as DOWN)
11 Reserved for future use
EMERGENCY_STATUS 3 Value Description
000 No Emergency - Regular Packet
001 Side Collision (Unusual Stoppage)
010 SoS
011 Roll Back Detected
100 Head On Collision
101 Rear End Collision
110 Spare
111 Spare
LOCO_MODE 4 Value Description of Mode
0001 STAND_BY
0010 STAFF_RESPONSIBLE_MODE
0011 LIMITED_SUPERVISION
0100 FULL_SUPERVISION
0101 OVERRIDE
0110 ON_SIGHT
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0111 TRIP
1000 POST_TRIP
1001 REVERSE
1010 SHUNTING
1011 NON_LEADING
1100 SYSTEM_FAILURE
1101 ISOLATION
LAST_RFID_TAG 10 Tag ID of Last RFID Tag Read other than special tags like Banner Tag, Caution Tag
TIN 7 Value Description
0 Ignore / Don’t Care
1 to 125 Track Identity Number as per Track Section occupied
126 Loco shed TIN
127 Reserved for future
Brake_Applied 3 000 No over speed, No brakes by TCAS
001 Over speed but no brakes by TCAS
010 Normal Service Brake by TCAS
011 Full Service Brake by TCAS
100 Emergency Brake by TCAS
101 to 111 Spare
Latest_STATIC_PROF_ID_from _STN 6 1 to 62 Latest Static Profile ID received and taken into cognizance by Locomo-
tive.
LM_ STATIC_PROF_Info_upto_MA 1 1 : Yes, 0: No Whether the Landmark Information related to Speed and Gradient
available with Locomotive is upto Movement Authority or not.
Loco Health Status (Only for NMS Logging and report genera-
tion)
6 Loco TCAS health shall be prepared for length of 24bits and same to be included in each radio packet
as per below procedure. Each bit indicates status of each sub system in the Loco TCAS unit
Frame Number in Binary Loco TCAS Health
xxxx xxxx xxxx x001 First 6 bits of Loco Health
xxxx xxxx xxxx x011 Second 6 bits of Loco Health
xxxx xxxx xxxx x101 Third 6 bits of Loco Health
xxxx xxxx xxxx x111 Fourth 6 bits of Loco Health
MAC_CODE 16 Message Authentication code from PKT_TYPE to LM_ STATIC_PROF_Info_upto_MA + fill Zeros to
make it multiple of 128 bits.
PKT_CRC 16 Packet CRC
Total 152
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Prepared By: JRE/S&T
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A3.3.4.6 Loco TCAS Access Request / Block Section Radio Packet from Loco TCAS to Stationary TCAS units Field Size (Bits) Possible Values
PKT_TYPE 4 - 0000 - Undefined
- 0001 - Station to Loco Regular Packet
- 0010 - Loco to Station Regular Packet
- 0011 – Access Authority Packet
- 0100 – Additional Emergency Packet
- 0101 – Static Profile Packet
- 0110 – Loco Access Request / Block Section Packet
- 1xxx - Reserved for future use
PKT_LENGTH 7 Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
example: 00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_LOCO_ID 17 1 to 99999
ABS_LOCO_LOC 22 Absolute Location in meters
TRAIN_LENGTH 11 0: Unidentified/ Invalid
1 to 2047: Train length in mtrs
TRAIN_SPEED 8 Value Description
0 to 254 Train Speed in kmph
255 Train Speed unidentified
MOVEMENT_DIR 2 Value Description
00 Direction of Movement of Train not established / unidentified
01 Nominal (Normally Traffic Direction as UP)
10 Reverse (Normally Traffic Direction as DOWN)
11 Reserved for future use
EMERGENCY_STATUS 3 Value Description
000 No Emergency - Regular Packet
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Field Size (Bits) Possible Values
001 Side Collision (Unusual Stoppage)
010 SoS
011 Roll Back Detected
100 Head ON Collision
101 Rear End Collision
110 Spare
111 Spare
LOCO_MODE 4 Value Description of Mode
0001 STAND_BY
0010 STAFF_RESPONSIBLE_MODE
0011 LIMITED_SUPERVISION
0100 FULL_SUPERVISION
0101 OVERRIDE
0110 ON_SIGHT
0111 TRIP
1000 POST_TRIP
1001 REVERSE
1010 SHUNTING
1011 NON_LEADING
1100 SYSTEM_FAILURE
1101 ISOLATION
LAST_RFID_TAG 10 Tag ID of Last RFID Tag Read other than special tags like Banner Tag, Caution Tag
TIN 7 Value Description
0 Ignore / Don’t Care
1 to 125 Track Identity Number as per Track Section occupied
126 Loco shed TIN
127 Reserved for future
Brake_Applied 3 000 No over speed, No brakes by TCAS
001 Over speed but no brakes by TCAS
010 Normal Service Brake by TCAS
011 Full Service Brake by TCAS
100 Emergency Brake by TCAS
101 to 111 Spare
Latest_STATIC_PROF_ID_from _STN 6 1 to 62 Latest Static Profile ID received and taken into cognizance by Locomo-
tive.
LM_ STATIC_PROF_Info_upto_MA 1 1 : Yes, 0: No Whether the Landmark Information related to Speed and Gradient
available with Locomotive is upto Movement Authority or not.
Loco Health Status (Only for NMS Logging and report genera- 6 Loco TCAS health shall be prepared for length of 24bits and same to be included in each radio packet
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Prepared By: JRE/S&T
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Field Size (Bits) Possible Values
tion) as per below procedure. Each bit indicates status of each sub system in the Loco TCAS unit
Frame Number in Binary Loco TCAS Health
xxxx xxxx xxxx x001 First 6 bits of Loco Health
xxxx xxxx xxxx x011 Second 6 bits of Loco Health
xxxx xxxx xxxx x101 Third 6 bits of Loco Health
xxxx xxxx xxxx x111 Fourth 6 bits of Loco Health
LOCO_RAND_NUM_RL 16 Loco Random Number.
Loco has to transmit same Random Number in every cycle until commencement of process of Commu-
nication Session Establishment by Stationary TCAS unit that is until Loco receives a Packet from Sta-
tionary TCAS Unit with LOCO_RAND_NUM_RS.
PKT_CRC 16 Packet CRC
Total 152 160
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Printed :
Prepared By: JRE/S&T
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A3.3.4.0 Version2 Protocol Loco TCAS equipped with Version 2 Protocol shall be able to travel seamlessly in the territory of Stationary TCAS with Version 1 Protocol without any problem. The
vice-versa is not applicable.
A3.3.4.1 Loco to Station Regular Packet Size (bits) VALUE Description Remarks
PKT_TYPE 4 8 - 0000: Undefined
- 0001: Station to Loco Regular Packet V2
- 0010: Loco to Station Regular Packet V1
- 0011: Access Authority Packet V2
- 0100: Additional Emergency Packet V2
- 0101: Static Profile Packet V1 / Track Profile Packet V2
- 0110: Loco Access Request V1
- 0111: Reserved for future use
- 1000: Loco to Station Regular Packet V2
- 1001: Loco Access Request V2
- 1010: Loco Position Packet to CTC over LTE
- 1011: Train Event Data Packet to NMS over LTE
- 1100 to 1111: Reserved for future use
PKT_LENGTH 7 - Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
Spec 3.2
FRAME_NUM 17 1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
Spec 3.2
SOURCE_LOCO_ID 17 1 to 99999 Spec 3.2
ABS_LOCO_LOC 24 Absolute Location in meters Width changed from
22 to 24 bits
TRAIN_LENGTH 11 0: Unidentified/ Invalid
1 to 2047: Train length in mtrs
Spec 3.2
TRAIN_SPEED 10 Value Description Width changed from
8 to 10 bits 0 to 400 Train Speed in kmph
401 to 1022 Reserved for future use
1023 Train Speed unidentified
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Printed :
Prepared By: JRE/S&T
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A3.3.4.1 Loco to Station Regular Packet Size (bits) VALUE Description Remarks
MOVEMENT_DIR 2 Value Description Spec 3.2
00 Traffic Direction not established / unidentified
01 Nominal (Normally Traffic Direction as UP)
10 Reverse (Normally Traffic Direction as DOWN)
11 Reserved for future use
EMERGENCY_STATUS 3 Value Description Spec 3.2
000 No Emergency - Regular Packet
001 Side Collision (Unusual Stoppage)
010 SoS
011 Roll Back Detected
100 Head On Collision
101 Rear End Collision
110 Spare
111 Spare
LOCO_MODE 4 Value Description Spec 3.2
0001 STAND_BY
0010 STAFF_RESPONSIBLE_MODE
0011 LIMITED_SUPERVISION
0100 FULL_SUPERVISION
0101 OVERRIDE
0110 ON_SIGHT
0111 TRIP
1000 POST_TRIP
1001 REVERSE
1010 SHUNTING
1011 NON_LEADING
1100 SYSTEM_FAILUR
1101 ISOLATION
LAST_RFID_TAG 10 Tag ID of Last RFID Tag Read other than special tags like Banner
Tag, Caution Tag
TIN 7 Value Description
0 Ignore / Don‟t Care
1 to 125 Track Identity Number as per Track Section Occupied
126 Loco shed TIN
127 Reserved for future use
Brake_Applied 3 Value Description
000 No over speed, No brakes by TCAS
001 Over speed but no brakes by TCAS
010 Normal Service Brake by TCAS
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Prepared By: JRE/S&T
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A3.3.4.1 Loco to Station Regular Packet Size (bits) VALUE Description Remarks
011 Full Service Brake by TCAS
100 Emergency Brake by TCAS
101 to 111 Spare
Latest_STATIC_PROF_ID_from _STN 6 1 to 62 Latest Static Profile ID received and taken into
cognizance by Locomotive.
Deleted
LM_ STATIC_PROF_Info_upto_MA 1 1 : Yes, 0: No Whether the Landmark Information related to
Speed and Gradient available with Locomotive
is upto Movement Authority or not.
Deleted
LAST_TRACK_PROF_FM 17 Indicates the frame number in which last track profile received.
To ensure trackprofile data delivered to loco TCAS by Station
TCAS
New
NEW_MA_REPLY 2 0: No request for Shorten MA from Station TCAS
1: Request to Shorten MA granted
2: Request to Shorten MA rejected
3: reserved
New.
Loco_Health_Status (Only for NMS Logging
and report generation)
6 Loco TCAS health shall be prepared for length of 24bits and same to
be included in each radio packet as per below procedure. Each bit
indicates status of each sub system in the Loco TCAS unit
Frame Number in
Binary
Loco TCAS Health
xxxx xxxx xxxx
x001
First 6 bits of Loco Health
xxxx xxxx xxxx
x011
Second 6 bits of Loco Health
xxxx xxxx xxxx
x101
Third 6 bits of Loco Health
xxxx xxxx xxxx
x111
Fourth 6 bits of Loco Health
MAC_CODE 32 Calculated for PKT_TYPE to Loco_Health_Status field
PKT_CRC 32 Packet CRC
208 bits
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Printed :
Prepared By: JRE/S&T
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A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
PKT_TYPE 4 5
- 0000: Undefined
- 0001: Station to Loco Regular Packet V2
- 0010: Loco to Station Regular Packet V1
- 0011: Access Authority Packet V2
- 0100: Additional Emergency Packet V2
- 0101: Static Profile Packet V1 / Track Profile Packet V2
- 0110: Loco Access Request V1
- 0111: Reserved for future use
- 1000: Loco to Station Regular Packet V2
- 1001: Loco Access Request V2
- 1010: Loco Position Packet to CTC over LTE
- 1011: Train Event Data Packet to NMS over LTE
- 1100 to 1111: Reserved for future use
Revised
PKT_LENGTH 7
- Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
Spec 3.2
FRAME_NUM 17
1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
Spec 3.2
SOURCE_STN_ILC_IBS_ID 16
Unique Code, Valid values from 1 to 65530
(Purchaser Railway to Decide)
(It will be unique for one KMS)
Spec 3.2
SOURCE_STN_ILC_IBS_VERSION 3 2 1 to 7 Spec 3.2 (Re-
vised)
DEST_LOCO_ID 17 1 to 99999 Spec 3.2
LAST_REF_RFID 10 Below track profile data is given from this RFID as a reference position. This RFID
shall be one of the last 6 tags read by Loco. New
DIST_TRACK_PROF_START 11
Distance in meters from where track profile starts. For this ditance there is no profile
or already given.
When current loco route is unknown, this value is useful to give data from shifted lo-
cation reference(from approaching signal foot).
New
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Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 183 of 375
A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
TRACK_PROF_DIR 2
- 00 unidentified
- 01 Nominal (Normally Traffic Direction as UP)
- 10 Reverse (Normally Traffic Direction as DOWN)
- 11 Spare
New
TRACK_PROF_ACK 1 0: Track Profile Acknowlege is required
1: Track Profile Acknowlege is not required New
SUB_PKT_TYPE
4 4
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
TO_CNT
2 Approaching turnouts count from Reference RFID
0: No turnouts
1-3: No.of turnouts follow
New
TO_SPEED 5
Value Description
Revised
00000 Not Used
00001 Upto 10 kmph
00010 Upto 15 kmph
00011 Upto 20 kmph
00100 Upto 25 kmph
00101 Upto 30 kmph
00110 Upto 35 kmph
00111 Upto 40 kmph
01000 Upto 45 kmph
01001 Upto 50 kmph
01010 Upto 55 kmph
01011 Upto 60 kmph
01100 Upto 65 kmph
01101 Upto 70 kmph
174462/2020/O/o ED/Tele-II/RDSO902
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 184 of 375
A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
01110 Upto 75 kmph
01111 Upto 80 kmph
10000 Upto 85 Kmph
10001 Upto 90 Kmph
10010-11110 Reserved for future use
11111 Unrestricted
DIFF_DIST_TO 11
Only If TO_SPEED = restricted, DIFF_DIST_TO variable follow.
Starting Ditance of the turnout from reference RFID.
Value in Decameters i.e. ranging from 0 - 20.47 km
Revised
TO_SPEED_REL_DIST 11
Only If TO_SPEED = restricted, DIFF_DIST_TO variable follow.
Turnout release distance. Value in meters i.e. ranging from 0 - 2047 m.
Value to be given upto end of turnout i.e start of the berthing track where SF-tag is al-
so provided.
Revised
SUB_PKT_TYPE
4 5
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits
RFID_CNT 5
List of expected approaching RFID tags from reference RFID. Station update new list
only when required.
0: No tag shall be crossed. eg: In approach of danger signal.
1-30: expected RFID count
31: unknown route.
Only If RFID_CNT = 1 to 30, RFID_TAG and DIST_NXT_RFID variables follow.
New
DIST_TO_RFID 11 Distance of next RFID from previous RFID New
RFID_TAG 11
b9-b0: RFID Tag ID
b10: 0- Expected Tag, 1: Know unexpected Tag.
If trials are successful without reading T-tags of adjacent lines, known unexpected tags
shall not be transmitted.
New
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Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 185 of 375
A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
SUB_PKT_TYPE
4 4
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
RADIOHOLE_CNT 2
Radio holes in MA region from refrence RFID.
MA is valid indefinitely in Radiohole
MA is valid upto Comm. fail time out in Radiohole
New
START_DIST_RADIOHOLE 11 Start distce(in decameters) to Radiohole from reference RFID.
Value in Decameters i.e. ranging from 0 - 20.47 km New
LENGTH_RADIOHOLE 11 Length of the radiohole in decameters.
Value in decameters i.e. ranging from 0 - 20.47 km New
SUB_PKT_TYPE
4 1
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
LM_Speed_Info_CNT 5 1 to 31 Spec 3.2
LM_Static_Speed_Type 3
Value Description
Spec 3.2
000 Reserved
001 Universal Static Speed
010 Static Speed for Category A Trains (LE/Passenger Trains)
011 Static Speed for Category B Trains (Loaded Goods Trains)
100 Static Speed for Category C Trains (Empty Goods Trains)
101 to 111 Spare
LM_Static_Speed_Distance 9 Value in Decameters i.e. ranging from 0 - 5.11 km Spec 3.2
174462/2020/O/o ED/Tele-II/RDSO904
Printed :
Prepared By: JRE/S&T
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A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
LM_Static_Speed_Value
6 0 - 127 0 = Reserved
1- 40: Speed in stpes of 5kmph. Max Speed = 200 kmph
41-63: Reserved for future use
Revised
SUB_PKT_TYPE
4 2
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
LM_Grad_Info_CNT 5 1 to 31 Spec 3.2
LM_Gradient_Distance 9 Value in Decameters i.e. ranging from 0 - 5.11 km Spec 3.2
LM_GDIR
1
0 = downhill
1= uphill
Spec 3.2
LM_GRADIENT_VALUE 5
This is the absolute value of the minimum gradient between two defined
locations.
Values lie between 0 to 30. Value 31 : reserved.
0 : Gradient not steeper than “1 in 1000”. Includes Level Gradient
1 : Gradient from “1 in 1000” to not steeper than “1 in 500”
2 : Gradient from “1 in 500” to not steeper than “1 in 333”
3 : Gradient from “1 in 333” to not steeper than “1 in 250”
4 : Gradient from “1 in 250” to not steeper than “1 in 200”
….
n : Gradient from “1 in (1000/n)” to not steeper than “1 in 1000/(n+1)”
….
30 : Gradient steeper than “1 in 33”
31 : Reserved
Spec 3.2
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Printed :
Prepared By: JRE/S&T
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A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
SUB_PKT_TYPE
4 3
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
LM_LC_Info_CNT 5 1 to 31 Spec 3.2
LM_LC_Distance
(in Decameters) 11 Value in Decameters i.e. ranging from 0 - 20.47 km
This is the start distance of the LC gate from reference RFID. Spec 3.2
LM_LC_ID_Numeric
10
0: Invalid
1 - 1021: LC Gate Number
1022: LC Gate Number other than 1 to 1022 - out of range
(Display xx on DMI)
1023: Spare
Spec 3.2
LM_LC_ID_Alpha_Suffix 3
Value Suffix of Gate
Spec 3.2
000 `
001 a
010 b
011 c
100 d
101 e
110
Out of Range
(Display xx on DMI)
111 Spare
LM_LC_Manning_Type 1 0 : Manned, 1 : Unmanned Spec 3.2
LM_LC_Class 3
Value Suffix of Gate
Spec 3.2
000 Spl
001 A
010 B1
011 B2
100 B (where not specified in terms of B1/B2)
101 C
110 D
174462/2020/O/o ED/Tele-II/RDSO906
Printed :
Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 188 of 375
A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
111 Spare
LM_LC_Auto_Whistling_Enabled 1 0 : No, 1 : Yes Spec 3.2
LM_LC_Auto_Whistling_Type 2
Value Auto Whistling Type
Spec 3.2
00 Distance Based
01 Time Based (Not Used)
10 Configured Pattern Based (Not Used)
11 Spare
SUB_PKT_TYPE
4 7
- 0000: Undefined
- 0001: Permanent Speed Restrictions Profile
- 0010: Gradient Profile
- 0011: LC gate profile
- 0100: Turnout Speed Profile
- 0101: Route RFID Profile
- 0110: Radio Holes Profile
- 0111: Temporary speed Restrictions Profile
- 1000 to 1111: Reserved for future use
New
SUB_PKT_LENGTH 6 512 bits New
LM_TSR_Info_CNT 5 1 to 31
LM_TSR_ID 8 This is the unique ID of TSR received from TSR management system. Revised
LM_TSR_Distance 11 This is the distance to TSR starting point from refrence RFID. Value in decameters Revised
LM_TSR_Length 11 Length of TSR. Value in decameters Revised
LM_TSR_Class 1 0 – Universal Speed
1 – Classified Speed
LM_TSR_Universal_Speed 6
only if Q_TSR_CLASS = 0, VU_TSR variable follow
Value Speed in kmph
0 Reserved
N = 1 to 40 = 5*N (5,10,15, ....,200 kmph)
41 to 63 Reserved
LM_TSR_ClassA_Speed 6 only if LM_TSR_Class = 1, LM_TSR_ClassA_Speed variable follow.
Values are Same as LM_TSR_Universal_Speed.
LM_TSR_ClassB_Speed 6 only if LM_TSR_Class = 1, LM_TSR_ClassB_Speed variable follow.
Values are Same as LM_TSR_Universal_Speed.
LM_TSR_ClassC_Speed 6 only if LM_TSR_Class = 1, LM_TSR_ClassB_Speed variable follow.
Values are Same as LM_TSR_Universal_Speed.
LM_TSR_Whistle 2 00 – No Whistle
01 - Whistle blow
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A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks
PADDING_BITS x Fill with Zeros
LOCO_Specific_MAC_CODE 32 Calculated for PKT_TYPE to PADDING_BITS
PKT_CRC 32
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A3.3.4.3 Access Authority Packet Size (bits) VALUE Description Remarks
PKT_TYPE 4 3
- 0000: Undefined
- 0001: Station to Loco Regular Packet V2
- 0010: Loco to Station Regular Packet V1
- 0011: Access Authority Packet V2
- 0100: Additional Emergency Packet V2
- 0101: Static Profile Packet V1 / Track Profile Packet V2
- 0110: Loco Access Request V1
- 0111: Reserved for future use
- 1000: Loco to Station Regular Packet V2
- 1001: Loco Access Request V2
- 1010: Loco Position Packet to CTC over LTE
- 1011: Train Event Data Packet to NMS over LTE
- 1100 to 1111: Reserved for future use
PKT_LENGTH 7
- Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
Spec 3.2
FRAME_NUM 17
1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
Spec 3.2
SOURCE_STN_ILC_IBS_ID 16
Unique Code, Valid values from 1 to 65530
(Purchaser Railway to Decide)
(Cannot repeat within radial aerial distance of 500 Km)
Spec 3.2
SOURCE_STN_ILC_IBS_VERSION 3 2 0 to 7 (Reserved for Forward and Backward Compatibility) Spec 3.2.
Here it is version 2
DEST_LOCO_ID 17 1 to 99999 Spec 3.2
Allotted_FDMA_Freq 4
Value Description
Spec 3.2
0000 FDMA Not Used
0001 Pair f S1 -f M1
0010 Pair f S2 -f M2
0011 Pair f S3 -f M3
0100 Pair f S4 -f M4
0101 Pair f S5 -f M5
0110 Pair f S6 -f M6
0111 Pair f S7 -f M7
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A3.3.4.3 Access Authority Packet Size (bits) VALUE Description Remarks
1000 Pair f S8 -f M8
1001 Spare
1010 Spare
1011 Spare
1100 Spare
1101 Spare
1110 Spare
1111 Spare
Allotted_TDMA_Timeslot 7
Value Description
Spec 3.2 0 Not nominated
1 to 50 Allotted Transmit Timeslot in Frame
STN_RAND_NUM_RS 16 Spec 3.2
STATION_CODE 28
Station Code up to 4 Alphanumeric code (ASCII)
Eg1: Sadashivapet Road station code
SSPD → ‘1010011 1010011 1010000 1000100’
Eg2: Vikarabad Road station code
VKB → ‘0100000 1010110 1001011 1000010’
NEW
STN_TDMA 11
Value Description
NEW 0 to 2000 ms Station TDMA slot time in ms to capture RSSI.
2001 to 2047 Reserved
PADDING_BITS 2 Fill with Zeros
MAC_CODE 32 Calculated for PKT_TYPE to PADDING_BITS Spec 3.2
PKT_CRC 32 Packet CRC Spec 3.2
A3.3.4.4 Train Position Packet to CTC Size (bits) VALUE Description
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PKT_TYPE 4 10
- 0000: Undefined
- 0001: Station to Loco Regular Packet V2
- 0010: Loco to Station Regular Packet V1
- 0011: Access Authority Packet V2
- 0100: Additional Emergency Packet V2
- 0101: Static Profile Packet V1 / Track Profile Packet V2
- 0110: Loco Access Request V1
- 0111: Reserved for future use
- 1000: Loco to Station Regular Packet V2
- 1001: Loco Access Request V2
- 1010: Loco Position Packet to CTC over LTE
- 1011: Train Event Data Packet to NMS over LTE
- 1100 to 1111: Reserved for future use
PKT_LENGTH 7
- Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17
1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_LOCO_ID 17 1 to 99999
ABS_LOCO_LOC 24 Absolute Location in meters
TRAIN_LENGTH 11 0: Unidentified/ Invalid
1 to 2047: Train length in mtrs
TRAIN_SPEED 10
Value Description
0 to 400 Train Speed in kmph
401 to 1022 Reserved for future use
1023 Train Speed unidentified
MOVEMENT_DIR 2
Value Description
00 Traffic Direction not established / unidentified
01 Nominal (Normally Traffic Direction as UP)
10 Reverse (Normally Traffic Direction as DOWN)
11 Reserved for future use
EMERGENCY_STATUS 3
Value Description
000 No Emergency - Regular Packet
001 Side Collision (Unusual Stoppage)
010 SoS
011 Roll Back Detected
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100 Head On Collision
101 Rear End Collision
110 Spare
111 Spare
LOCO_MODE 4
Value Description
0001 STAND_BY
0010 STAFF_RESPONSIBLE_MODE
0011 LIMITED_SUPERVISION
0100 FULL_SUPERVISION
0101 OVERRIDE
0110 ON_SIGHT
0111 TRIP
1000 POST_TRIP
1001 REVERSE
1010 SHUNTING
1011 NON_LEADING
1100 SYSTEM_FAILUR
1101 ISOLATION
LAST_RFID_TAG 10 Tag ID of Last RFID Tag Read other than special tags like Banner Tag, Caution Tag
TIN 7
Value Description
0 Ignore / Don‟t Care
1 to 125 Track Identity Number as per Track Section Occupied
126 Loco shed TIN
127 Reserved for future use
Brake_Applied 3
Value Description
000 No over speed, No brakes by TCAS
001 Over speed but no brakes by TCAS
010 Normal Service Brake by TCAS
011 Full Service Brake by TCAS
100 Emergency Brake by TCAS
101 to 111 Spare
LAST_TRACK_PROF_FM 17 Indicates the frame number in which last track profile received. To ensure trackprofile
data delivered to loco TCAS by Station TCAS
NEW_MA_REPLY 2
0: No request for Shorten MA from Station TCAS
1: Request to Shorten MA granted
2: Request to Shorten MA rejected
3: reserved
Loco Health Status (Only for NMS Logging and re-
port generation) 6
Loco TCAS health shall be prepared for length of 24bits and same to
be included in each radio packet as per below procedure. Each bit
indicates status of each sub system in the Loco TCAS unit
Frame Number in Bi-
nary Loco TCAS Health
xxxx xxxx xxxx x001 First 6 bits of Loco Health
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xxxx xxxx xxxx x011 Second 6 bits of Loco Health
xxxx xxxx xxxx x101 Third 6 bits of Loco Health
xxxx xxxx xxxx x111 Fourth 6 bits of Loco Health
MAC_CODE 32 Calculated for PKT_TYPE to Loco_Health_Status field
PKT_CRC 32 Packet CRC
208 bits
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A3.3.4.5 Train Position Packet to CTC Size (bits) VALUE Description
PKT_TYPE 4 11
- 0000: Undefined
- 0001: Station to Loco Regular Packet V2
- 0010: Loco to Station Regular Packet V1
- 0011: Access Authority Packet V2
- 0100: Additional Emergency Packet V2
- 0101: Static Profile Packet V1 / Track Profile Packet V2
- 0110: Loco Access Request V1
- 0111: Reserved for future use
- 1000: Loco to Station Regular Packet V2
- 1001: Loco Access Request V2
- 1010: Loco Position Packet to CTC over LTE
- 1011: Train Event Data Packet to NMS over LTE
- 1100 to 1111: Reserved for future use
PKT_LENGTH 7
- Packet Length is in terms of bytes
- 000 0000 - 1 byte
- 000 0001 – 2 bytes
…………
- 111 1111 – 128 bytes
FRAME_NUM 17
1 to 86400 ((hr * 3600 + mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No 86399
SOURCE_LOCO_ID 17 1 to 99999
ABS_LOCO_LOC 24 Absolute Location in meters
REC_DATA_LEN 6 Record length = 1 to 64 bytes
REC_DATA N Specific to each firm until this field is standardised
PKT_CRC 32 Packet CRC
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Annexure – 4
TCAS
RFID Tag Data Format
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A4.1 Introduction This document describes the RFID tag data formats for all the possible RFID tags defined for
TCAS System.
A4.1.1 Normal Tag Field Normal Tag with
Speed Info
Description
Bit posi-
tions
No. of
bits
Type of Tag
(0000 : Normal tag with Speed info)
x3 - x0 4 This field denotes the type of Tag. The
decimal value is 0
Unique ID of RFID Tag Set x13 - x4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not Appli-
cable)Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not Appli-
cable)Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not Appli-
cable)
x31 - x14 18 Geographical location of the RFID Tag
in terms of decameters as per Railway
metrics or Location referred in the Sig-
nal Interlocking Plan of the respective
stations.
Value ranges from 0 to 262142
TIN in Nominal Direction x38 - x32 7 Track Identification number encoun-
tered while traversing in Nominal direc-
tion(Incremental direction of absolute
location)
Value ranges from 0 to 127
TIN in Reverse Direction x45 - x39 7 Track Identification number encoun-
tered while traversing in Reverse direc-
tion (Decremental direction of absolute
location)
Value ranges from 0 to 127
Whether Trans from Loco-to-
Stationary is necessary in Nominal Dir
(Access Slot)
x46 1 Denotes whether Loco should com-
municate with the Stationary Unit when
traversing in Nominal direction
‘1’ if communication is required
‘0’ if communication is not required
Whether Trans from Loco-to-
Stationary is necessary in Reverse Dir
(Access Slot)
x47 1 Denotes whether Loco should com-
municate with the Stationary Unit when
traversing in Reverse direction
‘1’ if communication is required
‘0’ if communication is not required
Station / Block ahead info in Nominal
direction - Side Collision (0=Block, 1=
Station)
x48 1 Indicates whether the territory encoun-
tered by the Loco when traversing in
Nominal direction falls in Station vicini-
ty or Block section.
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Field Normal Tag with
Speed Info
Description
Bit posi-
tions
No. of
bits
‘1’ if Station vicinity
‘0’ if Block section
Station / Block ahead info in Reverse
direction - Side Collision (0=Block, 1=
Station)
x49 1 Indicates whether the territory encoun-
tered by the Loco when traversing in
Reverse direction falls in Station vicini-
ty or Block section.
‘1’ if Station vicinity
‘0’ if Block section
Spare x50 1 To be Programmed as 0
Spare x51 1 To be Programmed as 0
Distance in Decameters from this tag
to next Normal Tag in Nominal Direc-
tion
x59-x52 8 Denotes the distance from this Normal
tag to the next Normal Tag in Nominal
direction in terms of decameters
Value ranges from 0 to 255
Note: 0 to be programmed only when
the Normal tag is placed in the Isolated
Siding or if it is the Last Normal tag in
the territory
Distance in Decameters from this tag
to next Normal Tag in Reverse Direc-
tion
y3-y0 &
x63-x60
8 Denotes the distance from this Normal
tag to the next Normal Tag in Reverse
direction in terms of decameters
Value ranges from 0 to 255
Note: 0 to be programmed only when
the Normal tag is placed in the Isolated
Siding or if it is the Last Normal tag in
the territory
Distance in Decameters from next
Normal Tag to Next-to-next Normal
Tag in Nominal Direction
y21-y14 8 Denotes the distance from the next
Normal tag to its next Normal Tag in
Nominal direction in terms of decame-
ters
Value ranges from 0 to 255
Note: 0 to be programmed only when
the Normal tag is placed in the Isolated
Siding or if it is the Last Normal tag in
the territory
Distance in Decameters from next
Normal Tag to Next-to-next Nomal
Tag in Reverse Direction
y29-y22 8 Denotes the distance from the next
Normal tag to its next Normal Tag in
Reverse direction in terms of decameters
Value ranges from 0 to 255
Note: 0 to be programmed only when
the Normal tag is placed in the Isolated
Siding or if it is the Last Normal tag in
the territory
Fill Zeros 28 Zero padding to be done
CRC y63-y48 16 Compute CRC(Cyclic Redundancy
Checksum) to check the data integrity
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Field Normal Tag with
Speed Info
Description
Bit posi-
tions
No. of
bits
Total 128
A4.1.2 Signal Foot Tag
Field
Signal Foot Tag Description
Bit posi-
tions
No. of
bits
Type of Tag
(0001 : Signal Foot Tag) x3 - x0 4 This field denotes the type of Tag. The
decimal value is 1.
Unique ID of RFID Tag Set x13 - x4 10
Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not
Applicable)
x31 - x14 18
Geographical location of the RFID Tag in
terms of decameters as per Railway met-
rics or Location referred in the Signal
Interlocking Plan of the respective sta-
tions.
Value ranges from 0 to 262142
TIN in Nominal Direction
x38 - x32 7
Track Identification number encountered
while traversing in Nominal direc-
tion(Incremental direction of absolute
location)
Value ranges from 0 to 127
TIN in Reverse Direction
x45 - x39 7
Track Identification number encountered
while traversing in Reverse direc-
tion(Decremental direction of absolute
location)
Value ranges from 0 to 127
Station Code x55-x46 10
For Future Use
Unique ID of the Station
Value ranges from
1 to 1023
Applicable Direction (0=Nominal,
1=Reverse) x56 1
Denotes the applicable direction of the
Signal
‘0’ if Nominal
‘1’ if Reverse
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Field
Signal Foot Tag Description
Bit posi-
tions
No. of
bits
Signal ID in Applicable Direction
Y2-y0 &
x63-x57
10
y3-y2-y1-y0-x63-x62 = 001000 :
only in RFID Tag, not in Radio Packet.
Loco TCAS should apply Brake when it
crosees signal with Zero ID (dead stop
locations - such as end of berthing tracks
with Shunt Signals) in Normal Mode.
y3-y2-y1-y0-x63-x62 = 001001 :
only in RFID Tag, not in Radio Packet.
Loco TCAS should apply Brake when it
crosees signal with this 'Yard Exit' type
(such as at BSLB) Other than in SR mode.
Apart from above, rest codes to be used in
future
Whether the signal has diverging
routes
Y3
(y3= 0 :
No,
y3=1
:Yes)
1
Future Use, Presently to be set ‘0’
ID of Approaching Signal ahead in
Applicable Direction
y13-y4
10
Future Use, Presently to be set ‘0’
Same as fields of CUR_SIG_INFO of
Stn-to-Loco Radio Packet for future work
Fill Zeros y47-y14 34 Zero padding to be done
CRC y63-y48 16
Compute CRC(Cyclic Redundancy
Checksum) to check the data integrity
Total 128
A4.1.3 Signal Approach Tag
Field
Signal Approach Tag Description
Bit posi-
tions
No. of
bits
Type of Tag
(0010 : Signal Approach Tag) x3 - x0 4
This field denotes the type of Tag. The
decimal value is 2
Unique ID of RFID Tag Set x13 - x4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not
Applicable)
x31 - x14 18
Geographical location of the RFID Tag in
terms of decameters as per Railway met-
rics or Location referred in the Signal
Interlocking Plan of the respective sta-
tions.
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Field
Signal Approach Tag Description
Bit posi-
tions
No. of
bits
Value ranges from 0 to 262142
TIN in Nominal Direction x38 - x32 7
Track Identification number encountered
while traversing in Nominal direc-
tion(Incremental direction of absolute
location)
Value ranges from 0 to 127
TIN in Reverse Direction x45 - x39 7
Track Identification number encountered
while traversing in Reverse direc-
tion(Decremental direction of absolute
location)
Value ranges from 0 to 127
Stationary Unit ID x55-x46 10
For Future Use
Unique ID of the Station
Value ranges from
1 to 1023
Applicable Direction (0=Nominal,
1=Reverse) x56 1
Denotes the applicable direction of the
Signal
‘0’ if Nominal
‘1’ if Reverse
ID of Approaching Signal ahead in
Applicable Direction
y2-y0 &
x63-x57
10
Future Use,
(Same as fields of CUR_SIG_INFO of
Stn-to-Loco Radio Packet for future work)
Distance to Signal on Approach in
Decameters y9-y3 7
Denotes the distance to the approaching
signal in terms of decameters
Value ranges from 0 to 127
Fill Zeros y47-y10 38 Zero padding to be done
CRC y63-y48 16 Compute CRC(Cyclic Redundancy
Checksum) to check the data integrity
Total 128
A4.1.4 TIN Discrimination Tag Field Train Discrimina-
tion Tag
Description
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Bit posi-
tions
No. of
bits
Type of Tag
(0011 : Turn out )
x3 - x0 4 This field denotes the type of Tag. The dec-
imal value is 3
Unique ID of RFID Tag Set x13 - x4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in Decameters
(11 1111 1111 1111 1111 : Not
Applicable)
x31 - x14 18 Geographical location of the RFID Tag in
terms of decameters as per Railway metrics
or Location referred in the Signal
Interlocking Plan of the respective stations.
Value ranges from 0 to 262142
TIN in Nominal Direction x38 - x32 7 Track Identification number encountered
while traversing in Nominal
direction(Incremental direction of absolute
location)
Value ranges from 0 to 127
TIN in Reverse Direction x45 - x39 7 Track Identification number encountered
while traversing in Reverse direc-
tion(Decremental direction of absolute loca-
tion)
Value ranges from 0 to 127
Station Code x55-x46 10 Unique ID of the Station
Value ranges from
1 to 1023
Dead end ahead in Nominal
Direction (0 = No, 1= Yes)
x56 1 Indicates whether a Dead end is encountered
while the Loco is traversing in the Nominal
direction.
‘0’ if there is No Dead end
‘1’ if there is a Dead end
Loco should apply brake immediately, when
it encounters x56 =1
Distance of deadend ahead in
Decameters in Nominal
Direction
y0 & x63
- x57
8 Denotes the distance to the Dead end
present in the Nominal direction in terms of
decameters
Value ranges from 0 to 255
Dead end ahead in Reverse
Direction (0 = No, 1= Yes)
y1 1 Indicates whether a Dead end is encountered
while the Loco is traversing in the Reverse
direction.
‘0’ if there is No Dead end
‘1’ if there is a Dead end
Loco should apply brake immediately, when
it encounters y1 =1
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Distance of deadend ahead in
Decameters in Reverse Direction
y9 – y2 8 Denotes the distance to the Dead end
present in the Reverse direction in terms of
decameters
Value ranges from 0 to 255
Fill Zeros y47-y10 38 Zero padding to be done
CRC y63-y48 16 Compute CRC(Cyclic Redundancy
Checksum) to check the data integrity
Total 128
A4.1.5 BANNER CAUTION INDICATOR (FOR FUTURE USE) Sl.NO Field Bit Posi-
tions
No. of
Bits
Description
1 Type of Tag
0110 : Staff working
X3 - X0 4 This field denotes the
type of Tag. The deci-
mal value is 6
2 Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID
Tag.
Value ranges from 1 to
1023
3 Operating Railway Code X19 - X14
6 Unique ID of Operating
Railway
4 Trackman (PWI) Code X35 – X20 16 Unique ID of Trackman
working on track.
5 Applicable Direction X36 1 0 = Nominal
1 = Reverse
6 Type of Caution X40 – X37 4 0000 : Red Banner
0001 : Caution Indicator
: Dead Stop Ahead
0010 : Caution Indicator
: 15 kmph ahead
0011 to 1111 : Spare
7 Speed and Distance bits to be in-
corporated
71
8 CRC Y63 - Y48 16 Compute CRC(Cyclic
Redundancy Checksum)
to check the data integri-
ty
9 Total 128
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A4.1.6 Staff Working Tag (FOR FUTURE USE) Sl.NO Field Bit Posi-
tions
No. of Bits Description
1 Type of Tag
0110 : Staff working
X3 - X0 4 This field denotes the type
of Tag. The decimal value
is 6
2 Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID
Tag.
Value ranges from 1 to
1023
3 Applicable Direction (0=Nominal,
1=Reverse)
X31 - X14
1 Direction in which the
Staff work is being car-
ried out
‘0’ if Nominal direction
‘1’ if Reverse direction
4 Gang ID X38 - X32 10 Unique ID of the working
Gang
5 Fill Zeros 87 Zero padding to be done
6 CRC Y63 - Y48 16 Compute CRC(Cyclic
Redundancy Checksum)
to check the data integrity
7 Total 128
A4.1.7 LC (Level Crossing) Gate Tag Sl.NO Field Bit Posi-
tions
No. of
Bits
Description
1 Type of Tag
0101 : LC Gate
X3 - X0 4 This field denotes the
type of Tag. The deci-
mal value is 5
2 Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID
Tag.
Value ranges from 1 to
1023
3 Absolute Location X31 - X14
18 Geographical location of
the RFID Tag in terms
of decameters as per
Railway metrics or Lo-
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cation referred in the
Signal Interlocking Plan
of the respective sta-
tions.
Value ranges from 0 to
262142
4 LC Gate Approach tag in direction
of applicability :
TCAS : 00
NON TCAS First : 01
Non TCAS Second : 10
Spare : 11
X33 – X32
2 Denotes the whether the
Tag is placed in TCAS
or Non TCAS territory.
If placed in Non TCAS
territory, parameters for
nominal direction only
to be used
5 LC Gate in Nominal Direction X34 1 Denotes whether LC
gate is located in Nomi-
nal direction
‘0’ if No
‘1’ if Yes
6 Gate ID X44 - X35 10 Unique ID of the LC
Gate as per Railway da-
ta.
Value ranges from 1 to
1023
7 LC Gate ID (alpha)
000 : None,
001: a,
010: b,
011: c,
100: d,
101: e,
110: Out of range (display xx on
DMI)
111: Spare
X47 – X45 3 Unique ID of the LC
Gate as per Railway da-
ta.
8 Gate
Type(0=manned,1=unmanned)
X48 1 Denotes the type of LC
gate
9 Distance to Gate X58 - X49 10 Denotes the distance
from this tag to the ap-
proaching LC gate in
terms of meters
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10 Auto whistling (0=No, 1= Yes) X59 1 Denotes whether Auto
whistling is required
11 Type of Auto-whistling :
Distance based Auto-whistling : 0
Time based Auto Whistling : 1
X60 1 Denotes type of Auto
whistling required
12 LC Gate in Reverse Direction X61 1 Denotes whether LC
gate is located in Re-
verse direction
‘0’ if No
‘1’ if Yes
13 Gate ID Y7 – X62 10 Unique ID of the LC
Gate as per Railway da-
ta.
Value ranges from 1 to
1023
14 LC Gate ID (alpha)
000 : None,
001: a,
010: b,
011: c,
100: d,
101: e,
110: Out of range (display xx on
DMI)
111: Spare
Y10 – Y8 3 Unique ID of the LC
Gate as per Railway da-
ta.
15 Gate
Type(0=manned,1=unmanned)
Y11 1 Denotes the type of LC
gate
16 Distance to Gate Y21 – Y12 10 Denotes the distance
from this tag to the ap-
proaching LC gate in
terms of meters
17 Auto whistling (0=No, 1= Yes) Y22 1 Denotes whether Auto
whistling is required
18 Type of Auto-whistling :
Distance based Auto-whistling : 0
Time based Auto Whistling : 1
Y23 1 Denotes type of Auto
whistling required
19 Fill Zeros Y47 – Y24 24 Zero padding to be done
174462/2020/O/o ED/Tele-II/RDSO927
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20 CRC Y63 - Y48 16 Compute CRC(Cyclic
Redundancy Checksum)
to check the data integri-
ty
21 Total 128
Note : It is clarified that LC Gate ID (alpha) field is suffix to the Gate Name and NOT the
LC Gate Class. Every LC Gate has some 'Class' but alpha suffix to LC Gates is normally
not there, which means in most of the cases, this field would be "000". Such Gate naming
is sometimes done say when a new LC Gate is introduced subsequently by Railway and
Railway does not intend to alter the Gate Name sequence. In such case the new gate are
distinguished by adding suffix by Railway. For example existing series is LC Gate 119,
120, 121, 122,123..... On introduction of two new LC Gates, it might become 119, 120,
121, 121a, 121b, 122, 123 ......... where LC Gates 121a and 121 b were introduced later
on.
A4.1.8 Adjustment Tag Sl.NO Field Bit Posi-
tions
No. of
Bits
Description
1 Type of Tag
0111 : Adjustment Tag
X3 – X0 4 This field denotes the type of
Tag. The decimal value is 7
2 Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
3 Absolute Location in Decameters
(11 1111 1111 1111 1111 : Not
Applicable)
X31 - X14
18 Geographical location of the
RFID Tag in terms of decame-
ters as per Railway metrics or
Location referred in the Signal
Interlocking Plan of the respec-
tive stations.
Value ranges from 0 to 262142
Note: Value is 0 if used as
Junction Type of tag
4 TIN in Nominal Direction X38 - X32 7 Track Identification number
encountered while traversing in
Nominal direction(Incremental
direction of absolute location)
Value ranges from 0 to 127
5 TIN in Reverse Direction X45 - X39 7 Track Identification number
encountered while traversing in
Reverse direction (Decremental
direction of absolute location)
Value ranges from 0 to 127
6 Whether Transmission from Loco-
to-Stationary is necessary in Nomi-
nal Direction (Access Slot)
X46 1 Denotes whether Loco should
communicate with the Station-
ary Unit when traversing in
Nominal direction
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‘1’ if communication is re-
quired
‘0’ if communication is not
required
7 Whether Transmission from Loco-
to-Stationary is necessary in Re-
verse Direction (Access Slot)
X47 1 Denotes whether Loco should
communicate with the Station-
ary Unit when traversing in
Reverse direction
‘1’ if communication is re-
quired
‘0’ if communication is not
required
8 Station / Block ahead Information
in Nominal Direction - Side Colli-
sion (0=Block, 1= Station)
X48 1 Indicates whether the territory
encountered by the Loco when
traversing in Nominal direction
falls in Station vicinity or
Block section.
‘1’ if Station vicinity
‘0’ if Block section
9 Station / Block ahead Information
in Reverse Direction - Side Colli-
sion (0=Block, 1= Station)
X49 1 Indicates whether the territory
encountered by the Loco when
traversing in Reverse direction
falls in Station vicinity or
Block section.
‘1’ if Station vicinity
‘0’ if Block section
10 ABT (Automatic Brake Test)/
MBT(Manual Brake Test) allowed
in Nominal direction
X50 1 Indicates whether Loco should
carry out Automatic or Manual
Brake test when traversing in
Nominal direction
‘1’ if test is required
‘0’ if test is not required
11 ABT / MBT allowed in Reverse
direction
X51 1 Indicates whether Loco should
carry out Automatic or Manual
Brake test when traversing in
Reverse direction
‘1’ if test is required
‘0’ if test is not required
12 Distance in Decameters from this
Tag to next Normal Tag in Nominal
Direction
X59 - X52 8 Denotes the distance from this
tag to the next Normal
/Adjustment Tag in Nominal
direction in terms of decame-
ters
Value ranges from 1 to 255
13 Distance in Decameters from this
Tag to next Normal Tag in Reverse
Direction
Y3 – Y0&
X63 - X60
8 Denotes the distance from this
tag to the next Normal Tag in
Reverse direction in terms of
decameters
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Value ranges from 1 to 255
14 Speed beyond Next Tag in Nominal
direction
Y8 - Y4 5 The maximum speed up to
which the Loco can traverse
after the Next Nor-
mal/Adjustment Tag in Nomi-
nal direction.
Value to be programmed in
steps of 5kmph up to 100
Kmph and in steps of 10 kmph
there after.
00000 = 5 kmph
00001 = 10 kmph
|
|
|
|
10100 = 100 kmph
10101 = 110 kmph
|
|
11010 = 160 kmph
Note: Permanent speed re-
striction value for the relevant
Station section or Block section
to be considered while pro-
gramming these values.
15 Speed beyond Next Tag in Reverse
direction
Y13 - Y9 5 The maximum speed up to
which the Loco can traverse
after the Next Nor-
mal/Adjustment Tag in Reverse
direction.
Value to be programmed in
steps of 5 kmph up to 100
kmph and in steps of 10 kmph
there after.
00000 = 5 kmph
00001 = 10 kmph
|
|
|
|
10100 = 100 kmph
10101 = 110 kmph
|
|
11010 = 160 kmph
Note: Permanent speed re-
striction value for the relevant
Station section or Block section
174462/2020/O/o ED/Tele-II/RDSO930
Printed :
Prepared By: JRE/S&T
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to be considered while pro-
gramming these values.
16 Distance in Decameters from next
Normal Tag to Next-to-next Normal
Tag in Nominal Direction
Y21 - Y14 8 Denotes the distance from the
next Normal/Adjustment tag to
its next Normal/Adjustment
Tag in Nominal direction in
terms of decameters
Value ranges from 1 to 255
17 Distance in Decameters from next
Normal Tag to Next-to-next Nomal
Tag in Reverse Direction
Y29 - Y22 8 Denotes the distance from the
next Normal/Adjustment tag to
its next Norma/Adjustmentl
Tag in Reverse direction in
terms of decameters
Value ranges from 1 to 255
18 Speed beyond Next-to-next Tag in
Nominal direction
Y34 - Y30 5 The maximum speed up to
which the Loco can traverse
after the next to next Normal
/AdhjustmentTag in Nominal
direction.
Value to be programmed in
steps of 5kmph up to 100
Kmph and in steps of 10 kmph
there after.
00000 = 5 kmph
00001 = 10 kmph
|
|
|
|
10100 = 100 kmph
10101 = 110 kmph
|
|
11010 = 160 kmph
Note: Permanent speed re-
striction value for the relevant
Station section or Block section
to be considered while pro-
gramming these values.
19 Speed beyond Next-to-next Tag in
Reverse direction
Y39 - Y35 5 The maximum speed up to
which the Loco can traverse
after the next to next Nor-
mal/Adjustment Tag in Reverse
direction.
Value to be programmed in
steps of 5kmph up to 100
Kmph and in steps of 10 kmph
174462/2020/O/o ED/Tele-II/RDSO931
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Prepared By: JRE/S&T
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there after.
00000 = 5 kmph
00001 = 10 kmph
|
|
|
|
10100 = 100 kmph
10101 = 110 kmph
|
|
11010 = 160 kmph
Note: Permanent speed re-
striction value for the relevant
Station section or Block section
to be considered while pro-
gramming these values.
20 Fill Zeros 8 Zero padding to be done
21 CRC Y63 - Y48 16 Compute CRC(Cyclic Redun-
dancy Checksum) to check the
data integrity
22 Total 128
Note: For Junction Tags, all fields must be programmed zeros, except type of tag, Unique ID and
CRC fields. Please see enclosed document reg Absolute Location adjustment in RFID Tags
A4.1.9 TCAS Exit Tag Sl.NO Field Bit Posi-
tions
No. of Bits Description
1 Type of Tag
1000 : TCAS Exit
X3 - X0 4 This field denotes the type
of Tag. The decimal value
is 8
2 Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID
Tag.
Value ranges from 1 to
1023
3 Absolute Location X31 - X14 18 Geographical location of
the RFID Tag in terms of
decameters as per Railway
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metrics or Location re-
ferred in the Signal Inter-
locking Plan of the respec-
tive stations.
Value ranges from 0 to
262142
4 Applicable Direction (0=Nominal,
1=Reverse)
X32 1 Denotes the direction of
exit of the TCAS territory
‘0’ if Nominal
‘1’ if Reverse
5 Fill Zeros 79 Zero padding to be done
6 CRC Y63 - Y48 16 Compute CRC(Cyclic
Redundancy Checksum) to
check the data integrity
7 Total 128
174462/2020/O/o ED/Tele-II/RDSO933
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Prepared By: JRE/S&T
Checked By: ADE/Signal - 5 Issued By: ED/Tele-II Page 215 of 375
A4.2 Version 2 Tag Structure:
A4.2.1 Normal Tag
Field BIT POSI-
TIONS
No of
bits
Description
Type of Tag
(1001: Normal Tag
V2.0)
X3 - X0 4 This field denotes
the type of Tag. The
decimal value is 9
Unique ID of RFID Tag
Set
X13 - X4 10 Unique ID of the
RFID Tag.
Value ranges from 1
to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
X36 - X14 23 Geographical loca-
tion of the RFID
Tag in terms of me-
ters as per
Railway metrics or
Location referred in
the Signal Interlock-
ing Plan of the re-
spective stations.
Value ranges from 0
to 83,88,608
Changed to meter
resolution
TIN in Nominal Direc-
tion
X43 – X37 7 Track Identification
number encountered
while traversing in
Nominal direc-
tion(Incremental di-
rection of absolute
location)
Value ranges from 0
to 127
TIN in Reverse Direc-
tion
X50 – X44 7 Track Identification
number encountered
while traversing in
Reverse
direction (Decre-
mental direction of
absolute location)
Value ranges from 0
to 127
Auto section valid X51 1 This field denotes if
the current section is
in auto-section or
not
'1’ indicates section
is auto-section
'0’ indicates section
is absolute-section
New addition
174462/2020/O/o ED/Tele-II/RDSO934
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A4.2.1 Normal Tag
Field BIT POSI-
TIONS
No of
bits
Description
Whether Trans from
Loco-to-Stationary is
necessary in
Nominal Dir (Access
Slot)
Y3 1 Denotes whether
Loco should com-
municate with the
Stationary Unit
when traversing in
Nominal direction
'1' if communication
is required
'0' if communication
is not required
Whether Trans from
Loco-to-Stationary is
necessary in
Reverse Dir (Access
Slot)
Y4 1 Denotes whether
Loco should com-
municate with the
Stationary Unit
when traversing in
Reverse direction
'1' if communication
is required
'0' if communication
is not required
Station / Block ahead
info in Nominal direc-
tion - Side
Collision (0=Block, 1=
Station)
Y5 1 Indicates whether
the territory encoun-
tered by the Loco
when traversing
in Nominal direction
falls in Station vicin-
ity or Block section.
'1' if Station vicinity
'0' if Block section
Station / Block ahead
info in Reverse direc-
tion - Side
Collision (0=Block, 1=
Station)
Y6 1 Indicates whether
the territory encoun-
tered by the Loco
when traversing
in Reverse direction
falls in Station vicin-
ity or Block section.
„1‟ if Station vicini-
ty
„0‟ if Block section
Distance in decameters
from this tag to next
Normal Tag
in Nominal Direction
Y13-Y7 7 Denotes the distance
from this Normal tag
to the next Normal
Tag in
Nominal direction in
terms of decameters
Value ranges from 0
to 127
Note: 0 to be pro-
grammed only when
the Normal tag is
placed in the
Isolated Siding or if
it is the Last Normal
Changed to 7 bits
from 8 bits
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A4.2.1 Normal Tag
Field BIT POSI-
TIONS
No of
bits
Description
tag in the territory
Distance in Decameters
from this tag to next
Normal Tag
in Reverse Direction
Y20-Y14 7 Denotes the distance
from this Normal tag
to the next Normal
Tag in
Reverse direction in
terms of decameters
Value ranges from 0
to 127
Note: 0 to be pro-
grammed only when
the Normal tag is
placed in the
Isolated Siding or if
it is the Last Normal
tag in the territory
Changed to 7 bits
from 8 bits
Distance in Decameters
from next Normal Tag
to Next-to-
next Normal Tag in
Nominal Direction
Y27-Y21 7 Denotes the distance
from the next Nor-
mal tag to its next
Normal Tag in
Nominal direction in
terms of decameters
Value ranges from 0
to 127
Note: 0 to be pro-
grammed only when
the Normal tag is
placed in the
Isolated Siding or if
it is the Last Normal
tag in the territory
Changed to 7 bits
from 8 bits
Distance in Decameters
from next Normal Tag
to Next-to-
next Nomal Tag in Re-
verse Direction
Y34-Y28 7 Denotes the distance
from the next Nor-
mal tag to its next
Normal Tag in
Reverse direction in
terms of decameters
Value ranges from 0
to 127
Note: 0 to be pro-
grammed only when
the Normal tag is
placed in the
Isolated Siding or if
it is the Last Normal
tag in the territory
Changed to 7 bits
from 8 bits
174462/2020/O/o ED/Tele-II/RDSO936
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Prepared By: JRE/S&T
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A4.2.1 Normal Tag
Field BIT POSI-
TIONS
No of
bits
Description
Fill Zeros Y47-Y46 12 Zero padding to be
done
CRC Y63-Y32 32 Compute
CRC(Cyclic Redun-
dancy Checksum) to
check the data integ-
rity. 32 Bit CCITT
CRC
CRC changed to
32bit
Total 128
174462/2020/O/o ED/Tele-II/RDSO937
Printed :
Prepared By: JRE/S&T
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A4.2.2 Signal Foot Tag
Field BIT PO-
SITIONS
No
of
bits
Description
Type of Tag (1010 :
Signal Foot Tag V2.0)
X3 - X0 4 This field denotes the type of Tag.
The decimal value is 10
Unique ID of RFID Tag
Set
X13 - X4 10 Unique ID of the RFID Tag. Val-
ue ranges from 1 to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
X36 - X14 23 Geographical location of the
RFID Tag in terms of meters as
per
Railway metrics or Location re-
ferred in the Signal Interlocking
Plan of the respective stations.
Value ranges from 0 to 83,88,608
Changed to
meter reso-
lution
TIN in Nominal Direc-
tion
X43 –
X37
7 Track Identification number en-
countered while traversing in
Nominal direction(Incremental
direction of absolute location)
Value ranges from 0 to 127
TIN in Reverse Direc-
tion
X50 –
X44
7 Track Identification number en-
countered while traversing in Re-
verse
direction (Decremental direction
of absolute location)
Value ranges from 0 to 127
Auto section valid X51 1 This field denotes if the current
section is in auto-section or not
'1’ indicates section is auto-
section
'0’ indicates section is absolute-
section
New addi-
tion
Whether Station ID is
valid in Nominal Direc-
tion
X52 1 Indicates whether Station ID is
valid when movement is in Nom-
inal Direction or not
'1’ Station ID is valid in Nominal
Direction
'0’ Station ID in not applicable in
Nominal Direction
New addi-
tion
Whether Station ID is
valid in Reverse Direc-
tion
X53 1 Indicates whether Station ID is
valid when movement is in Re-
verse Direction or not
'1’ Station ID is valid in Reverse
Direction
'0’ Station ID in not applicable in
Reverse Direction
New addi-
tion
Station ID Y5-Y0 &
X63-X54
16 Station ID corresponding to Tag
placement,
Note: 0 to be programmed if Tag
is not mapped to any station
New addi-
tion
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A4.2.2 Signal Foot Tag
Field BIT PO-
SITIONS
No
of
bits
Description
Applicable Direction Y6 1 Denotes the applicable direction
of the Signal
'1' if Reverse
'0' if Normal
Dead End Type Y9-Y7 3 000 – No Dead End
001 – Dead Stop Ahead
010 – Yard Exit
011-111 Reserved
New addi-
tion
Dead End Applicable
Direction
Y10 1 Denotes the applicable direction
of the Dead End
'1' if Reverse
'0' if Normal
New addi-
tion
Distance to Dead End Y21-Y11 11 Denotes the distance to the Dead
end present in the applicable di-
rection in terms of meters
Value ranges from 0 to 2047
New addi-
tion
Fill Zeros Y31-Y22 10 Zero padding to be done
CRC Y63-Y32 32 Compute CRC(Cyclic Redundan-
cy Checksum) to check the data
integrity. 32 Bit CCITT CRC
CRC
changed to
32bit
Total 128
174462/2020/O/o ED/Tele-II/RDSO939
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A4.2.3 Signal Approach Tag
Field Bit Posi-
tions
No
of
bits
Description
Type of Tag (1011 : Signal
Approach Tag V2.0)
x3 - x0 4 This field denotes the type of
Tag. The decimal value is 11
Unique ID of RFID Tag
Set
x13 - x4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Applica-
ble)
(1111111 11111111
11111111 : Not Applica-
ble)
(1111111 11111111
11111111 : Not Applica-
ble)
x36 - x14 23 Geographical location of the
RFID Tag in terms of meters as
per
Railway metrics or Location re-
ferred in the Signal Interlocking
Plan of the respective stations.
Value ranges from 0 to
83,88,608
Changed to
meter reso-
lution
TIN in Nominal Direction x43 – x37 7 Track Identification number en-
countered while traversing in
Nominal direction(Incremental
direction of absolute location)
Value ranges from 0 to 127
TIN in Reverse Direction x50 – x44 7 Track Identification number en-
countered while traversing in
Reverse
direction (Decremental direction
of absolute location)
Value ranges from 0 to 127
Auto section valid X51 1 This field denotes if the current
section is in auto-section or not
'1’ indicates section is auto-
section
'0’ indicates section is absolute-
section
New addi-
tion
Whether Station ID is val-
id in Nominal Direction
X52 1 Indicates whether Station ID is
valid when movement is in
Nominal Direction or not
'1’ Station ID is valid in Nominal
Direction
'0’ Station ID in not applicable in
Nominal Direction
New addi-
tion
Whether Station ID is val-
id in Reverse Direction
X53 1 Indicates whether Station ID is
valid when movement is in Re-
verse Direction or not
'1’ Station ID is valid in Reverse
Direction
'0’ Station ID in not applicable in
Reverse Direction
New addi-
tion
Station ID Y5-Y0 &
X63-X54
16 Station ID corresponding to Tag
placement,
Note: 0 to be programmed if Tag
is not mapped to any station
New addi-
tion
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A4.2.3 Signal Approach Tag
Field Bit Posi-
tions
No
of
bits
Description
Applicable Direction
(0=Nominal, 1=Reverse)
Y6 1 Denotes the applicable direction
of the Signal
'1' if Reverse
'0' if Normal
Distance to approach sig-
nal
Y16-Y7 10 Denotes the distance to the ap-
proaching signal in terms of me-
ters
Value ranges from 1 to 1023
0 – Distance to signal not valid
Changed to
meter reso-
lution
Bits in-
crease to 10
Fill Zeros y31-y17 15 Zero padding to be done
CRC y63-y32 32 Compute CRC(Cyclic Redun-
dancy Checksum) to check the
data integrity. 32 Bit CCITT
CRC
CRC
changed to
32bit
Total 128
174462/2020/O/o ED/Tele-II/RDSO941
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Prepared By: JRE/S&T
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A4.2.4 TIN Discrimination Tag
Field BIT PO-
SITIONS
No
of
bits
Description
Type of Tag (1100 : Tin Dis-
crimination Tag V2.0)
X3 - X0 4 This field denotes the type of Tag.
The decimal value is 12
Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID Tag.Value
ranges from 1 to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Applicable)
(1111111 11111111
11111111 : Not Applicable)
(1111111 11111111
11111111 : Not Applicable)
X36 - X14 23 Geographical location of the RFID
Tag in terms of meters as per
Railway metrics or Location re-
ferred in the Signal Interlocking
Plan of the respective stations.
Value ranges from 0 to 83,88,608
Chang
ed to
meter
resolu-
tion
TIN in Nominal Direction X43 –
X37
7 Track Identification number en-
countered while traversing in
Nominal direction(Incremental di-
rection of absolute location)
Value ranges from 0 to 127
TIN in Reverse Direction X50 –
X44
7 Track Identification number en-
countered while traversing in Re-
verse
direction (Decremental direction
of absolute location)
Value ranges from 0 to 127
Auto section valid X51 1 This field denotes if the current
section is in auto-section or not
'1’ indicates section is auto-section
'0’ indicates section is absolute-
section
New
addi-
tion
Whether Station ID is valid
in Nominal Direction
X52 1 Indicates whether Station ID is
valid when movement is in Nomi-
nal Direction or not
'1’ Station ID is valid in Nominal
Direction
'0’ Station ID in not applicable in
Nominal Direction
New
addi-
tion
Whether Station ID is valid
in Reverse Direction
X53 1 Indicates whether Station ID is
valid when movement is in Re-
verse Direction or not
'1’ Station ID is valid in Reverse
Direction
'0’ Station ID in not applicable in
Reverse Direction
New
addi-
tion
Station ID Y5-Y0 &
X63-X54
16 Station ID corresponding to Tag
placement,
Note: 0 to be programmed if Tag
is not mapped to any station
New
adon
Fill Zeros Y31-Y6 26 Zero padding to be done Re-
moved
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A4.2.4 TIN Discrimination Tag
Field BIT PO-
SITIONS
No
of
bits
Description
CRC Y63-Y32 32 Compute CRC(Cyclic Redundan-
cy Checksum) to check the data
integrity. 32 Bit CCITT CRC
CRC
Total
128
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A4.2.5 LC Tag
Field BIT PO-
SI-
TIONS
No
of
bits
Description
Type of Tag (1101 : LC
Tag V2.0)
X3 - X0 4 This field denotes the type of
Tag. The decimal value is 13
Unique ID of RFID Tag
Set
X13 -
X4
10 Unique ID of the RFID Tag. Val-
ue ranges from 1 to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Applica-
ble)
(1111111 11111111
11111111 : Not Applica-
ble)
(1111111 11111111
11111111 : Not Applica-
ble)
X36 -
X14
23 Geographical location of the
RFID Tag in terms of meters as
per
Railway metrics or Location re-
ferred in the Signal Interlocking
Plan of the respective stations.
Value ranges from 0 to 83,88,608
Changed to
meter reso-
lution
TIN in Nominal Direction X43 –
X37
7 Track Identification number en-
countered while traversing in
Nominal direction(Incremental
direction of absolute location)
Value ranges from 0 to 127
TIN in Reverse Direction X50 –
X44
7 Track Identification number en-
countered while traversing in Re-
verse
direction (Decremental direction
of absolute location)
Value ranges from 0 to 127
Auto section valid X51 1 This field denotes if the current
section is in auto-section or not
'1’ indicates section is auto-
section
'0’ indicates section is absolute-
section
New addi-
tion
LC Gate Approach tag in
direction of applicability :
TCAS : 00
NON TCAS First : 01
Non TCAS Second : 10
Spare : 11
X53-
X52
2 Denotes the whether the Tag is
placed in TCAS or Non TCAS
territory. If placed in Non TCAS
territory, parameters for nominal
direction only to be used
Applicable Direction
(0=Nominal, 1=Reverse)
X54 1 Denotes the applicable direction
of the LC gate
'1' if Reverse
'0' if Normal
Gate ID Y0 &
X63-
X55
10 Unique ID of the LC Gate as per
Railway data.
Value ranges from 1 to 1023
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A4.2.5 LC Tag
Field BIT PO-
SI-
TIONS
No
of
bits
Description
LC Gate ID (alpha)
000 : None,
001: a,
010: b,
011: c,
100: d,
101: e,
110: Out of range (display
xx on DMI)
111: Spare
Y3-Y1 3 Unique ID of the LC Gate as per
Railway data.
Value ranges from 1 to 1023
Gate
Type(0=manned,1=unman
ned)
Y4 1 Denotes the type of LC gate
Distance to Gate Y14-Y5 10 Denotes the distance from this tag
to the approaching LC gate in
terms of meters
Auto whistling (0=No, 1=
Yes)
Y15 1 Denotes whether Auto whistling
is required
Type of Auto-whistling :
Distance based Auto-
whistling : 0
Time based Auto Whis-
tling : 1
Y16 1 Denotes type of Auto whistling
required
Fill Zeros Y31-
Y17
15 Zero padding to be done
CRC Y63-
Y32
32 Compute CRC(Cyclic Redundan-
cy Checksum) to check the data
integrity. 32 Bit CCITT CRC
CRC
changed to
32bit
Total 128
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A4.2.6 Adjacent Line Information Tag
Field BIT POSI-
TIONS
No of
bits
Description
Type of Tag
(1110: Adjacent Line
Tag
)
X3 - X0 4 This field denotes
the type of Tag. The
decimal value is 14
Adjacent Line Tag
New addition
Unique ID of RFID
Tag Set
X13 - X4 10 Unique ID of the
RFID Tag.
Value ranges from 1
to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
(1111111 11111111
11111111 : Not Appli-
cable)
X36 - X14 23 Geographical loca-
tion of the RFID
Tag in terms of me-
ters as per
Railway metrics or
Location referred in
the Signal Interlock-
ing Plan of the re-
spective stations.
Value ranges from 0
to 83,88,608
Changed to meter
resolution
TIN in Nominal Direc-
tion
X43 – X37 7 Track Identification
number encountered
while traversing in
Nominal direc-
tion(Incremental di-
rection of absolute
location)
Value ranges from 0
to 127
TIN in Reverse Direc-
tion
X50 – X44 7 Track Identification
number encountered
while traversing in
Reverse
direction (Decre-
mental direction of
absolute location)
Value ranges from 0
to 127
Auto section valid X51 1 This field denotes if
the current section
is in auto-section or
not
'1’ indicates section
is auto-section
'0’ indicates section
is absolute-section
New addition
TIN-1 X58-X52 7 TIN number of ad-
jacent lines Value
range (1-127), 0=No
TIN
New addition
TIN-2 Y1-Y0 & X63-
X59
7 TIN number of ad-
jacent lines Value
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A4.2.6 Adjacent Line Information Tag
Field BIT POSI-
TIONS
No of
bits
Description
range (1-127), 0=No
TIN
TIN-3 Y8-Y2 7 TIN number of ad-
jacent lines Value
range (1-127), 0=No
TIN
TIN-4 Y15-Y9 7 TIN number of ad-
jacent lines Value
range (1-127), 0=No
TIN
TIN-5 Y22-Y16 7 TIN number of ad-
jacent lines Value
range (1-127), 0=No
TIN
TIN-6 Y29-Y23 7 TIN number of ad-
jacent lines Value
range (1-127), 0=No
TIN
Fill Zeros Y31-Y30 2 Zero padding to be
done
CRC Y63-Y32 32 Compute
CRC(Cyclic Re-
dundancy Check-
sum) to check the
data integrity. 32
Bit CCITT CRC
CRC changed to
32bit
Total 128
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A4.2.7 Exit Tag
Field BIT PO-
SITIONS
No
of
bits
Description
Type of Tag (1111 : Exit
Tag V2.0)
X3 - X0 4 This field denotes the type of
Tag. The decimal value is 15
Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID Tag.
Value ranges from 1 to 1023
Absolute Loc in meters
(1111111 11111111
11111111 : Not Applicable)
(1111111 11111111
11111111 : Not Applicable)
(1111111 11111111
11111111 : Not Applicable)
X36 -
X14
23 Geographical location of the
RFID Tag in terms of meters as
per
Railway metrics or Location re-
ferred in the Signal Interlocking
Plan of the respective stations.
Value ranges from 0 to
83,88,608
Changed to
meter reso-
lution
TIN in Nominal Direction X43 –
X37
7 Track Identification number en-
countered while traversing in
Nominal direction(Incremental
direction of absolute location)
Value ranges from 0 to 127
TIN in Reverse Direction X50 –
X44
7 Track Identification number en-
countered while traversing in
Reverse
direction (Decremental direction
of absolute location)
Value ranges from 0 to 127
Auto section valid X51 1 This field denotes if the current
section is in auto-section or not
'1’ indicates section is auto-
section
'0’ indicates section is absolute-
section
New addi-
tion
Whether Station ID is valid
in Nominal Direction
X52 1 Indicates whether Station ID is
valid when movement is in
Nominal Direction or not
'1’ Station ID is valid in Nomi-
nal Direction
'0’ Station ID in not applicable
in Nominal Direction
New addi-
tion
Whether Station ID is valid
in Reverse Direction
X53 1 Indicates whether Station ID is
valid when movement is in Re-
verse Direction or not
'1’ Station ID is valid in Reverse
Direction
'0’ Station ID in not applicable
in Reverse Direction
New addi-
tion
Station ID Y5-Y0 &
X63-X54
16 Station ID corresponding to Tag
placement,
Note: 0 to be programmed if
Tag is not mapped to any station
New addi-
tion
Exit Applicable Direction
(0=Nominal, 1=Reverse)
Y6 1 Denotes the applicable direction
of exit of the TCAS territory
'1' if Reverse
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A4.2.7 Exit Tag
Field BIT PO-
SITIONS
No
of
bits
Description
'0' if Normal
Fill Zeros y31-y7 25 Zero padding to be done
CRC Y63-Y32 32 Compute CRC(Cyclic Redun-
dancy Checksum) to check the
data integrity. 32 Bit CCITT
CRC
CRC
changed to
32bit
Total 128
Annexure – 5A
TCAS
UHF Radio Modem Requirements
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A5A.1 Introduction This document describes the UHF Radio modem requirements to be used for the
purpose of TCAS System.
A5A.2 Radio Modem Requirements
Radio Unit shall be as per following specifications:
a) Shall be FCC or IC or CE certified
b) Shall possess RTS/CTS and/or DOX modes
c) Shall be capable of RF Data Transfer in “Bitwise” / streaming Mode
d) RF frequency range: 406-470MHz
e) RF Channel Bandwidth : 25kHz
f) Modes of operation Full Duplex
g) Modulation : 2FSK at 19200 bps with linear 8th
order low pass filter (raised –
cosine alpha.1 approximation).
h) Deviation : 4.3 kHz +/- 0.1kHz. Occupied Bandwidth :16.35 kHz +/- 0.15
kHz
i) Operating frequencies : Ranging from 406 MHz to 470 MHz
a. Transmission by Station / Interlocked LC Gate / IBS : fs1, fs2, ….
b. Regular Transmission by Loco : fm1, fm2, ….
c. Additional Transmission by Loco dedicatedly for emergency : f0
d. It shall be possible to set other frequencies in the range specified above, if so
required at later stage.
j) Emission : according to 16K0F2D
k) Transmitter freq. stability : 1 ppm
l) Transmitter Turn-on time (Tx. Freq. stable)/ Channel Switching time: not
more than 15msec
m) Carrier Output Power: 1-10 w adjustable through software.
n) Receiver Adjacent Channel Rejection 70dB at 25kHz
o) Receiver Sensitivity: 35 micro-volts for 12 dB SINAD /
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p) 1 x 10 -6
BER at -100 dBm Level for 19.2kbps and 25kHz Bandwidth
q) Interfaces: RS232
r) RF Impedance : 50 ohm
s) Power Supply : 10V-30V DC
t) Set-up and Diagnostic features to be available through separate port RS232
and real time non-intrusive online diagnostics.
A5A.3 Functional Requirements
A5A.3.1 Modulation
A5A.3.1.1 The modulation used shall be 2FSK with 19,200 baud rate with linear 8th
order low pass filter (raised cosine alpha 1 approximation).
A5A.3.1.2 Occupied bandwidth shall be 16.35kHz +/- 0.15kHz
A5A.3.1.3 The nominal deviation shall be 4.3kHz +/- 0.1kHz.
A5A.3.2 Transmission
A5A.3.2.1 During bit stream over the air transmission, LSB shall be transmitted
first.
A5A.3.2.2 Transmission shall start within 3ms +/- 1ms after data terminal equip-
ment causes the signal on RTS line to be high.
A5A.3.2.3 RTS shall be raised before commencement of preamble transmission.
A5A.3.2.4 Radio modem shall transmit based on the DTR, RTS and RI signals ac-
cording to the table shown below:
DTS RTS Ring Indicator Status Radio Modem
Low * Low Won’t transmit
High Low Low Receiving or buffering Tx data
High ↑ ↑ Transmit all buffered data and in-
coming data
High High High
Send all data in Tx buffer and con-
tinue transmitting even when Tx
buffer is empty
High ↓ ↓ Continue transmitting remaining da-
ta in Tx buffer, then unkey
↓ High ↓ Abort transmission, discard data in
Tx buffer and unkey immediately
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* : Don’t Care
↑ : Transition from low to high
↓ : Transition from high to low
A5A.3.3 Encoding
A5A.3.3.1 The radio modem shall commence transmission by prefixing preamble (12
bytes of 0x7E) to the data received from DTE.
A5A.3.3.2 The radio modem shall complete transmission by suffixing post amble (5
bytes of 0x7E) to the modified data.
A5A.3.3.3 The data to be sent shall be encoded as shown in following Pseudo code. En-
coder state shall be updated throughout the transmission.
Input _Bit = Input_bit XOR 1
Encoder State = Encoder State XOR Input_Bit
Output_Bit = Encoder State
Examples:
Case Consecutive
Flag Charac-
ters
Two bytes of
User Data (hav-
ing all ‘0’s)
Two bytes of User
Data having all ‘1’s
with ‘0’ stuffing
Input bit stream 0111111001111
110
0000000000000
000
11111011111011111
01
Output bit stream 0111111101111
1110
0101010101010
1010
00000011111100000
011
A5A.1.1.1 Radio modem shall insert additional ‘0’ after five consecutive ‘1’s of data during
transmission. For example,
0x7C - 01111100 is sent OTA as 011111000
0xF8 - 11111000 is sent OTA as 111110000
0x7E – 01111110 is sent OTA as 011111010
0xFE – 11111110 is sent OTA as 111110110
A5A.3.4 Scrambling
The encoded data shall be scrambled before stuffing of ‘0’ bit as shown in following
Pseudo code. Scrambler state shall be updated throughout the transmission.
Initialization
Scrambler_State= 0
When the bit is input:
Mask_Val = Scrambler_State AND 0x06
Feedback_Bit = 0
For (i = 0 to 6)
Feedback_Bit = Feedback_Bit XOR (Mask_Val AND 0x01)
Mask_Val = Mask_Val SHIFT RIGHT 1
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i = i + 1
Output_Bit = Feedback_bit XOR Input_Bit
Scrambler_State = Scrambler_State SHIFT RIGHT 1
Scrambler_State = Scrambler_State OR (Output_Bit SHIFT LEFT 6)
Scrambler_State = Scrambler_State AND 0x7F
A5A.3.5 Receiving
A5A.3.5.1 The received data shall contain application data as well as preamble and post
amble.
A5A.3.5.2 Reception of complete post amble (5 bytes of 0x7E) shall act as delimiter be-
tween two successive “Receive” bursts.
A5A.3.5.3 At the end of transfer of received data from radio modem to DTE, the radio
modem shall additionally append “0xA5 – 0xC9 – 0xA5 – 0xC9” after the
data.
A5A.3.5.4 After the data transfer to DTE, the EIA 232F function shall be switched to
high from low, shall remain high for 2 ms and shall be switched to low
again.
A5A.3.5.5 Refer the below timing diagram, for data transfer between TCAS sub-system
and radio modem.
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Annexure – 5B
TCAS
LTE Radio Modem Requirements
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A5B.1 Introduction
This document describes the LTE Radio modem requirements to be used for the purpose of
TCAS System.
A5B.2 Scope
Indian Railways requires a modem-router to interface between the TCAS system and
the LTE radio system. The modem-router shall have an on-board IP services related
to train operations (CCTV, TIMS, MCPTT). It shall also be upgradable through
software to the FRMCS gateway. It shall also have facility to provide Loco to Loco
and Front to Rear communication without the involvement of EPC.
A5B.3 Over the Air Requirements
i. LTE modems Dual SIM operation on one modem card will not provide sufficient
level of redundancy.
ii. QoS on Uplink : UL QCI obeys UL TFT using Network Initiated QoS as per
3GPP TS 24.008
iii. Operating system – Shall allow the use of a hypervisor to allows multiple
operating systems to share the hardware host.
iv. Voltage – 24vDC or 110 VDC.
v. Temperature Operating Range : -40C to +70C (+85C for 10 mins) as per EN
50155 TxCompliance Heat, Cold, Insulation, Shock and Vibration:
EN50155:2017 Railway Applications - Electronic equipment used on rolling
stock (EN50155: Heat, Cold, Insulation, Vibration and Shock) EN60068-2-1,
EN60068-2-2, EN60068-2-30
vi. Compliance EMC: EN50121-3-2:2017 Railway Applications - Electromagnetic
Compatibility - Part 3-2
vii. Compliance Shock and Vibration : EN 61373:2017 Railway Applications -
Rolling stock equipment – Shock and Vibration Tests. Category 1 ; Class B
viii. Compliance : Fire Protection - EN45545-2:2015 Railway Applications - Fire
Protection on Railway Vehicles - Part 2 Requirements for Fire Behaviour of
Materials and Components
ix. Compliance to Ingress Protection IEC 60529 IP54
x. Compliance to EN55032 Electromagnetic Compatibility of Multimedia
Equipment
xi. Support MVB, RS-422, RS-485
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xii. Support reception of GPS, GLONASS, QZSS, BeiDou
xiii. Support Software Defines LAN
xiv. Support SNMP v1/c2/v3
xv. Support EM7565 LTE module or equivalent
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Annexure – 6
TCAS
RFID Fixing Arrangement Guide-
lines
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A6.1 Introduction This document describes the RFID fixing arrangement guidelines to be ensured while
designing the RFID fixing arrangement for the purpose of TCAS System. This docu-
ment is based on Joint Procedure Order approved by Track, Track Machine and Signal
Directorates of RDSO ( STS/E/TCAS/Tender/Part-VIII dated 27.08.2015)
A6.2 RFID Fixing Arrangement guidelines
A6.2.1 Following guidelines shall be followed while fixing RFID tags:
A6.2.1.1 RFID tags shall be fixed at the center of PSC Sleepers and emit RF signal only
when corresponding type of RFID antenna is in vicinity (Normally underneath a
Locomotive). The normal spacing of RFID tags will be about 1 Km, which may
get reduced in vicinity of stations.
A6.2.1.2 No holes shall be drilled in the Sleepers and the arrangement of fixing must be
through clamps only. Due care shall be taken that damage/ puncturing to PSC
sleepers is not caused.
A6.2.1.3 The fixing arrangement shall be strong enough to withstand impact during nor-
mal ballast unloading.The RFID tag enclosure shall be good quality of FRP ma-
terial. The fitment clamp shall be made of Stainless Steel- 316 to avoid corro-
sion and environmental effect.
A6.2.1.4 The RFID tags shall be fixed at the center of PSC Sleeper. The topmost portion
of the Fixing Arrangement, when installed, should not be more than 75mm
above the top surface of PSC Sleeper at center. The installation would be done
in such a way that the width of the RFID Fixing Arrangement along the length
of PSC Sleeper does not exceed 380mm.
A6.2.1.5 All the RFID Tags shall be marked at the bottom with tag number and tag type.
The marking shall be as follows:
RFID Number
Type
A6.2.2 Absolute Location
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A6.2.3A6.2.2 While deciding the location for RFID installation following aspects shall
be kept in view: A6.2.3.1A6.2.2.1 RFID tags & fixtures shall be avoided in turnout portion in general. In
any case, these shall not be located in switch portion of turnout i.e. from Actual
Toe of Switch (ATS) to heel of switch.
A6.2.3.2A6.2.2.2 The installation of RFID tag & fixture should be avoided at locations
susceptible to ballast accumulation at the center of sleeper such as level crossing
etc. This aspect needs to be taken care at the time of survey itself.
A6.2.3.3A6.2.2.3 The performance of RFID tag may get degraded during RFID Fixture
getting submerged in water. Therefore, installation should be done considering
this fact.
A6.2.4A6.2.3 Following issues are clarified: A6.2.4.1A6.2.3.1 The RFID technologies being used in Track Recording Cars and Train
Collision Avoidance System (TCAS) are different and non-interfering to each
other.
A6.2.4.2A6.2.3.2 During working of Rail Grinding Machine (RGM), the temperature of
Rail at grinding location might go upto 3500 C whereas the RFID arrangement
on track is suitable up to 850 C. The RFID tags in Fixtures are installed at the
center of sleeper away from Rail. On the basis of an experiment conducted, no
short term functional deterioration in RFID was observed after normal function-
ing of RGM. RFID tags of same temperature endurance are provided for the
purpose of Track Monitoring through Track Recording Cars (TRC) also. As
such, there is no need to remove RFID tags during RGM working.
A6.2.4.3A6.2.3.3 In case of mobile flash butt welding of rails, the rail temperature may
increase to 800 ~ 9000 C and sometimes hot splinters may also hit the fixture
with pressure. So RFID tag installation should be planned well away from Rail
Joints. In case of subsequent need of welding on account of in-service failure/
defect removals of rail/welds in vicinity of RFID location (about 5 sleepers on
either side of RFID Tags), the removal of RFID will be necessary before under-
taking mobile flash butt welding. In such cases, Track Staff would inform Signal
Staff in advance so that Signal Staff can attend the site for removal & re-fixing
of RFID as required.
A6.2.4.4A6.2.3.4 The RFID tags and fixtures will not affect the machine maintenance of
track in anyway and their performance is not likely to get affected due to work-
ing of track tamping machines, DGS, ballast regulators, etc. The fixtures without
bottom bolt are not likely to affect the working of Ballast Cleaning Machine, as
cutter chain will not obstruct the same. So, their removal will not be required for
working of Ballast cleaning machine. However, initially the BCM work at loca-
tions having RFID tags shall be done under supervision of signal staff.
A6.2.4.5A6.2.3.5 In case of complete track renewal work requiring replacement of sleep-
ers on which RFID fixtures are installed, Signal staff shall be advised in advance
so that they can attend the site for removal & re-fixing.
A6.2.4.6A6.2.3.6 TCAS RFID tags do not control conventional Lineside Railway Signals
i.e. absence or damage or deterioration of RFID tags does not cause the Lineside
Railway Signals to exhibit aspects more restrictive than they otherwise do so in
accordance with signal interlocking. Absence or damage or deterioration of
RFID tags of TCAS RFID tags would, however, render non –availability of su-
pervision provided by TCAS. However, Loco Pilot can still run the train without
any route-specific speed restrictions by selecting “Staff Responsible” in which
the train is completely run under staff (Loco Pilot) responsibility. Therefore, in
order to avoid undue adverse effect on train operations, TCAS trains shall be run
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under “Staff Responsible” Mode until RFID tags & fixtures restoration is com-
pleted.
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Annexure – 7
TCAS
Network Management Monitoring Sys-
tem
Protocol
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A7.1 Introduction This document describes the protocol for Centralized Network Manage-
ment Monitoring System for the purpose of TCAS System.
A7.2 Interface details for Stationary TCAS to NMS & Stationary TCAS to
Stationary TCAS Communication on E1 Interface
A7.2.1 TCAS NMS Network shall be built on E1 interface which is provided by the
Indian Railways. This network shall be used for centralized monitoring of
TCAS equipped Trains and Stations within the network. Centralized
monitoring of a group of stations is achieved by collecting signal aspects,
track occupancy, loco absolute position etc., from each of the Stationary
TCAS unit within the network. Network monitoring is limited to its own
network. Stationary TCAS units shall communicate with NMS unit using
the predefined packets, as explained in Table 2 Stationary TCAS NMS
Packet Structure.
A7.2.2 Using E1 interface, each Stationary TCAS unit is connected to adjacent
stationary TCAS unit/Network Management System to form a network, as
shown in Figure 1. Using Ethernet protocol over this network, Stationary
TCAS units will exchange Stationary-Stationary communication packets
with adjacent Stationary TCAS units and NMS.
A7.2.3 Number of Stationary TCAS units in one E1 ring shall be limited to 5-7. The
IB huts shall be connected to the nearest Station in T network.
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A7.3 The NMS message structure from Stationary TCAS:
Field Description Field Width
(Bytes)
Value
SOF 2 0xAAAA
Control byte 1 0x52
Message Size 2 In Bytes from Frame number to Check-
sum (inclusive of both)
Frame Number offset
(G)
1 1,3,5---125,127
IST Time 3 DD/MM/YY (BCD format)
Active/Standby 1 '0' - Standby CPU Data
'1' - Active CPU Data
Station Radio Packet
Length
2+ Station Radio Packet size + 2 bytes
(Header size 0xA5, 0xC3)
SOF Tx byte 1 1 0xA5
SOF Tx byte 2 1 0xC3
Station Regular / Access Authority / Static Speed Profile / Additional Emergency Packet
(As per TCAS Radio Communication Protocol)
LOCO-INFO Length 2+ Loco Radio Packet size + 2 bytes (cur-
rent signal id + next signal id ) + 2
bytes (Header size 0xA5, 0xC3)
SOF Tx byte 1 1 0xA5
SOF Tx byte 2 1 0xC3
Loco Regular / Access Request Packet (As per TCAS Radio Communication Protocol)
Current signal ID 1 Current signal is the approaching signal
of Loco with respect to its current posi-
tion. Signal ID is the logical id as per
application data.
Next signal ID 1 Next Signal: Next signal to the ap-
proaching signal (Applicable only
when approaching signal is taken OFF).
Signal ID shall be logical ID of next
signal, if approaching signal is taken
OFF. Otherwise next signal ID shall be
filled with Zero or blank.
Total Event Relays
(E)
2 The total number of relays (in bytes)
for which information is transmitted in
this packet shall be specified.
Relay Status Image Round off (E/8)
Bytes
Each bit indicates status of each input.
( '0' – Drop, '1' – Pickup)
LSB of first byte indicates status of
first input.
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This data contains status of all Track
Identification Numbers (TIN) and Sta-
tion Inputs.
Status of all TINs (0 to 127) shall be
framed first while preparing the packet.
All TINs status shall be sent irrespec-
tive of TIN allocation in the Station.
First input of Stationary TCAS shall
start from 128th bit.
Relay status image shall be multiple of
8. Unconnected/Unallocated inputs
shall be filled with Zero.
Ex: If No.of Stationary TCAS inputs is
66, Relay Status image shall be 25
bytes ( 16 bytes TIN + 9 bytes Station-
ary TCAS inputs).
Message Check-sum 2 Sum of the all bytes excluding SOF
(0xAAAA) field.
Table 2: Stationary TCAS NMS Packet Structure
A7.3.1 Fields highlighted (marked with Gray color) are of dynamic in size.
A7.3.2 Loco to Station packet and Station to Loco packets are the RAW packets which are
received/transmitted from/to the radio unit except SOF fields (0xA5, 0xC3). SOF
fields shall not be included in Loco to Station Packet and Station to Loco packet.
A7.3.3 Loco to Station Packet SOF and Station to Loco packet SOF fields should be
repeated for all the packets.
A7.3.4 Example of Signal Allocation Table in Mantatti Station :
Signal ID as per SIP Signal Logical ID (to be decided
by the firm)
S1D 1
S1ID 2
S1 3
S3 4
S4 5
S6 6
S25 7
S26 8
S27 9
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S28 10
S30 11
S30ID 12
S30D 13
S1D of TDU (Next station Distant Signal in 14
UP Direction)
S1D(2) of NAW (Next station Distant Signal 15
in DN Direction)
A7.3.5 Example of Relay Address Allocation Table for Mantatti Station (MVH):
Relay Name Relay Address (to be decided
by the firm)
Track Identification Relays (TINs) 0 to 127
26_28TPR 128
25TPR 129
3_4TPR 130
6TPR 131
S25LCPR 132
S6LCPR 133
DLTPR 134
DMTPR 135
UMTPR 136
CLTPR 137
1ATPR 138
30ATPR 139
S1DHHECR 140
S1DDECR 141
S1DHECR 142
S1IDHHECR 143
S1IDDECR 144
S1IDHECR 145
S1DECR 146
S1UGR_CL 147
S1UECR 148
S1HECR 149
S1RECR 150
S1AHECR 151
S3DECR 152
S3HECR 153
S3RECR 154
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Relay Name Relay Address (to be decided
by the firm)
S4HECR 155
S4RECR 156
S6DECR 157
S6RECR 158
S25DECR 159
S25RECR 160
S26HECR 161
S26RECR 162
S27HECR 163
S27RECR 164
S28DECR 165
S28HECR 166
S28RECR 167
S30DHHECR 168
S30DDECR 169
S30DHECR 170
S30IDHHECR 171
S30IDDECR 172
S30IDHECR 173
S30DECR 174
S30UGR_DL 175
S30UGR_CL 176
S30UECR 177
S30HECR 178
S30RECR 179
S30AHECR 180
11NWKR 181
11RWKR 182
12NWKR 183
12RWKR 184
13NWKR 185
13RWKR 186
18NWKR 187
18RWKR 188
19NWKR 189
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Relay Name Relay Address (to be decided
by the firm)
19RWKR 190
20NWKR 191
20RWKR 192
17KLNWKR 193
Total Event Relays (E) for Mantatti Station shall be 25 bytes.
Relay Status Image for Mantatti Station shall be 200 bits. Status of 194th Re-
lay to 200th Relay shall be filled with Zeros.
A7.3.6 Color representation used for different elements in Stationary TCAS
VDU
1. Color representation used for different elements in Stationary TCAS is given below: Color representa-
tion used for dif-
ferent elements in
Stationary TCAS
is given be-
low:S.No
Element Color Screen shot
1
Screen
Back-
ground
Black
2 Track Gray
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3 Train Deep Sky
Blue
4 Train En-
gine
Yellow
5 Train In-
formation Orange
6
Berthing
Track
(When
Non-
TCAS
equipped
Train is
occupied)
Red
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7 Text White/Gra
y
8 TIN Oc-
cupancy Olive
9 Signal
Post Gray
10 Signal As-
pects
Red
Yellow
Double
Yellow
Green
Yel-
low(Callin
g-On As-
pect)
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11 Route In-
dicator Yellow
12 Text Font
Text
Name:
Times
New Ro-
man
Font Size: Station
Name : 20 Other
Text: 14
A7.4 Features of NMS
A7.4.1 The following typical features shall be provided as part of NMS :
A7.4.1.1 Real time display of train movement on NMS monitors.
A7.4.1.2 Offline display of train movement on NMS monitors at Normal, 2x, 4x,
8x, 16x & 32x speed
A7.4.1.3 Display of Datalog in Spreadsheet (Excel Format)
A7.4.1.4 Display of "Permitted Speed+ Current Speed Vs Location" and" Permitted
Speed+ Current Speed V/s Time" including information whether brake
command is applied by TCAS or not in Normal Mode - Pseudo Real-time
and Offline.
A7.4.1.5 Ability to watch the NMS at Distant Location through Internet (Password
protected)
A7.4.1.6 Ability to extract offline data log through NMS
A7.4.1.7 Support branching of incoming data stream to be forwarded to another
port in interoperable manner
A7.4.1.8 Generation of Exception Reports - Loco TCAS Unit-wise, Stationary
TCAS Unit-wise, RFID Tag Set wise
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A7.4.1.9 Generation of Statistical data such as availability, category-wise braking
cases
A7.4.1.10 Ability to accept and keep log of remarks such as Track Renewal Work
etc.
A7.4.1.11 Prompt through NMS for missing one of the two RFID tags of same set
A7.4.1.12 Prompt through NMS for missing both RFID tags of same set
A7.4.1.13 Prompt through NMS for missing communication packets overall below a
set level (say 20%) for moving train in Communication mandatory zone
A7.4.1.14 SMS Alert for repeated same RFID tag missing events in Full Supervision
Mode
A7.4.1.15 SMS Alert for any brake application command by TCAS Loco forcing
train to bring to dead stop in Full Supervision Mode
A7.4.1.16 SMS Alert for SPAD (Sample SMS Format: TCAS
NMS#01:<Enter>L:28016<Enter>SPAD at 15:07:37 on 3l-Jul-
2014<Enter>Abs Location: km 69.70)
A7.4.1.17 SMS Alert for SPAD Prevention by TCAS
A7.4.1.18 Optional SMS Alert for Isolation Mode
A7.4.1.19 Optional SMS Alert for manually invoking SR Mode.
A7.4.1.20 Optional SMS Alert for "Communication Failure" cases.
A7.4.1.21 Filtering repeated RFID Tag missing.
A7.4.1.22 Filtering Stations with poor communication based upon missing data
communication packets.
A7.4.1.23 Filtering Locomotives with poor communication based upon missing data
communication packets.
A7.4.1.24 Log of results at Loco-shed Test Bench
A7.4.1.25 Capturing of speed restrictions from theimposed byCentral Caution
OrderTSR Management System from Stationary TCAS after every
update. The same shall be relayed to Stationary TCAS units. This shall be
utilized for modifying Static Speed Profile accordingly (For Future Use).
A7.4.1.25A7.4.1.26 Capturing of health status and event log from Loco TCAS if LTE
is available.
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A7.4.2 Following structure shall be used by Loco TCAS for transmitting Health bits
to Stationary TCAS in access request / regular packet
Sl. No Bit Num-
ber
Fault Description
1. B0 System Internal Fault
2. B1 Speed sensor Fault
3. B2 EB Drive Fault
4. B3 EB Application (Feedback) Fault
5. B4 RFID Reader1 Link Fail
6. B5 RFID Reader2 Link Fail
7. B6 Radio1 Link Fail
8. B7 Radio2 Link Fail
9. B8 DMI1 Link Fail
10. B9 DMI2 Link Fail
11. B10 GPS1/PPS1 Fail
12. B11 GPS2/PPS2 Fail
13. B12 GPS1view not available since 2 hrs
14. B13 GPS2 view not available since 2 hrs
15. B14-B23 Reserved
A7.4.3 The Fault message structure from Stationary TCAS to NMS shall be as
follows:
Field descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
Message Type 1 0xFC
Message Length 2 Length in terms of bytes from
Date field to CRC field (inclu-
sive of both)
Date 3 DD/MM/YY
Time 3 HH:MM:SS
Type of TCAS subsys-
tem
1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Subsystem ID 3 Stationary TCAS ID / Loco
TCAS ID in Hex
Total Fault Codes (F) 1 Max number of faults shall be
10
Fault Code 2 * F
32-Bit CCITT CRC 4
A7.4.4 The following structure shall be used to acknowledge receipt of Fault Message
from NMS to Stationary TCAS unit:
Field descriptor Number of bytes Remarks
Start of Frame 2 0xA5, 0xC3
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Message Type 1 0xFD
Message Length 2 Length in terms of bytes from
Date field to CRC field (inclu-
sive of both)
Date 3 DD/MM/YY
Time 3 HH:MM:SS
Type of TCAS subsys-
tem
1 0x11 – Stationary TCAS
0x22 – Loco TCAS
TCAS Subsystem ID 3 Stationary TCAS ID/Loco
TCAS ID in Hex
32-Bit CCITT CRC 4
Annexure – 8
TCAS
RFID Tag-TIN Layout Guidelines
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A8.1 Introduction
A8.1.1 This document presents the guidelines for preparation of RFID tag-TIN
layouts for the purpose of TCAS system.
A8.2 Guidelines
Following guidelines shall be followed while preparing RFID tag-TIN
layouts for Station/IB/LC or block sections.
A8.2.1 RFID tag-TIN layout shall be prepared with Station yard layout as
reference. However, the actual site considerations shall be taken into
account prior to its preparation. A site survey shall be conducted to mark
the locations where tags need to be placed.
A8.2.2 The center of Station Master’s panel shall be taken as station’s Centre Line
for reference purpose.
A8.2.3 Normal tags shall be provided in the block section as well as in station
section. The maximum distance between the two Normal tags shall not be
more than 1000m.
A8.2.4 Every signal, except including shunt signals, shall be provided with Signal
foot tag.
A8.2.4.1 The permanent EoA (End of Authority) Locations such as Stop Boards, BSLB,
Ends of berthing track (may be with shunt signal sometimes) shouldall have
Signal foot tag.
1.1 Shunt signals may be provided with either Signal Approach, Signal foot,Gate or
Normal tag based on the fulfilment of all other requirements mentioned in this document.
A8.2.5 Signal Approach tag shall be provided for every Signal foot tag. They
shall be provided at a distance of 150-250m from Signal foot tag. The
distance from Signal Approach tag to Signal shall be mentioned on the
layout.
A8.2.5.1 All type of tags, except Junction and Adjustment tags, can be placed
instead of Signal Approach tag if it offers some other advantage like
reduction in number of tags.
A8.2.6 To ensure linking up to the nearest location to the approaching signal,
Normal tag shall be provided, in lieu of signal approach tag on Main lines.
A8.2.7 To demarcate TIN sections, TIN discrimination tags shall be placed.
A8.2.8 TSR tags shall be placed at location in correspondence with General and
Subsidiary Rules to enforce speed restriction in the section.
A8.2.9A8.2.8 Gate tags shall be placed at such a distance that Auto whistling
for approaching LC gate can commence from at least 600m on approach
of LC gate.
A8.2.10 Section speed and gradient information shall be indicated on RFID tag-
TIN layouts.
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A8.2.11A8.2.9 Adjustment tag shall be used, if possible, in a non-signaling area.
The layout shall only mention the programmed absolute location.
However, the physical distance between the Adjustment tag and nearest
tag, from where physical and programmed distances are different, shall be
mentioned.
A8.2.12A8.2.10 Junction tag shall be used, if possible, in a non-signaling area.
The layout shall only mention the programmed absolute location.
However, the physical distance between the Adjustment tag and nearest
tag, from where physical and programmed distances are different, shall be
mentioned.
A8.2.13A8.2.11 While moving from TCAS to non TCAS territory, Exit tags shall
be provided at the exit boundary of Last Stationary TCAS unit in TCAS
territory. Exit tags shall be provided in 3 sets of tags.
A8.2.12 The distance between any two different type of tags shall not be less than
40m. However, in case of Exit tags, the same may be reduced to 20m.
A8.2.14A8.2.13 The distance between duplicated tags shall not be more than 2
meter.
A8.2.15A8.2.14 A single TIN section shall be represented using a single color. The
TINS in vicinity shall be represented in different colors.
A8.2.16A8.2.15 Non-TCAS territory shall be represented through white color.
A8.2.17A8.2.16 The TIN layouts thus prepared, shall permit all the train
movements allowed in a section as per Table of Control / Selection Table.
A8.2.18A8.2.17 At all places, where the train is likely to move outside TCAS
territory or remain stabilized for long duration for e.g., sidings, Exit tags
shall be provided.
A8.2.19A8.2.18 Following notations shall be used to denote different types of
tags:
Type of Tag Nota-
tion
Normal N
Signal Foot S
Signal Approach SA
TIN Discrimination T
Gate G
Exit X
Adjustment A
Banner/ Caution Indica-
tor B
A8.2.20A8.2.19 Whenever, exit tags are provided on lines permitting movement in
both directions, two Normal tags shall be provided to allow the train to
enter in Full Supervision as soon as possible.
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A8.2.21A8.2.20 Block Section TIN should be extended up to BSLB on
unidirectional lines (such as Double Line) and up to opposite direction
Advanced Starter on Single Line. S-tag shall be provided at the Yard Exit
Points not protected by Signals like BSLB etc.,
A8.2.22A8.2.21 The distances from a Normal Tag to all other Normal tags ahead
in the direction of movement must be same.
A8.2.23A8.2.22 The distance of Signal Approach (SA) Tag from corresponding
Signal Foot (S) Tag should be exact multiple of 10m (1 Decameter). This
should be invariably ensured during installation and verification at site.
A8.2.24A8.2.23 Tags in Block Section shall be placed with consideration to the
ease of maintenance and vandalism. These should be placed, if feasible, in
vicinity of EC sockets, LC gate or any other place where a maintainer is
usually required to visit.
A8.2.25A8.2.24 Reference drawing numbers shall be mentioned on the layout.
A8.2.26A8.2.25 Tag numbers (values in the range of 1 – 1023) and TIN numbers
(values in the range of 1-127) shall be allotted by the user Railways.
Sufficient spares for future needs shall be taken into consideration while
allotting the numbers. The allotted numbers shall also be mentioned on the
RFID tag-TIN layout.
A8.2.27A8.2.26 Signature Block and revision history blocks shall be prepared as
per the practices of User Railways.
A8.2.28A8.2.27 Legends mentioning the notation used for the purpose of
preparation of layout shall be specifically mentioned on the layout.
A8.2.29A8.2.28 RFID tag-TIN layout need not be up to scale. If the layout is not
per scale, the same shall be mentioned on the layout.
A8.2.30A8.2.29 Absolute locations of tags, LC gates, signals and turnout switches
shall be mentioned on the RFID layout.
A8.2.31A8.2.30 Absolute location of Station center line shall be mentioned on the
layout.
A8.2.32A8.2.31 A typical RFID tag-TIN layout for Indian Railways is shown
below for reference purpose.
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Annexure – 9
TCAS
Control Table Guidelines
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A9.1 Introduction This document describes the guidelines for preparation of TCAS control table.
A9.2 Guidelines Following guidelines shall be followed while preparing RFID tag-TIN layouts for
Station/IB/LC or block sections.
A9.2.1 TCAS control tables shall be based on the SIP of the station as well as
approved RFID tag-TIN layout for the Station/IB/LC. However, overlap points
shall not be proven in TCAS control table.
A9.2.2 Shunt signals shall not be a part TCAS control tables. However, station shunt
limits shall be specified in the Stationary TCAS application data.
A9.2.3 TCAS control table shall include all signals which will be monitored by a
specific stationary TCAS unit.
A9.2.4 In case of permissive signals, where the inputs for signal indications are
available, the ECR shall be used for the purpose of displaying signal aspect.
However, movement authority shall be decided based on the signal aspect of
the approaching Stop Signal.
A9.2.5 In case of permissive signals, where the inputs for signal indications are not
available, the signal aspect and movement authority shall be derived based on
the signal aspect of approaching stop signal.
A9.2.6 Following information shall be included as part of control tables:
A9.2.6.1 Entry Signal: This shall be the approaching signal for a route.
A9.2.6.2 Exit Signal: This shall be the next approaching signal on route.
A9.2.6.3 Line: This shall describe the line for route for eg. Down Main, Common Loop, etc.
A9.2.6.4 Aspect of Entry Signal: This field shall indicate all the permissible OFF aspects of
the “Entry Signal”.
A9.2.6.5 Requires Aspects of Signal: This field shall indicate requirement of signal aspect for
exit signal for the corresponding “Aspect of Entry Signal”
A9.2.6.6 Requires Points in Route: This field shall indicate the point positions required in
Normal and Reverse positions for the corresponding route. Overlap points shall not be
included for the purpose of TCAS control table.
A9.2.6.7 Requires Track Circuit Up in Route: This field shall indicate the track circuits
required to be in picked UP condition for the signal to be taken OFF. Only platform
berthing track circuits shall be included for the purpose of TCAS control table.
A9.2.6.8 TINs (Track Identification Number) Requires Free: This shall mention all the
TINs falling into the respective route as mentioned in approved RFID layout. TINs
shall not be proved for calling on signals.
A9.2.6.9 Check RFID:
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A9.2.6.9.1 Entry Signal Foot Tag: This shall indicate the signal foot tag for the Entry
Signal
A9.2.6.9.2 En-Route Tags: This shall indicate all the RFID tags falling in the
corresponding route as per approved RFID tag-TIN layout. The Signal foot
tag for the “Exit Signal” shall not be included in this field.
A9.2.6.9.3 Conflicting Route Tags:This field shall indicate all the tags on which it is
possible for the train to move if the point positions are not in accordance with
“Requires Points in Route”. For the unintended route in the same direction,
this shall include tags up to the last tag on the unintended route. Signal foot
tag of next signal and turnout tags shall not be included in the conflicting
route tags. For the unintended route in opposite direction, this shall include
tags up to and including the Signal foot tag for next signal. If a conflicting
route tag is read by a train, the TCAS system shall generate SoS.
A9.2.6.9.3A9.2.6.9.4 Conflicting turnout tags: The conflicting turnout tags shall be
indicated in the TCAS Control table.
A9.2.6.10 Turnout
A9.2.6.10.1 Speed in kmph: Permissible speed for the turnout in route. For the purpose of TCAS
control table, these have been specified as 30 kmph in case of single turnout and
15 kmph in case of multiple turnouts in route. In case, the turnout portion and
loop line have different permissible speeds, the speed for both the portion shall
be mentioned on the control table.
A9.2.6.10.2 Distance to Commence: This shall be the distance from foot of “Entry Signal” to
the start of first diverging point in route and shall be specified in meters.
A9.2.6.10.3 Speed Restriction Distance: This shall be the distance from first diverging point in
route. In case of entry in to the station premises, this distance shall be the
distance from start of first diverging point in route to the next approaching signal
plus 30m. In case of exit from the station premises, this distance shall be the
distance from foot of approaching signal in route to the end of last converging
point plus 10m. In case, the turnout portion and loop line have different
permissible speeds, the speed restriction distance for both the portions shall be
mentioned on the control table.
A9.2.6.10.4 Distance between Entry & Exit Signal: To be specified in meters.
A9.2.6.10.5 Movement Authority: Minimum movement authority for the corresponding signal
aspect to be mentioned in meters.
A9.2.6.10.6 Action for generating SoS to prevent Head On Collision and Rear End Collision
on received communication for Block Section TIN: Stationary TCAS unit
shall generate SoS to prevent Head on collision and RearEnd Collision in the
block section if it receives the required information, even if the train is outside
the Stationary TCAS unit communication boundary.
A9.2.6.10.7 Entry Signal for Block Section TIN: This shall specify last stop signals in UP/DN
direction to be monitored by Stationary TCAS unit.
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A9.2.6.10.8 RFID Tags: These shall specify all RFID tags on the Block Section TIN for
corresponding last stop signal as per RFID tag-TIN layout.
A9.2.6.10.9 TIN: Block section TIN for the corresponding Last Stop Signal
A9.2.6.10.10 Last Signal of Stationary TCAS and Movement Authority: Last signal shall
be the last signal in all directions which is being monitored by Stationary TCAS
unit. The Movement Authority for the last signal of stationary TCAS shall be the
physical distance between the last signal of stationary TCAS and the foot of next
approaching Stop Signal. The Movement Authority shall be specified in meters.
A9.2.7 Radio hole: The Radio holes shall be clearly marked in the RFID Tag layout
and TCAS Control table where applicable.
A9.2.8 Name and Description of Station/IB/LC shall be mentioned on top of every
sheet of the TCAS control table as per User Railway’s practices.
A9.2.9 Signature block shall be included on every sheet as per User Railway’s
practices.
A9.2.10 Reference of SIP and RFID tag-TIN layout used for the preparation of TCAS
control table shall be mentioned on each sheet.
A9.2.11 Signal Description to be displayed on DMI of Loco TCAS unit shall be as per
Clause 4.2.6.7 of Annexure – 2.
A9.2.12 A typical TCAS control table for Indian Railways is shown below for reference
purpose:.
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Annexure – 10
Remote Interface Units
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A10.1 Scope:-This document refers to requirement of Remote interface unit
which can beinstalled in auto, IB or gate signal etc. A10.2 Requirements for adapting TCAS to Auto Signaling Territory: A10.2.1 In an Auto Section, signals are set up and cleared autonomously by track oc-
cupancy detection systems. A10.2.2 ILLUSTRATIVE DIAGRAMS.—Automatic change of sequence of aspects
behind the train in three-aspect and four-aspect signalling is illustrated in the
following diagrams, which are not drawn to scale.
Figure 1 Automatic change of sequence of aspects behind the train in Three Aspect Signal-
ling Territory
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Figure 2 Automatic change of sequence of aspects behind the train in Four Aspect Signalling
Territory
A10.2.3 For adapting TCAS to an Auto section, it is necessary to communicate the
signal aspects or / and Track occupancy status to Stationary TCAS, which
then determines movement authority and communicates the same to the Loco
TCAS on radio.
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A10.2.4 The Movement Authority shall be restricted to maximum three sections after
the exit signal in four aspect territory. . MA= three signals beyond exit signal
in 4-aspect and two signals beyond exit signal in 3-aspect, or configurable as
per railways for cases where no signals are available A10.2.5 The signal aspects in Auto section shall be checked by a Remote Interface
Unit (RIU) and communicated to the Stationary TCAS on an redundant opti-
cal fiber cable. A10.2.6 When TCAS finds an Automatic or Semi-Automatic or Gate Stop signal with
an ‘A’ or AG marker ‘lit’, it shall bring the train to a stop in rear of the sig-
nal. After bringing the train to a stop in the rear of the signal, after over ride-
override of the signal the TCAS shall allow the loco pilot to proceed ahead as
per prescribed speed limit equivalent to on sight mode specific limit. . The
next signal shall be linked only when the loco is within 100 meter from the
signal. and when signal is taken OFF. i)If the next signal is at ON, the loco shall continue in OS mode and ask for
an aacknowledgement after the signal foot tag passed. If the loco
pilot does not acknowledge the same, the brake shall be applied.
ii)If the signal is at OFF and linked, loco shall transit to FS mode after pass-
ing the signal foot tag.
iii)If the signal is at OFF and not linked, loco shall transit to LS mode if SSP
is available else transit to SR mode after passing the signal foot
tag.
iv)If another TCAS equipped loco is ahead of the loco, the signal aspect &
MA shall not be linked to the rear loco in OS mode.
A10.2.7 In the case of single line working, TCAS shall extend Movement Authority
after ensuring the establishment of direction of traffic and all stop signals (if
available) against the established direction shall be at ON. A10.2.8 The modified automatic signal working as per General Rules shall also be
applicable for TCAS in both single line as well as double line working. IB
working with ignoring signal foot tags at other signals to be ensured. A10.2.9 To pass a Semi-Automatic Stop signal at ‘On’ by taking ‘Off’ the Calling-on
signal fixed below it, TCAS shall follow the operation prescribed in TCAS
specification.
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A10.3 Interface Requirements: A10.3.1 Remote Interface unit shall have provision to interface only on redundant
OFC Dark fiber for connectivity with Station/LC/IBS Vital Computer. A10.3.2 Stationary TCAS shall be able to connect minimum 06 Remote Interface
Units in one direction (up & down towards one side of a station is consid-
ered as one direction). Stationary TCAS shall be able to handle minimum 06
directions. Demonstration for various combinations of routes (Sin-
gle/Double/Triple/Quadruple sections with single line working) shall be car-
ried through functional testing by defining appropriate test cases. A10.3.3 Remote Interface units shall be connected in ring fashion and they shall be
able to communicate to stationary TCAS in case of failure of Main Path.
Stationary TCAS shall be intimated about the failure of Main/Stand-by Path
failure by the Remote Interface Unit. This failure shall be intimated to NMS
through Stationary TCAS. A10.3.4 Communication between RIU and Stationary TCAS shall comply with EN
50159 (closed) Standards or equivalent standards.. A10.3.5 The cyclic redundancy check for the communication protocol shall be com-
plying with the requirements of EN 50159 (Closed). A10.3.6 Failure of primary or secondary communication links shall be logged in
TCAS NMS and also communicated through SMS. A10.3.7 All the Hardware and Software employed in RIU shall be certified for EN
50126, EN 50128, EN 50129 and EN 50159 for SIL-4. A10.4 Power Supply, Surge Protection and Ground
A10.4.1 In RE area :-Each RIU shall be fitted with a battery backed power supply
with minimum 2 hour (Two Hour) with two chargers &, designed to receive
an input voltage of 230V AC. The power demand of RIU shall be as low as
possible. The responsibility of power supply compatibility is with OEM.
The RIU shall operate without any problem, even if the Neutral to Earth
voltage is as high as possible. Since, RIUs are connected through a power
cable, where N-Earth and P-Earth and P-N insulation is prone to be low and
hence, firms shall specify the recommended, minimum, and maximum per-
mitted values of these with documental evidence. These parameters and min
N-Earth voltage, min, max and recommended mains voltage shall be includ-
ed in the pre-commissioning check list
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A10.4.2 In Non-RE area:- The power supply arrangement shall be decided by the
PCSTE of the zonal Railway The battery backup shall comply with EN
50121-4 or equivalent standards and RDSO/SPN/144 standards. The battery
shall with stand for temperatures up to 60°C. A10.4.3 The battery charger shall have provision to generate alarms for AC Input
fail, Charger fail and low battery. These alarms shall be integrated with RIU.
It shall be possible to generate SMS of these alarms from NMS. A10.4.4 The surge protection arrangements for all the incoming and outgoing cables
shall be provided as per RDSO latest applicable guidelines/specifications. A10.4.5 The Grounding arrangements are required to be provided as per RDSO latest
specifications and as per the equipment requirements. A10.5 Other Important features: A10.5.1 The RIU shall have provision to Interface stationary TCAS in two different
paths for connecting to the Stationary TCAS in the redundant manner A10.5.2 The connection between RIU and the adjacent stationary TCAS shall be
through a dedicated dark fibre in redundant manner. A10.5.3 The failure of the communication link with one RIU shall not result in fail-
ure ofsubsequent Remote Interface Units. A10.5.4 Module wise health monitoring shall be made available at NMS through
Stationary TCAS. A10.6 Handing Over to Next Station seamlessly:
A10.6.1 The communication mandatory overlap zone where Loco is handed over and
taken over shall consider minimum two Auto signals to be wired to both sta-
tionary TCAS units. In the overlap section, both the stations will communi-
cate with Loco TCAS. Loco TCAS should set up the communication based
on the approaching Station ID. Once communication is set up, Loco TCAS
should ignore the radio packets coming from previous station. A10.6.2 Signal whose aspects are to be shared by the handing over station and taking
over station shall be wired to two Remote Interface Units. Two such signals
per line shall be wired to each stationary TCAS through RIU inside the over-
lap zone. Each Remote Interface Unit shall be wired to handing over station
and taking over station respectively. A10.6.3 In Loco Moving Direction, handing over station shall wire the taking over
station’s first auto signal as overlap and communicate it is signal aspect be-
fore taking over stationary TCAS establishes communication with Loco.
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A10.6.4 The Radio Signal Strength of both the handing over station and taking over
station at the overlap zone shall be above -85dBm. If this signal strength is
not achievable, then additional Stationary TCAS shall be planned in the
block section. A10.6.5 The time slot distribution charts shall be prepared for the maximum design
limit and functional testing for the same shall be carried out. A10.7 Handling of MA, SSP, TSR and Signal Aspect:
# Parameter Controlled by
Handing over
station
During
Transition
Controlled by Taking over
station
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I.
Movement
Authority
Suppose
XXXXX m is
available.
XXXXX m is
to be retained.
If YYYYY m is received and
same is to be followed.
II.
SSP/TSR Suppose Profile
X is available.
Profile X is
retained
If Profile Y is received, The
profile X and Y are required to
be superimposed to get a
continuous profile.
III.
Signal
Aspect
Aspect is
available
Aspect is to be
retained on
DMI (at least
for 6 sec)
New aspect of Signal received
shall be shown on DMI
A10.8 Limited Supervision Time Out: A10.8.1 In case of retaining the time out of 30 seconds, the firm shall carry out as-
sessment primarily for this activity alone. A10.9 Tags: A10.9.1 Normal Tags only can be linked. Hence, to ensure linking up to the nearest
location to the approaching signal, Normal Tags shall be provided in lieu
of Signal Approach Tag. A10.9.2 As far as possible, the adjustment of variation in actual distance to railway
specified distance is to be carried out in the Normal tags. A10.9.3 The maximum distance correction to be incorporated in the Normal tag
shall be restricted to 20m. A10.9.4 If the distance adjustment is required to be done beyond 20m, then adjust-
ment tags shall be provided and Non- Communication Zone shall be intro-
duced to avoid un-necessary emergency braking. The ISA assessment dur-
ing the application safety case shall deliberate on this aspect and Hazard
analysis for the same shall be carried out. This issue is also required to be
taken into consideration during pre-installation check. A10.10 Implementation without Line Side Signals: A10.10.1 Three track sections beyond the boundary of the Handing over stationary
TCAS are required to be considered for determination of movement au-
thority.
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A10.10.2 The Loco TCAS shall be able to display the deduced signals based on the
track section status. The possibility of display of deduced signals is left to
the choice of Zonal Railway. A10.11 Installation A10.11.1 The Remote Interface Units shall be installed in Double-walled Apparatus
Case with proper canopy. A10.11.2 The Apparatus case shall be painted with coolant paint as circulated by
RDSO letter no. STS/E/Apparatus case (fabricated)/Vol II dated
06.06.2012.or latest A10.11.3 The developing firm shall furnish the Layout of equipment in Apparatus
Case. Redundancy with monitoring shall be provided for Power and Com-
munication channels. A10.11.4 The Apparatus case shall have provision of lighting and a laptop charging
point. A10.12 Criteria for Approval: A10.12.1 Detailed User, Installation and Maintenance manual along with pre-
installation, pre-commissioning and Maintenance check lists shall be sub-
mitted. Firms shall use these documents during the trials and shall place
these documents at the respective stations. The utility of these documents
shall be cross checked before the trials are allowed by RDSO. In case of in-
sufficiency, the trial would not be permitted.The card wise power supply re-
quirement shall be submitted. A10.12.2 The RFID layouts, TCAS control table and wiring diagrams shall be got ap-
proved before the start of the trial. A10.12.3 The dimensions of RIU and proposed Apparatus case along with installation
details shall be submitted. A10.12.4 Since, the equipment is to be provided near track side, all plug-in connectors
used, including OFC, shall have a locking arrangement, conforming to suit-
able international industrial / automotive / railway specifications or stand-
ards. The connectors shall have locks to retain the connection under vibra-
tion. They shall be keyed in order to prevent connection in wrong orienta-
tion. A10.12.5 Type testing as per RDSO/SPN/144/2006 shall be carried out for all the
equipment including FMS, Communication Modem, Remote Interface Unit
and Charger treating this equipment as track side. For battery the highest
operating temperature shall be limited to 60°0C.
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A10.12.6 Functional testing shall be carried out. For this TCAS test layouts by three
firms for four lines on either side of a station, out which two shall work as
single line and two shall work as double line shall be made ready with in-
teroperability. A10.12.7 The ISA assessment shall be carried out and all the concerned Verification
&Validation documents are required to be submitted. The documents shall
include Hazard log, PHA (Preliminary Hazard Analysis) , SSHA (Sub Sys-
tem Hazard Analysis), FHA (Functional Hazard Analysis), THR (Tolerable
Hazard Rate) evaluations, Reliability evaluations, Software evaluation, Pro-
tocol evaluation and Generic Application safety case
A10.13 For getting approved
Each firm shall demonstrate reliable performance of RIUs by running their locos in
Auto-signalling section for a cumulative distance of 5000 kms, over a peri-
od of 2500 hours. During this period, there shall not be any equipment fail-
ure or EB occurrence due to RIU issue once the trial is started. In case of
such failure, suitable Corrective and Preventive action shall be taken after
investigating the reasons and trial shall be started afresh. After approval,
each firm shall continue to demonstrate reliable performance of RIUs during
a performance monitoring period of an additional 5000 of loco run over
2500 hours.
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Annexure – 11
TCAS
Interface for Electronic Interlock-
ing / Solid State Interlocking
----- For Future Use -----
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1. NNote Stationary TCAS are also required to interface with Electronic Interlocking. Pro-
tocol for interface between Stationary TCAS and Electronic Interlocking will is-
sued through Technical Advisory Note (TAN) at a later stage based on the field
experience.
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A11.1 Introduction.
A11.1.1 Th
is document describes the protocol between Stationary TCAS and Electronic
Interlocking (EI) System.
A11.1.2 In
TCAS, Stationary TCAS monitors TCAS equipped train movements in
station area and communicate movement authority information to the trains
(Loco TCAS) via radio. To do that the Stationary TCAS will be interfaced
with station interlocking system.
A11.1.3 Th
e interface between Stationary TCAS and any interlocking system is through
vital relay interface such as aspect relays (ECRs),Track circuits (Berthing
track TPR), Point status relays (NWKR & RWKR) and Route Indicators if
any (UCR). This interface is suitable to all types of interlocking systems but
requires additional relays, if relay contacts are not available.
A11.1.4 St
andardization of the Stationary TCAS and interlocking interface will reduce
the system deployment cost. This will have following advantages to Indian
Railways :
i. N
o need to replace the existing Interlocking systems which will not support
theinterface to ATP systems.
ii. In
dian Railways can gradually replace the existing old interlocking systems
after expiry of their life time with Electronic Interlocking system, and
TCAS supports the new interface without any additional cost.
A11.1.5 Bi
-directional communication shall be between Stationary TCAS and
interlocking system interface.
i. When line side signals are mandatory, there is no difference between
Uni-directional or Bi-directional communication between any ATP
system and Interlocking systems, where safety is not affected.
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ii. When line side signals are not mandatory, mutual coordination of ATP
system and Interlocking system is necessary for ensuring the safe
movement of trains.
iii. With Bi-directional communication from interlocking to ATP system will
cut-down the latencies involved in the extra layers of hardware and
software, the performance of the ATP system improvement is normally
possible in case of high speed and high capacity sections (where
optimized block section are mandatory and line side signals are not
mandatory for optimal performance).
A11.1.6 Th
e information is required to be exchanged between Stationary TCAS and
interlocking system I.e. both Stationary TCAS and interlocking system
contain static information about track layout and track elements. The
functions of each are (generally):
A11.1.6.1 In
terlocking system
i. Co
ntrolled by Centralised Traffic Control (CTC) and/or local control
system;
ii. Se
tting and releasing of train routes;
iii. Pr
oving the track is vacant (detection of track occupation) via track
circuits/axle counters;
iv. Co
ntrolling of outside elements and systems, such as signal lamps, point
machines, level crossing systems etc;
v. Av
oiding dangerous situations for train pathing, namely head-on collision,
slanting collision and collisions with parked rolling stock.
A11.1.6.2 St
ationary TCAS
i. Ca
lculates movement authority;
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ii. Tr
ansmits movement authority to the train by radio;
iii. Re
acts on hazardous situations by withdrawing authorizations.
iv. M
easures Train Length and transmits to the train by radio
v. M
onitors Shunt Movement boundaries
vi. Av
oiding dangerous situations for train pathing, namely head-on collision,
rear-end collision, slanting collision and collisions with parked rolling
stock. over and above the interlocking.
vii. A
dditional interlocking with the the help of virtual track circuits i.e TIN
A11.2 Standardised interfaces in the EULYNX System:
The following three interface types of the EULYNX System architecture are
standardised:
i. Process Data Interface: The Process Data Interface is standardised as
Standard Communication Interface, designated as SCI-XX.
ii. Diagnostic interface: The Diagnostic interface is standardised as Standard
Diagnostic Interface, designated as SDI-XX
iii. Maintenance interface: The Maintenance interface is standardised as System
Maintenance Interface, designated as SMI-XX. .
SCI-RBC interface is adapted for EI-TCAS interface and described in the below sections.
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A11.3 ILS-TCAS interface definition:
The protocol stack is shown in the below figure:
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A11.3.1 Th
e safety, retransmission and redundancy layer (safe communication according
to EN 50159) in SCI-XX shall be realised with the RaSTA protocol [RaSTA].
The configurable parameters in RaSTA protocol will be issued by RDSO
from time to time. However, CRC of 32 bit is to be followed for SIL-4
functionality.
A11.3.2 Th
e transport layer in SCI-XX shall be realised with UDP.
A11.3.3 Th
e lower layers (network layer, data link layer and physical layer) are defined
by the PoS-Signalling, as defined in [Eu.Doc.100].
A11.3.4 Co
mmunication Partner/Sub-system- Should support either two RJ-45 interfaces
or two LC fiber interfaces for redundancy.
A11.3.5 Co
mmunication Partner/Sub-system- Should support both IPv4 and IPv6
A11.4 Application Layer Requirements:
A11.4.1 C
ommunication partner requirements The PDI connection is a connection between twocommunication partners.
TCAS shall act as primary communication partner and ILS shall act as sec-
ondary communication partner.
The primary communication partner shall have the role to:
i. Initiate the establishment of the PDI connection
ii. Supervise the PDI connection for connection losses (by means of
RaSTA)
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iii. Re-establish the PDI connection after a connection loss
iv. The secondary communication partner shall have the role to:
v. Monitor the PDI connection for connection losses (by means of RaSTA)
A11.4.2 Es
tablishing the PDI connection:
A11.1.1.1A11.4.2.1 The PDI connection is a connection between TCAS (Primary
Communication partner) and ILS (Secondary Communication partner).As soon
as the primary communication partner has achieved safe operation (according
to the assigned SIL level), the safe communication shall be established in
accordance with the specifications in [RaSTA].
A11.1.1.2A11.4.2.2 The primary communication partner shall send a command PDI-
Version check, including the configured version of the Process Data Interface
protocol (PDIVer), to the secondary communication partner as soon as the safe
communication is available.
A11.4.2.3 When the secondary communication partner receives the command PDI-
Version check, it shall
i. Compare the reported PDI-Version sent by the primary communication
partner to its own version, and
ii. Send to the primary communication partner a message PDI-Version
check, containing the result of the PDI-Version comparison, the version
of the Process Data Interface protocol (PDIVer) it has configured and
checksum data.
A11.4.2.4 When the primary communication partner receives the message PDI-Version
check, it shall:
i. Check the PDI-Version comparison result, and
ii. Compare the reported checksum data sent by the secondary
communication partner with its own stored checksum data.
A11.4.2.5 If the PDI-Version comparison is a match and the checksum data are identical
or not applicable, the primary communication partner shall send a command
Initialisation Request to the secondary communication partner.
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A11.4.2.6 As soon as it has received a command Initialisation Request, the secondary
communication partner shall send a message Start Initialisation to the primary
communication partner, followed by all required Report Status messages.
A11.4.2.7 For interfaces to adjacent systems, the secondary communication partner shall
send a message Status Update Completed after sending all required Report
Status messages. The primary communication partner shall process the
received Report Status messages and then send all its required Report Status
messages, followed by a message Status Update Completed. The secondary
communication partner shall send a message Initialisation Completed only
after receiving and processing all required Report Status messages from the
primary communication partner.
A11.1.1.3A11.4.2.8 If the safe communication to the secondary communication partner
terminates, the primary communication partner shall re-establish the
connection in accordance with [RaSTA] unless specified otherwise for
individual cases.
A11.4.2.9 The PDI connection is established if the following conditions are satisfied:
i. the safe communication to the communication partner is available
ii. the PDIVer shall be identical for both communication partners
iii. the checksum data shall be identical or not applicable for both
communication partners
A11.4.2.10 As long as the PDI connection is established, the following functions shall be
available:
i. both communication partners shall issue commands and/or messages
ii. both communication partners shall receive and process commands
and/or messages
iii. both communication partners may only send telegrams which have been
defined as valid for the aligned PDI version of the PDI connection.
A11.4.2.11 If the PDI Version comparison gives a negative result, the primary
communication partner shall terminate the safe communication.If the
checksum data are not identical, the primary communication partner shall
terminate the safe communication.
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A11.4.2.12 If the establishment of the PDI connection, measured from the sending of the
command PDI-Version check the receipt of the message Initialisation
Completed is not completed within a configurable time, the safe
communication shall be terminated. A diagnostic message shall be issued. The
safe communication is re-established in accordance with [RaSTA]. The default
value for the configurable time is 20s.
A11.4.3 Te
legram structure
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
43..1023 Payload Max 981 bytes
The value of byte “00” shall be:
Value Meaning
0x01 Electronic interlocking – Adjacent interlocking system
0x20 Electronic interlocking – Train detection system
0x30 Electronic interlocking – light signal
0x40 Electronic interlocking – point
0x50 Electronic interlocking – Radio block center
0x60 Electronic interlocking – Level crossing
0x70 Electronic interlocking – Traffic control system
0x80 Electronic interlocking – Track worker safety system
0x90 Electronic interlocking – General IO
0xB0 Electronic interlocking – Centralised ETCS L1 controller
0xC0 Electronic interlocking – TCAS
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A11.4.4 Se
nder/Receiver Identifier:
A11.1.1.4A11.4.4.1 The technical identifier shall be unique. The following scheme
shall be implemented:
i. [country code][area designator][system type][code][tag][sequence no]
Country code: 2 characters ISO IEC 8859-1:1998 (ISO 3166 Alpha-2), left
justifiedIN (India)
Area designator: 5 characters ISO IEC 8859-1:1998, left justified, empty
space to be filled with underscore (0X5F)
ii. First five characters of the division name (Ex: SECUN)
System type: 5 characters ISO IEC 8859-1:1998, left justified, empty
space to be filled with underscore (0X5F), as per list below
For EI: EIL__
For TCAS: TCAS_
For CTC: TCS__
Code: 2 characters
iii. Station ID (in Hexa decimal format 0-255) (in EULYNX it’s a 2
character ASCII code with 99 decimal values)
Tag: 2 characters ISO IEC 8859-1:1998, fixed "##"
Sequence no.: 4 characters ISO IEC 8859-1:1998 decimal, empty
spaces filled with "0"
It is the unique system ID in this location (16 bit) for each equipment.
If there are multiple EIs or axle counters (Train Detection system) in
one station each system of the type shall be given a unique number.
A11.4.5 Th
e following system types are to be used:
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i. LS Subsystem - Light Signal
ii. P Subsystem - Point
iii. TDS Subsystem - Train Detection System
iv. IO Subsystem - Generic IO
v. LX Subsystem - Level Crossing
vi. EIL Subsystem-Electronic Interlocking
vii. MDM Subsystem - Maintenance and Data Management
viii. TCS adjacent system Traffic Control System
ix. TCAS adjacent system Radio Block Centre
x. TSS adjacent system Trackworker Safety System
xi. CEC adjacent system Centralised ETCS L1 Controller
xii. TCAS adjacent system Train Collision Avoidance System
Example:
A Subsystem - Generic IO 5 in Germany in area HG2_X in operating location
37 has the identifier:
[country code][area designator][system type][code][tag][sequence no]
DEHG2_XIO___37##0005.
Note: The applied byte order shall be Little-Endian
A11.4.6 M
essages exchanged between Interlocking and TCAS for connection
establishment
Message Type Value Purpose
Command PDI version check 0x0 Request to check PDI version
Message PDI version check 0x0 Answer to check PDI version re-
quest.
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Command initialisation request 0x0 Request for status information
Message start initialisation 0x0 Beginning of status message trans-
mission
Message status report completed 0x0 Status message transmission of one
partner is completed
Message initialisation completed 0x0 Status message transmission com-
pleted
A11.4.7 Co
mmand "PDI-Version check" (TCAS --> EI)
Byte No Elment Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0024) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
43 PDI version of sender 1 byte binary
A11.4.8 M
essage "PDI-Version check" (EI --> TCAS)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0025) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
43 Result PDI version
check
1 byte binary
44 Sender PDI version 1 byte binary
45 Checksum length 1 byte binary
46..46+n-1 Checksum data N bytes binary
MD5 (16 byte) shall be used for checksum data
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A11.4.9 Co
mmand "Initialisation Request" (TCAS --> EI)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0021) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
A11.4.10 M
essage "Start Initialisation" (EI --> TCAS)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0022) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
A11.4.11 M
essage "Status Report Completed" (EI --> TCAS)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0026) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
A11.4.12 M
essage "Initialisation Completed" (TCAS --> EI)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0023) 2 bytes binary
03..22 Sender identifier 20 bytes ISO IEC 8859-1:1998
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23..42 Receiver identifier 20 bytes ISO IEC 8859-1:1998
A11.2A11.5 Commands and Messages (Status and command reply) between TCAS and
EI:There are two different categories of messages exchanged between TCAS
and EI:
i. Element control and element status messages
ii. Element based route control messages
A11.5.1 The following table shows permitted “element control and element status”
message types:
Message Type Value Sender Re-
ceiver
Purpose
Signal Status 0x0041 ILS TCAS Message from Subsystem –
Electronic Interlocking containing
the new status of a signal
Point Status 0x0042 ILS TCAS Message from Subsystem -
Electronic Interlocking containing
the new status of a point.
TVP Section Sta-
tus (Track section
status)
0x0043 ILS TCAS Message from Subsystem -
Electronic Interlocking containing
the status of a TVP section.
LX Status 0x0044 ILS TCAS Message from Subsystem –
Electronic Interlocking containing
the new LX status.
IO Element Status
(Status of all mis-
cellaneous elements
like
LCPR, Direction
relay, modified au-
to block,etc.,)
0x0045 ILS TCAS Message from Subsystem –
Electronic Interlocking containing
the new status of an IO element.
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A11.5.2 The following table shows permitted “element based route control” message
types:
Message Type Value Sender Receiver Purpose
Signal Control 0x0001 TCAS ILS Command from TCAS transmit-
ting or revoking a trigger for route
setting
at the given route entry signal.
Route Signal
status
0x0002 ILS TCAS Message from the Subsystem -
Electronic Interlocking containing
the new route related status of a
signal used as route entry or route
exit signal.
Signal
Cancelling
0x0003 ILS TCAS Command from Subsystem -
Electronic Interlocking to request
the cancellation of the route relat-
ed
to the given route entry signal.
Signal
Cancelling Re-
ply
0x0004 TCAS ILS Message from TCAS containing
either route cancellation or the
rejection of the route cancellation
depending on the information the
Station TCAS received from the
Loco TCAS vehicle.
Signal Overlap
Control
0x0006 TCAS ILS Command from TCAS to control
the
overlap of a signal.
A11.5.3 “Element Control and Element Status” Message& Message"Signal Status"
Byte
Num-
ber
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0041 (2 Bytes bina-
ry)
Bytes 01 and 02 shall be
set to 0x0041.
03..22 Sender: ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
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Byte
Num-
ber
Data Structure Element Name Size (in Bytes) Description
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43 - 50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace covered with
the NULL character
(0x00).
(Station code of IR (like
LKO for Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
Element name as per
TOC (curtailed to 8 char-
acters)
59 - 60 Group number (Reserved-
0xFFFF)
(2 bytes bina-
ry)
The message bytes 59 -
60 shall contain the num-
ber of an element group.
Value range:
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Byte
Num-
ber
Data Structure Element Name Size (in Bytes) Description
0x0001..0x7FFF.
61 - 62 Sub Group number (Reserved-
0xFFFF)
(2 bytes bina-
ry)
The message bytes 61 -
62 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
63 ESI(extended status information) (1 Byte binary) value meaning
0x01 Current
status data
available
0x02 Current
status data
not avail-
able
64-69 Signal aspect code (8 Byte binary) The message bytes 64 -
69 shall contain the signal
aspect code as defined in
the related document
Signal aspect table
70 Signal aspect intentionally dark
(Currently not applicable on IR)-
0xFF
(1 Byte bina-
ry) value meaning
0x01 The signal
was not
set to in-
tentionally
dark
0x02 The signal
was set to
intention-
ally dark
71 V_Signal
NA for IR-0xFF
(1 Byte bina-
ry)
Reserved for future use
72 V_TBV
NA for IR-0xFF
(1 Byte bina-
ry)
Reserved for future use
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Note: Bytes 2, 3, 4 and 6 are reserved
Signal Aspect Code
Byte1 Byte5
Red 0x01 0x00
Yellow without Display of Route Indication 0x07 0x00
Yellow with Pos1 Junction Type Route Indication (left) 0x07 0x01
Yellow with Pos2 Junction Type Route Indication (left) 0x07 0x02
Yellow with Pos3 Junction Type Route Indication (left) 0x07 0x03
Yellow with Pos4 Junction Type Route Indication (right) 0x07 0x04
Yellow with Pos5 Junction Type Route Indication (right) 0x07 0x05
Yellow with Pos6 Junction Type Route Indication (right) 0x07 0x06
Double Yellow 0x28 0x00
Green 0x04 0x00
Double Yellow with Pos1 Junction Type Route Indication
(left) 0x28 0x01
Double Yellow with Pos4 Junction Type Route Indica-
tion (right) 0x28 0x04
Red with Calling-on at OFF 0x41 0x00
Yellow with Stencil route 1 to 32 0x07
0x41
…
0x5A
Semi-Automatic Signal 0x58 0x00
Flashing signal indicating ATP equipped train 0x59 0x00
A11.6 Message "Point Status"
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: (2 Bytes bina-
ry)
Bytes 1 - 2 shall be set to
0x0042
03..22 Sender :ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver :TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43..50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00)
Station code of IR (like
LKO for Lucknow)
51..58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
Element name as per
TOC (curtailed to 8 char-
acters)
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
59..60 Group number(Reserved-
0xFFFF)
(2 Bytes bina-
ry)
The message bytes 59 -
60 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
61..62 Subgroup number (Reserved-
0xFFFF)
(2 Bytes bina-
ry)
The message bytes 61 -
62 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
63 ESI (1 Byte binary) value meaning
0x01 Current
status data
available
0x02 Current
status data
not avail-
able (tele-
gram data
not relia-
ble)
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
64
Position
(1 Byte binary) value meaning
0x01 Reverse
0x02 Normal
0x03 Not de-
tected at
either of
the end
positions
0xFE Unknown
65
Supervision
(1 Byte binary)
value meaning
0x01 Point su-
pervised
0x02 Point not
supervised
0xFE Unknown
66 Requested Position
(Reserved for future)
(1 Byte binary)
value meaning
0x01 Reverse
0x02 Normal
0x03 No posi-
tion re-
quested /
no route
initiated
0xFF Parameter
not appli-
cable
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A11.7 Message "TVP Section Status"
With this telegram, the Subsystem - Electronic Interlocking informs the
TCAS about the status change of a track vacancy proving section.
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x000D (2 Bytes bina-
ry)
Bytes 1 - 2 shall be set to
0x0043..
03..22 Sender Identifier: ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver Identifier: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43..50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00)
Station code of IR (like
LKO for Lucknow)
51..58 Section ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the
section given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
covered with the NULL
character (0x00)
Element name as per
TOC (curtailed to 8 char-
acters)
59 Status (1 Byte binary) value meaning
0x01 Section
occupied
0x02 Section
vacant
0x03 Section
failed
0xFE Unknown
A11.8 Message "LX Status"
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0044 (2 Bytes bina-
ry)
Bytes 1 - 2 shall be set to
0x0044
03..22 Sender :ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43..50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
adjusted with trailing
whitespace
covered with the NULL
character (0x00)
Station code of IR (like
LKO for Lucknow)
51..58 Element ID
(8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00)
Element name as per
TOC (curtailed to 8 char-
acters)
59..60 Group number(Reserved-
0xFFFF)
(2 Byte binary) The message bytes 59 -
60 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
61..62 Subgroup number (Reserved-
0xFFFF)
(2 Byte binary)
The message bytes 61 -
62 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
63 ESI
(1 Byte binary)
value meaning
0x01 Current
status data
available
0x02 Current
status data
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
not avail-
able (tele-
gram data
not relia-
ble)
64 Status
(1 Byte binary)
value meaning
0x01 LX open
0x02 LX closed
and
locked
0xFE Unknown
A11.9 Message "IO Element Status"
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0045 (2 Bytes bina-
ry)
Bytes 1 - 2 shall be set to
0x0045
03..22 Sender :ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43..50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
whitespace
covered with the NULL
character (0x00)
Station code of IR (like
LKO for Lucknow)
51..58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00)
Element name as per
TOC (curtailed to 8 char-
acters)
59..60 Group number (Reserved-
0xFFFF)
(2 Bytes text) The message bytes 59 -
60 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF
61..62 Subgroup number (Reserved-
0xFFFF)
(2 Byte binary) The message bytes 61 -
62 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
63 ESI (1 Byte binary) value meaning
0x01 Current
status data
available
0x02 Current
status data
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Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Train Protection System
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
not avail-
able (tele-
gram data
not relia-
ble)
64 Status
(LCPR, Direction relay, modified
auto block,etc.,)
(1 byte binary) value meaning
0x01 Relay
Dropped
0x02 Relay
picked-up
0xFF Unknown
A11.10 Element based Route Control Messages
A11.10.1 Command "Signal Control"
Byte
Number
Data Structure Ele-
ment Name
Size (in Bytes) Description
01..02 Message Type:
0x0001
(2 Bytes bina-
ry)
Bytes 01 and 02 shall be set to
0x0001.
03..22 Sender: TCAS (20 Bytes text) The message bytes 03..22 shall con-
tain the technical identifier of Sub-
system - Electronic Interlocking
23..42 Receiver: ILS (20 Bytes text) The message bytes 23..42 shall con-
tain the technical identifier of the
TCAS
43 - 50 Station ID (8 Bytes text) The message bytes 43 - 50 shall con-
tain an operational identifier of the
station given by data preparation.
The ID shall be in ISO IEC 8859-
1:1998 format and shall be filled in
left-adjusted with trailing whitespace
covered with the NULL character
(0x00)
Station code of IR (like LKO for
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Byte
Number
Data Structure Ele-
ment Name
Size (in Bytes) Description
Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 - 58 shall con-
tain an operational identifier of the
element given by data preparation.
The ID shall be in ISO IEC 8859-
1:1998 format and shall be filled in
left-adjusted with trailing whitespace
covered with the NULL character
(0x00).
Element name as per TOC (curtailed
to 8 characters)
59 Request (1 Byte bina-
ry) value meaning
0x01 Trigger of “Flashing
white signal” with main
signal aspect at ON con-
dition
0x02 Revocation of “Flashing
white signal” with main
signal aspect at ON con-
dition
0x03 Trigger of “Flashing
white signal” with main
signal dark
0x04 Revocation of “Flashing
white signal” with main
signal dark
0x05 Trigger of Flashing
white with normal main
signal aspect
0x06 Revocation of Flashing
white with normal main
signal aspect
0x07 Trigger of “signal dark”
(no signal aspect is re-
quired for train move-
ment)
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Byte
Number
Data Structure Ele-
ment Name
Size (in Bytes) Description
0x08 Revocation of “signal
dark”
60 - 63 Reserved : Train
number
NID_OPERATIONA
L
(4 bytes text) Reserved
A11.10.2 Message "Route Signal Status": (Reserved for future use)
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0002 (2 Bytes bina-
ry)
Bytes 01 and 02 shall be
set to 0x0002.
03..22 Sender: ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43 - 50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace covered with
the NULL character
(0x00).
Station code of IR (like
LKO for Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
Element name as per
TOC (curtailed to 8 char-
acters)
59 - 60 Group number (Reserved-
0xFFFF)
(2 Bytes bina-
ry)
The message bytes 59 -
60 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
61..62 Subgroup number (Reserved-
0xFFFF)
(2 Bytes bina-
ry)
The message bytes 61 -
62 shall contain the num-
ber of an element group.
Value range:
0x0001..0x7FFF.
63 ESI(extended status information) (1 Byte bina-
ry) value meaning
0x01 Current
status data
available
0x02 Current
status data
not avail-
able
64..65 Overlap (2 Bytes bina-
ry) value meaning
0x8000 Overlap <
120m
0x8001 Overlap =
120m
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
0x8002 Overlap =
180m
0x8003 Overlap =
400m
0xFFFE Overlap
not de-
fined
64 Route Entry (1 Bytes bina-
ry) value meaning
0x01 Signal
used to
start a
route
0x02 Signal not
used to
start a
route
0xFE unknown
65 Route Exit (1 Bytes bina-
ry) Value meaning
0x01 Signal
used to
end a
route
0x02 Signal not
used to
end a
route
0xFE unknown
0xFF Parameter
not appli-
cable
68 Reason for stop in advance of
signal
(1 byte bina-
ry)
Reserved for future use
69 Reason for stop in rear of signal (1 byte bina- Reserved for future use
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
ry)
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A11.10.3 Command "Signal Cancelling":
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0003 (2 Bytes bina-
ry)
Bytes 01 and 02 shall be
set to 0x0003.
03..22 Sender: ILS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of Subsystem -
Electronic Interlocking
23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the TCAS
43 - 50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace covered with
the NULL character
(0x00).
Station code of IR (like
LKO for Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
Element name as per
TOC (curtailed to 8 char-
acters)
A11.10.4 Message "Signal Cancelling Reply"
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0005 (2 Bytes bina-
ry)
Bytes 01 and 02 shall be
set to 0x0005.
03..22 Sender: TCAS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of TCAS
23..42 Receiver: ILS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the Subsys-
tem - Electronic Inter-
locking
43 - 50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace covered with
the NULL character
(0x00).
Station code of IR (like
LKO for Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
Element name as per
TOC (curtailed to 8 char-
acters)
59 Reply (1 byte bina-
ry) value meaning
0x01 Route can-
cellation re-
jected
0x02 Route can-
cellation
acknowl-
edged
A11.10.5 Command "Signal Overlap Control"
Byte
Number
Data Structure Element Name Size (in Bytes) Description
01..02 Message Type: 0x0006 (2 Bytes bina-
ry)
Bytes 01 and 02 shall be
set to 0x0006.
03..22 Sender: TCAS (20 Bytes text) The message bytes 03..22
shall contain the technical
identifier of TCAS
23..42 Receiver: ILS (20 Bytes text) The message bytes 23..42
shall contain the technical
identifier of the Subsys-
tem - Electronic Inter-
locking
43 - 50 Station ID (8 Bytes text) The message bytes 43 -
50 shall contain an opera-
tional identifier of the sta-
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
tion given by data prepa-
ration.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace covered with
the NULL character
(0x00).
Station code of IR (like
LKO for Lucknow)
51 - 58 Element ID (8 Bytes text) The message bytes 51 -
58 shall contain an opera-
tional identifier of the el-
ement given by data
preparation.
The ID shall be in ISO
IEC 8859-1:1998 format
and shall be filled in left-
adjusted with trailing
whitespace
covered with the NULL
character (0x00).
Element name as per
TOC (curtailed to 8 char-
acters)
59 Request (1 byte bina-
ry) Value meaning
0x01 Permis-
sion for
release of
overlap
(DZ)
0x02 Overlap
reserva-
tion (DR
+)
0x03 Cancella-
tion of
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Byte
Number
Data Structure Element Name Size (in Bytes) Description
overlap
reserva-
tion (DR -
)
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Annexure – 12
Traffic Management System
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A12.1 Introduction A12.1.1.1 TCAS and TMS are two different solutions used in railway signalling
fortwo different purposes. A12.1.1.2 TCAS is an Automatic Train Protection (ATP) system which allows trains
to be operated safely and prevents accidents from occurring. A12.1.1.3 TMS is a traffic management system that allows trains to be operated punc-
tually and helps traffic planning to improve the utilization of available in-
frastructure. A12.1.2 Both TCAS and TMS require information from station yards about the sta-
tus of signals, track circuits, points etc. Both systems are currently de-
ploying their own methods to acquire this information, which results in
duplication of equipment, which can be avoided. A12.1.3 This document defines the specification for avoiding such duplication of ef-
fort and equipment.
A12.2 Scope of TCAS NMS: A12.2.1 Network Management System (NMS) is one of the sub-systems of TCAS. It
is used for centralized monitoring of TCAS equipped Trains and Stations
within a network of connected TCAS-equipped stations. A12.2.2 The stationary TCAS units of all TCAS-equipped stations in a section are
connected together on a network, using E1 interface. The stationary
TCAS units communicate the status of all signalling gear relevant for the
performance of TCAS to the NMS. NMS uses this data to present a visu-
al picture of all the TCAS-equipped stations and trains in the network. A12.2.3 TCAS specification ver 3.2 provides detailed specifications of the commu-
nication protocol that station TCAS units use to communicate the data to
the NMS. A12.3 Scope of TMS A12.3.1 Train Management system offers real-time traffic monitoring, management
and control of train movement. A12.3.2 TMS provides timely information of trains from Central Location to the
passengers through Passenger Information systems consisting of Display
Boards and announcement systems
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A12.4 Key features of TMS: A12.4.1 Increased line capacity by reducing the headway between trains using real-
time availability of train movement information A12.4.2 Improvement in punctuality of the trains by better planning A12.4.3 Optimized decision making by efficient management of speed restrictions A12.4.4 Faster response to emergencies A12.4.5 Centralized Traffic Control (CTC) reduces Command Control operations
for regular train movements A12.4.6 Accurate and uniform availability of real-time data to all Controllers result-
ing in seamless operations during handing/taking over of trains. A12.5 In order to perform these functions, TMS requires the following information
from the stations that are connected on the TMS network. i. Track circuit vital relay
ii. Point status
iii. Signal aspect
iv. Route relays
v. Crank Handle
vi. Slots
vii. Block instrument
viii. LC Gate closure
A12.6 Enabling TMS data collection from TCAS NMS: A12.6.1 The following table indicates gaps in data currently collected by station
TCAS from the signalling system in the station. # Type of input Currently availability from TCAS
1 Track circuit vital relay Not all
2 Points status Available
3 Signal aspect Available
4 Route relays Not available
5 Crank handle Not available
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6 Slots Not available
7 Block Instrument Available
8 LC Gate closure Not available
A12.6.2 Station TCAS collects the data from signalling systems in the station, by
reading the corresponding relay contacts. In order to do so, each station
TCAS is equipped with digital input scanning cards. A12.6.3 To collect the data of those signalling gear that TCAS does not currently
use, additional digital input scanning cards shall be installed in station
TCAS units and relay contacts of these signalling gear shall be wired to
the scanning cards. A12.6.4 The configuration data of station TCAS units shall be updated to allow the
station TCAS to read the additional digital inputs. Similarly, the config-
uration data of the NMS shall be updated to allow NMS to recognize
the additional data coming in from station TCAS units and interpret it
correctly. A12.6.5 The data thus available in NMS can be digitally transferred to TMS in the
same network, to allow TMS to perform its function, without having to
separately acquire the same data.
A12.7 Communication protocol between TCAS NMS and TMS A12.7.1 TCAS Specification ver 3.2 details the communication protocol and packet
structure for communicating the data from station TCAS units to NMS. A12.7.2 TMS shall use the same communication protocol and packet structure to re-
ceive data from NMS. A12.7.3 Therefore, NMS shall repost all the message frames as received from the
stationary TCAS units, on to another LAN port, on which TMS would
be connected.
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Annexure – 13
TCAS
TSR Integration
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1. Note Stationary TCAS are also required to interface with Temporary Speed Restrictions Man-
agement System for relaying Temporary Speed Restrictions to Locomotive. The RDSO
Specifications of Temporary Speed Restrictions Management System are to be complied.
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Annexure – 14
TCAS
BTM Integration
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A14.1 Scope: Loco TCAS are also required to interface with BTM for interoperability
in TPWS territory. This document mentions the specifications of BTM
interface to be complied
A14.2 Definitions:
A14.2.1 Antenna Unit:The On-board Transmission Unit, with the main
functions to transmit signals to and/or receive signals from the Balise
through the air gap.
A14.2.2 Balise:A wayside Transmission Unit that uses the Magnetic
Transponder Technology. Its main function is to transmit and/or receive
signals through the air gap. The Balise is a single device mounted on
the track, which communicates with a train passing over it. In this
Norm, Balise is used as a short word for Eurobalise, unless otherwise
stated.
A14.2.3 Balise Group:One or more Balises that on a higher system level
together create a quantity of information related to the location
reference in the track, the direction of validity of data, and train
protection information. This is the location in the track where spot
transmission occurs.
A14.2.4 Balise Telegram:The Balise Telegram located in the Balise Data. The
telegram consists of information, CRC, and synchronisation bits.
A14.2.5 Balise Transmission Module (BTM):An On-board module for
intermittent transmission between track and train, that processes Up-
link as well as Down-link signals and telegrams from/to a Balise. It
interfaces the ERTMS/ETCS Kernel and the Antenna Unit.
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A14.2.6 Contact Zone:The zone above the Balise, where the highest
requirements on field conformity of the magnetic field with the
reference field apply for the Balise.
A14.2.7 Magnetic Transponder Technology: A method that uses magnetic
coupling in the air gap between a transmitter and a receiver for
conveying data and energy. In the Eurobalise Transmission System
context, it considers systems using the 27 MHz band for Tele-powering
and the 4.5 MHz band for Up-link transmission. The magnetic field is
mainly vertical, and the transponder is located in the centre of the track.
A14.2.8 Acceptance Tests:Tests carried out on the equipment/ system for the
purpose of acceptance of the equipment/ system.
A14.2.9 Driving Cab: The cab where controls etc. are provided for theDriver to
run the locomotive/ train.
A14.2.10 Driving Position: The position in the locomotive from where driver
runs the locomotive/ train. Electric locomotives, some diesel
locomotives, EMU, MEMU, DEMU etc. have separate driving cabs for
either direction driving and therefore have one driving position in each
cab. However, most diesel locomotives have only one cab having two
driving positions i.e. one for each direction driving.
A14.2.11 Banking/ Coupled mode:When, in addition to main leading loco, one or
more locomotives are there in the train, other locomotives are said to be
in Banking/ Coupled mode.
A14.2.12 Berthing Track:This is the designated section of the track in station
section on which trains normally stop e.g. Platform lines etc.
A14.2.13 Dynamic speed profile: The speed-distance curve which a trainmay
follow without violating the static train speed profile and the end of
movement authority. This curve depends on the braking characteristics of
the train and the train length.
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A14.2.14 End of Authority (EOA): Location to which the train is permittedto
proceed and where target speed is zero.
A14.2.15 ETCS/ ERTMS Level-1/2:ETCS/ ERTMS conforming to Level-
1/2operation.
A14.2.16 Functional Acceptance Tests:Tests carried out by installingsome
equipments in the field to prove that the system performs in accordance
with this specification & the local configuration data is acceptable.
A14.2.17 Locomotive: The word ‘locomotive’ wherever used in thisspecification
shall also mean the driving cab of EMU, MEMU, DEMU or any other self-
propelled vehicle running on Indian Railways.
A14.2.18 First Stop Signal (FSS) -It is the first stop signal on approach to a station/
IBS/ interlocked LC gate.
A14.2.19 Last Stop Signal:It is the last stop signal of a station/ IBS/ interlocked LC
gate while leaving the station/ IBS/ interlocked LC gate.
A14.2.20 MTBSF: Mean Time between such failures which require
restart/maintenance/ repair of system.
A14.2.21 National Values:These values are the values of differentparameters such
as maximum permitted speed, speed in shunting mode, speed in OS mode,
overlap distance, permitted roll away/ reverse movement distance etc.
which are based on rules of train operation.
A14.2.22 ‘Off’ aspect of a Signal:Any aspect other than ‘On’ aspect of asignal.
A14.2.23 ‘On’ aspect of a Signal:It is the most restrictive aspect of thesignal. In
case of stop signal, Red (or Danger) aspect is the ‘On’ aspect.
A14.2.24 Overlap Distance: The length of track in advance of a stopsignal, which
must be kept clear, either for clearing the stop signal next in rear or for the
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purpose of granting permission to approach. The overlap distance may be
different for different types of signals & signalling.
A14.2.25 Point: A railroad switch, turnout or points is a mechanical installation
enabling railway trains to be guided from one track to another. The
position of the point is said to be ‘Normal’ if it is set to straight track &
‘Reverse’ if it is set to diversion.
A14.2.26 Routine Tests:Tests carried out on the equipment/ system bythe
manufacturer before offering for inspection.
A14.2.27 Schedule of Dimensions (SOD): Indian Railways Schedule
ofDimensions. SOD can be purchased from IR.
A14.2.28 Static speed profile: The Static Speed Profile (SSP) is adescription of the
fixed speed restrictions for a part of track sent from track to train.
A14.2.29 Type Tests:Tests carried out to prove conformity with thespecification.
These are intended to prove the general qualities and design of the
equipment/ system.
A14.2.30 Traffic Direction:This is the direction of the train according to the traffic
movement as decided by the railway for a particular section e.g. Up or Dn
(down). This direction is used to determine head-on collision, Rear end
collision, approaching or moving away from a train or station etc.
A14.2.31 Train Direction:This is the direction of the train as per Loco cab control
e.g. Forward or Reverse or Neutral. This direction is used for determining
roll back/ forward, reverses movement etc.
A14.3 INTRODUCTION
A14.3.1 Loco Equipped with TCAS equipment (Two Radio units, Two RFID
reader and Two one Loco Pilot Machine Interface LPOCIP each in
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one cab (LP OCIP) units) along with BTM unit (deactivated state) is
shall be running in TCAS territory.
A14.3.2 An additional knob shall be provided on LP OCIP to select for TCAS
or ETCS mode. The change in knob selection during running of the
train shall not have any effect on the operation of Loco. The change in
knob selection shall be considered only in standstill condition. For this
purpose, TCAS and ETCS Entry and Exit Boards shall be placed
along the track. They shall be part of working time table and Learning
of Loco Pilot.
A14.3.3 When the knob is selected in ETCS Mode in Standstill, the following
actions shall be taken by OBC:
A14.3.3.1 The Radio Antenna and RFID Reader shall be deactivated.
A14.3.3.2 Balise Transmission Module (BTM) shall be activated.
A14.3.3.3 The OBC shall conduct brake test as per main specification and
enter into standby Mode.
A14.3.3.4 Level selection configuration to be entered. Level-1 or Level-2 (only
position is received through balise).
A14.3.3.5 The train configuration parameters are to be entered.
A14.3.3.6 If SR mode is selected, after Starting and passing the first pair of
fixed & switchable balises, the OBC shall automatically change to
Full Supervision (FS) mode.
A14.3.3.7 In case of TPWS, TCAS shall observe release speed as specified by
Railway Authority from time to time.
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A14.3.4 When the knob is selected in TCAS Mode in Standstill, the following
actions shall be taken by OBC:
A14.3.4.1 Balise Transmission Module (BTM) shall be deactivated
A14.3.4.2 The Radio Antenna and RFID Reader shall be activated.
A14.3.4.3 The OBC shall conduct brake test as per main specification and enter
into standby Mode.
A14.3.4.4 The train configuration parameters are to be entered.
A14.3.5 Once the Balise Transmission Module (BTM) is activated, it excites
the trackside Balise and reads the Balise data when passing over
balise. This data will be communicated to Loco TCAS OBCunit.
Figure 1: TCAS Loco With BTM Unit
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A14.4 Balise Transmission Module- GENERAL REQUIREMENTS
A14.4.1 It is Aan On-board module for intermittent transmission between track
and train that processes Up-link as well as Down-link signals and
telegrams from/to a Balise. It interfaces the ERTMS/ETCS Kernel OBC
and the Antenna Unit.BTM unit is shall be built on Two-out-of-Two
Architecture to meet SIL-4 requirements.
A14.4.2 The BTM processes signals received from the onboard antenna and
retrieves application data messages from a balise.
i. Reads the message packets from Euro-balises through antenna.
ii. Decodes the message packets.
iii. Transmits the decoded packets to On Board Computer (OBC).
A14.4.3 Balise Transmission Module (BTM) shall generates 27MHz signal for
transmission through antenna. The balise becomes active due to these
magnetic waves (at 27 MHz) received from the on board antenna
fitted at the bottom of the cab. Once active, balise transmits the
necessary telegram to On Board through Air gap using FSK
modulation with 4.234 MHz centre frequency & deviation of 282.24
KHz. It BTM also decodes these messages received from trackside
through antenna & sends it to OBCEVC.
Figure 2: BTM Function
A14.4.4 Balise is composed of two loops (one for transmission & another for
reception) along with other circuitry. The entire assembly is
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hermitically sealed. Balises are fixed on the sleeper through which all
the trackside information (telegrams stored in LEU) are transmitted to
OBC using magnetic transponder technology.
A14.4.5 The MTBF of each sub-system of track side as well as On board
system shall be as under:
Sub-System Minimum MTBF (Hrs.)
BTM 25,000
Balise Antenna 1,00,000
A14.4.6 BTM antenna which is an external equipment shall have minimum
protection code of IP 67 (refer: ETCS Specification) and BTM shall
have minimum IP 64 protection.
A14.4.7 Balise Transmission Module: FUNCTIONAL REQUIREMENTS
A14.4.7.1 Functions:
i. Interface between OBC and Antenna
ii. Generate 27Mhz to energize the balise
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A14.4.7.2 Hardware Architecture
i. ALBT: Power Supply
ii. BTMU: Reception and processing Unit
iii. BCON: Connection and Watch dog module
iv. TX:27Mhz frequency Amplifier
v. BTMB: Mother Board (interconnections)
A14.4.8 Balise Transmission Module Parameter
Frequency Band 3951-4513 MHz
Contact Zone Length 2,6m Max
Maximum Operational Speed 500km/h
A14.5 Balise Transmission Module Antenna: GENERAL REQUIREMENTS
A14.5.1 Functions:
i. Transmit 27Mhz to power up the balise
ii. Receives telegram from the balise
A14.5.2 Hardware Architecture:
i. TXAN: Balise radiation module
ii. DTAN: Receiving module
iii. CNAN: Cable Connection module
A14.5.3 The Mounting of BTM Antenna from the Rail shall be within the below
prescribed limits:
Parameter Max(mm) Min(mm) Nominal(mm)
The distance between Bottom of
the BTM Antenna to Top of the
Rail
250mm 155mm 200±10mm
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A14.5.4 The On-board Antenna Unit shall provide power to the wayside Up-link
Balises by generating a magnetic field. This field shall be produced in a
transmit loop of the Antenna Unit, and induce a voltage in a reception loop
of the Up-link Balise. The induced voltage in the Balise shall be based
mainly on the vertical component of the magnetic field that flows through
the Balise loop. A Standard Size Up-link Balise and a Reduced Size Up-link
Balise exist. The definition of Balise size is related to the size of the
reference area that the performance of the Balise is related to. The field
distribution from the Antenna Unit shall be such that an Up-link Balise gets
enough power to be able to provide an output signal forming the contact
volume for the Antenna Unit in question. This also relates to the specific
Up-link Balise (Reduced or Standard Size) and the specific conditions.
The magnetic field shall be produced at a frequency of 27.095 MHz with
a tolerance of ±5 kHz. The signal shall be a continuous wave (CW). The
carrier noise shall be < -110 dBc/Hz at frequency offsets ≥ 10 kHz.
For detailed description please refer SUBSET- 036.
A14.6 List of Packets Programmed in Balise:
A14.6.1 Packet structure as in NCR:( The interoperability is applicable only if
this balise telegram structure is provided on Railways).
A14.6.2 Telegram
i. A telegram consists of one header and set of packets.
ii. A packet is set of multiple variables grouped together.
iii. A variable is basic unit used to encode single data value.
iv. A telegram consists of 1023 bits. Out of these 830 are user bits
and rest are used for ERTMS coding.
A14.6.3 Type of Packets
PACKET DESCRIPTION
Header Compulsory
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National Value (P#3)
Linking (P#5) Except in case of ambiguity;
When FSS at Red
Movement Authority
(P#12)
Except in Infill balise default
and RB and FB
Gradient (P#21) Associated with MA
Speed Profile (P#27) Associated with MA
Mode Profile Associated with MA; SB only
End of Information
(P#255)
Compulsory at the end of
telegram
A14.6.4 Structure of a packet
Number NID_PACKET Packet Identifier
Direction Q_DIR Specify for which running
direction the information is
valid
Length L_PACKET Number of bits in packet
Scale Q_SCALE Specify which distance
scale is used for all distance
information in the packet;
There is no Q_SCALE
variable in packets without
distance information
Information ............ Well defined set of
variables
A14.6.5 Header
i. Header gives the following information
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ii. Kind of telegram, ETCS language version and transmission media
iii. Number of balises and position of balises in a group
iv. Identify of balise group and message counter etc.
A14.6.6 Header Packet Structure:
Variable Length
(bits)
Value
(dec.)
Meaning Value
(bits)
Header
ERTMS
50
Q_UPDOWN 1 1 UP Link telegram 1
M_VERSION 7 16 UNISIG Class1 0010000
Q_MEDIA 1 0 Balise 0
N_PIG 3 0 Position in Group 000
N_TOTAL 3 0 Total no of balise
in the Group
000
M_DUP 2 0 No Duplicate
Balise
00
M_MCOUNT 8 255 Message Counter 11111111
NID_C 10 900 INDIA 1110000100
NID_BG 14 00301 Identify no of
Balise Group
00000100101101
Q_LINK 1 1 Linked
A14.6.7 National Value- Packet 3
The National Value is a set of parameters, defined by each railway
administration as independent form, which are used by the train when
no specific value is available from trackside. For example:
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i. SR, SH, UN, OS monitoring and how to release EB etc.mode
related speed, release speed, EOA override related speed.
ii. Advises On-Board of usage of Service brake for speed
A14.6.8 Total length bits for Packet 3 are 186 bits.
Packet type 3 186
Variable Length
(bits)
Value
(dec.)
Meaning Value
(bits)
NID_PACKET 8 3 Packet Identifier 00000011
Q_DIR 2 2 Both Direction 10
L_PACKET 13 186 Packet length 0000010111010
Q_SCALE 2 1 Distance scale 01
D_VALIDNV 15 0 Distance to start of
validity of national
values
000000000000000
N_ITER 5 1 1 data set are following 00001
NID_C(k) 10 900 INDIA 1110000100
V_NVSHUNT 7 2 SH mode SL (10km/h) 0000010
V_NVSTFF 7 30 SR mode SL(150km/h) 0011110
V_NVONSIGHT 7 2 OS mode SL(10km/h) 0000010
V_NVUNFIT 7 30 UN mode SL(150km/h) 0011110
V_NVREL 7 3 Release speed
permitted SL(15km/h)
0000011
D_NVROLL 15 2 Roll away distance
limit (2m)
000000000000010
Q_NVSRBKTR
G
1 1 Service Brake
Permitted
1
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Q_NVEMRRLS 1 1 EB release permitted
immediately
1
V_NVALLOWO
VTRP
7 0 Override section speed
(0km/h)
0000000
V_NVSUPOVT
RP
7 3 Override speed
permitted (15km/h)
0000011
D_NVOVTRP 15 200 Max overriding
permitted (200m)
000000011001000
T_NVOVTRP 8 255 Max overriding
time(255s)
11111111
D_NVPOTRP 15 0 Max overriding
reversing (0m)
000000000000000
M_NVCONTAC
T
2 2 T_NV CONTACT no
reaction
10
T_NVCONTACT 8 255 Infinite 11111111
M_NVDERUN 1 1 Drive ID change
permitted
1
D_NVSTFF 15 3276
7
Infinite 111111111111111
Q_NVDRIVER_
ADHES
1 0 Adhesion factor mod.
By driver not permitted
0
A14.6.9 Linking- Packet 5
A14.6.9.1 Linking information shall be composed of:
i. The identity of the linked balise group.
ii. Where the location reference of the group has to be found.
iii. The direction with which the linked balise group will be passed
over (normal or reverse)
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iv. The reaction required if a data consistency problem occurs with
the expected balise group.
v. D_LINK: Distance to next balise to be linked.
vi. NID_BG: Identification of balise to be linked.
A14.6.9.2 Total length bits for Packet 5 are 147 bits.
Packet type 5 147
Variable Leng
th
(bits)
Valu
e
(dec.
)
Meaning Value
(bits)
NID_PACKET 8 5 Packet identifier 00000101
Q_DIR 2 2 Both Direction 10
L_PACKET 13 147 Packet length 000001001
0011
Q_SCALE 2 1 Distance Scale 01
D_LINK 15 422 Distance to the next balise
linked BG
0000001101
00110
Q_NEWCOUNTRY 1 0 Same Country 0
NID_BG 14 0113
1
Identify number of next
balise group
0001000110
1011
Q_LINKORIENTAT
ION
1 1 Nominal Direction 1
Q_LINKRECATION 2 2 No reaction 10
Q_LINKACC 6 3 Accuracy in Meter 000011
N_ITER 5 2 2 data set are following 00010
D_LINK(n+1) 15 698 Distance to the next balise
linked BG
0000010101
11010
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Q_NEWCOUNTRY(
n+1)
1 0 Same Country 0
NID_BG(n+1) 14 0100
3
Identify number of next
balise group
0000111110
1011
Q_LINKORIENTAT
ION(n+1)
1 1 Nominal direction 1
Q_LINKRECATION
(n+1)
2 2 No reaction 10
Q_LINKACC(n+1) 6 4 Accuracy in meter 000100
D_LINK(n+2) 15 1619 Distance to the next balise
linked BG
0000110010
10011
Q_NEWCOUNTRY(
n+2)
1 0 Same Country 0
NID_BG(n+2) 14 0100
7
Identify number of next
balise group
0000111110
1111
Q_LINKORIENTAT
ION(n+2)
1 1 Nominal direction 1
Q_LINKRECATION
(n+2)
2 2 No reaction 10
Q_LINKACC(n+2) 6 6 Accuracy in meter 000110
A14.6.9.3 MOVEMENT AUTHORITY-Packet 12
i. The length of the movement authority is based on the Aspect of
the signal.
ii. Aspect control chart is used to define the length of Movement of
authority.
iii. The release speed and Danger point information’s are provided
in the Packet 12.
iv. Total length bits for Packet 12 are 95 bits.
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v. Movement of Authority Consist of Aspect, Section Speed and
length of Movement of Authority. Movement of Authority in-
formation varies with the aspect type.
vi. LEU default provides the most restrictive movement of authority
information of a signal. LEU default occurs in two cases:
vii. In the event of loss of connection of the LEU with the interlock-
ing.
viii. Signal No light condition.
Packet type12 95
Variable Length
(bits)
Value
(dec.)
Meaning Value
(bits)
NID_PACKET 8 12 Packet identifier 00001100
Q_DIR 2 1 Nominal direction 01
L_PACKET 13 95 Packet length 0000001011111
Q_SCALE 2 1 Distance Scale 01
V_MAIN 7 30 S.R.speed
restriction:150km/h
0011110
V_LOA 7 0 Permitted speed at the
LOA
0000000
T_LOA 10 0 Validity time for the
target speed at the
LOA
0000000000
N_ITER 5 0 No data set are
following
00000
L_ENDSECTI
ON
15 4352 Length of END
Section
001000100000000
Q_SECTIONT
IMER
1 0 Section time
information
0
Q_ENDTIME
R
1 0 No End section timer
information
0
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Q_DANGERP
OINT
1 1 Danger point
information
1
D_DP 15 100 Distance of danger
point
000000001100100
V_RELEASE
DP
7 6 Release speed 0000110
Q_OVERLAP 1 0 No overlap
information
0
A14.6.9.4 GRADIENT- Packet 21
i. The gradient information allows the train to make a precise calcula-
tion of the braking curves.
ii. A gradient value shall be positive for uphill and shall be negative for
a downhill.
iii. Total length bits for Packet 21 are 198 bits.
Packet type 21 198
Variable Length
(bits)
Value
(dec.)
Meaning Value
(bits)
NID_PACKET 8 21 Packet identifier 00010101
Q_DIR 2 1 Nominal direction 01
L_PACKET 13 198 Packet length 0000011000110
Q_SCALE 2 1 Distance Scale 01
D_GRADIENT 15 0 Distance to the next
change of gradient
000000000000000
Q_GDIR 1 1 Up hill 1
G_A 8 0 Gradient 00000000
N_ITER 5 6 6 data sets are
following
00110
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D_GRADIENT 15 311 Distance to the next
change of gradient
000000100110111
Q_GDIR(n+1) 1 0 Down hill 0
G_A(n+1) 8 1 Gradient 00000001
D_GRADIENT(n+2) 15 839 Distance to the next
change of gradient
000001101000111
Q_GDIR(n+2) 1 0 Down hill 0
G_A(n+2) 8 1 Gradient 00000001
D_GRADIENT(n+3) 15 226 Distance to the next
change of gradient
000000011100010
Q_GDIR(n+3) 1 0 Down hill 0
G_A(n+3) 8 1 Gradient 00000001
D_GRADIENT(n+4) 15 1557 Distance to the next
change of gradient
000011000010101
Q_GDIR(n+4) 1 0 Down hill 0
G_A(n+4) 8 1 Gradient 00000001
D_GRADIENT(n+5) 15 347 Distance to the next
change of gradient
000000101011011
Q_GDIR(n+5) 1 0 Down hill 0
G_A(n+5) 8 1 Gradient 00000001
D_GRADIENT(n+6) 15 353 Distance to the next
change of gradient
000000101100001
Q_GDIR(n+6) 1 0 Down hill 0
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G_A(n+6) 8 1 Gradient 00000001
A14.6.9.5 Static Speed Profile-Packet 27
i. The static speed profile is a parameter that gives; the maximum
permitted speed, that can be reached on the track based on physi-
cal characteristics of the track (curves, restriction to pass a
point......)
ii. The SSP is one of the data that allow the train to manage the super-
vision (FS, OS); for this the train will have to know the SSP
throughout the MA.
iii. Total length bits for Packet 27 are 86 bits.
iv. D_STATIC: Distance to adopt the mentioned speed.
v. V_STATIC: Max Speed to be permitted.
Packet type 27 86
Variable Length
(bits)
Value
(dec.)
Meaning Value
(bits)
NID_PACKET 8 27 Packet identifier 00011011
Q_DIR 2 1 Nominal direction 01
L_PACKET 13 86 Packet length 0000001010110
Q_SCALE 2 1 Distance Scale 01
D_STATIC 15 0 Distance to the next
discontinuity
000000000000000
V_STATIC 7 30 SSP:150km/h 0011110
Q_FRONT 1 1 No Train Length
Delay
1
N_ITER 5 0 No data set are
following
00000
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N_ITER 5 1 Number of data set
are following
00001
D_STATIC(n+1) 15 144 Distance to the next
discontinuity
000000010010000
V_STATIC(n+1) 7 6 SSP: 30km/h 0000110
Q_FRONT(n+1) 1 1 No Train length
delay
1
N_ITER(n+1) 5 0 No data set are
following
00000
A14.6.9.6 Mode Profile- Packet 80
i. Automatic Stop signal in Red aspect.
ii. Semi Automatic Stop signal in Red aspect with ‘A’ marker is lit.
iii. The length of the OS mode will be up to next signal. After receiving
a new MA at next signal, the onboard equipment will change the
mode from OS to FS.
iv. Total length bits for Packet 27 are 84 bits.
Packet type 80 84
Variable Lengt
h
(bits)
Valu
e
(dec.
)
Meaning Value
(bits)
NID_PACKET 8 80 Packet identifier 01010000
Q_DIR 2 2 Nominal
direction
10
L_PACKET 13 84 Packet length 0000001010100
Q_SCALE 2 1 Distance Scale 01
D_MAMODE 15 0 Distance to
mode change
0000000000000
00
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M_MAMODE 2 0 Required mode
to change
00
V_MAMMODE 7 2 Mode related
speed (10kmph)
0000010
L_MAMODE 15 1845 Required length
of the mode
0000111001101
01
L_ACKMAMO
DE
15 0 Acknowledgeme
nt distance
0000000000000
00
N_ITER 5 0 No data set are
following
00000
A14.6.9.7 End of Telegram- Packet 255
This packet should be placed at the end of each telegram so that the content of
the telegram can be interpreted by the On Board equipment.
Name of
Variable
No. Of
Bits
Value of
Decimal
Comment
NID_PACKET 8 255 Always equal to
255
A14.7 Infill Balise
If in level 1 a lineside signal clears, an approaching train cannot
receive this information until it passes the eurobalise group at that
signal. The Loco Pilot therefore has to observe the lineside 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 Eurobalise can be placed between distant and main signals
to transmit infill information; the train will receive new information
before reaching the signal.
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For Southern railway application, such infill balises will be installed
between Distant Signal and home Signals in all stations. The Home
Signal is the first controlled signal of a station and the distant signal is
uncontrolled entry signal into a station territory. The aspect of the
Distant Signal depends on the aspect of the Home Signals.
A14.7.1 Message transmitted by infill balises in the following chart:
Data Packet
Number
Total
Lengt
h of
the
Packet
Comments
Header 50 Define the direction of
balise, the ERTMS
version, the number of
balise in the group, the
position of the balise in
the group, the balise
identity, the country
Infill Location reference 136 38 Define the balise
reference (last signal
balise)
MA (Movement Authority) 12 95 Define the length of the
MA
SSP (Static Speed Profile) 27 114 For 3 profile sections
Gradient Profile 21 102 For 3 gradient
modifications on the MA
length
Linking 5 108 Linking with the 2
downstream Eurobalises
End of telegram 255 8
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A14.7.2 The Packet structure of other Railways will be standardized or else would
be communicated through Technical Advisory note.
A14.8 MAPPING OF SIGNALLING/TRACK PROFILE INFORMATION
RECEIVED FROM BALISE TO OBC OF (ETCS Vs TCAS)
TCAS ETCS
Purpose Field Size
(bits
)
Equivalent
Field
Size
(bits
)
CUR_SIG_INFO 11 Not Available ------
-
CUR_SIG_ASPECT 5 Not Available ------
-
NEXT_SIG_ASPECT 5 Not Available ------
-
MA_W_R_T_SIG 16 --- --- Movement Authority
with respect to signal
defines in Static
speed profile packets.
APPROACHING_STN_
ILC_IBS_ID
16 Not Available ------
-
NEXT Signal to
Signal on Approach is
form same Source
Interlocking.
Approaching_Sig_Dist 16 Not Available ------
-
TO_SPEED 4 Not Available ------
-
TO_SPEED_REL_DIST 16 Not Available ------
-
GRAD_MA_W_R_T_SI 16 --- --- Movement Authority
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G with respect to signal
defines in Static
speed profile packets.
A14.8.1 Mode Mapping:
A14.8.1.1 Train from ETCS FITTED SECTION to UNFITTED
SECTION(Section without ETCS)
When train passes over Exit balise, the OBC shall switch over to Staff Responsible
Mode. If the Loco pilot does not acknowledge within the LP reaction time then
service braking shall be initiated. ETCS. i. Subsequent to braking, pressing the SR button for acknowledgement,
the Service Brake shall be released.
ii. If brakes are not releasing even after acknowledgement, isolate the
OBC.
A14.8.1.2 Procedure for passing signal at ON (OVERRIDE)
After getting Authorization to pass EOA, Loco Pilot shall press the OVERRIDE
button., After passing the switchable balise of the signal at ON & after
acknowledgement by pressing ACK button, the mode shall changes to SR Mode.
A14.8.1.3 POST TRIP Procedure (Passing a Signal At On without Authority)
i. The Train gets Tripped and Trip mode flashes. EB is applied and
brings the
ii. Train to stop. EB is displayed at appropriate location.
iii. After pressing ACK button, EB is released and train will shall
come to post trip
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iv. Mode which will be displayed at IRLP OCIP.
v. After passing the next infill/switchable balise, the mode shall
changes to SR Mode.
A14.8.2 Loco Pilot Machine Interface
A14.8.2.1 Loco Pilot machine Interface (LP OCIP)
i. User friendly Interface between Motormen & OBC
ii. Facilitates feeding data to OBC and acknowledgements of
commands
iii. Receives information from OBC and displays through visual in-
dications as under:
a) Over speed
b) Brake Target Distance
c) Speed range 0-180KMPH
d) Numeric Actual Train Speed
e) LED bar with colours of
i. Speed Target value-Red
ii. Permitted Speed-Green
iii. Actual Speed-Yellow
iv. Brake Intervention and Release Speed-Orange
f) Mode Information (UN/SR/FS)
g) Level information (1 or 0)
h) Brake intervention SB or EB
i) Acknowledgements
j) Visual & Audible warnings
iv. Power require for LP OCIP is 110VDC, 100W.
v. LP OCIP Dimension is 300*230*150mm.
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A14.8.2.2 Modification in LP OCIP.
ETCS Loco Pilot Machine Interface (LP OCIP) shall be based on CENELEC LP
OCIP/ ERA LP OCIP Specification (ERA_ERTMS_015560) (LCD screen and
soft keys).
However following modification required for interoperable with ETCS:
Field Details to be shown in ETCS Mode
F1 ETCS Selected
D3,D2,D1 Blank till national value packet is amended.
J1,J2,J3 Blank
L1 Balise ID (B-ID),.Dir-N/R,
L2 Balise Distant (B-Dist)
M1,M2,M3 Balise Linking display
A14.8.3 Additional Messages to be added:
In addition to define Message in TPWS Specification following Message
shall also be added in Message List. (S.No. to be continuing from Previous
List as defined in TCAS Specification No. RDSO/SPN/196/2012 Version
3.1.1)
S.No Message List for Region H
47 SR/SH Mode- ETCSETCS Territory Entry
48 FS Mode- ETCSETCS Full Supervision Mode
49 ACK SR Mode – ETCS Territory Exit
50 Ballise Default telegram received
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A14.8.4 Missing balise/Balise default
A14.8.4.1 Balise Tracking / Balise Linking: This function is used to detect missing
or defective balises. The telegram which is transmitted from a balise to the
trains contains information on the distance to the next control point. If the
next control point is not registered within the distance, a balise linking
failure is registered. A control point is normally identified by two balises,
either two fixed or one fixed and one variable. The ETCS equipment shall
be capable of identifying missing balise and give suitable audio & visual
indication to Loco Pilot accordingly. This event shall be logged by the
system. The System shall be capable of taking following actions under
such condition:
i. Apply service brake to bring the train to a halt;
ii. Apply emergency brakes to bring the train to a halt.
iii. No action by On Board till the End of Movement Authority.
b. In this condition there will not be any audio visual alarm on the
LP OCIP for the Loco Pilot. However, the information of
missing balise will be recorded by the onboard system.
A14.8.5 Purchaser shall be able to program one of the actions as mentioned in
(a),(b) above and in case no option is specified by purchaser then by
default option (c) shall be taken by the system in case of missing balise.
A14.8.6 With reference to Railway Board’s letter No 2005/Sig/ETCS/DLI-
AGC/Vol.II dated 21.05.2010, to prevent unnecessary Service
Brake/Emergency Brake application, especially at low speeds, a speed of
25kmph may be fed in the Master Data(National Data) for movement over
turn out fit for 15kmph.
A14.8.7 When Radio communication is enabled, only positions received from
balise are to be recorded. Provision for the same shall be incorporated in
the software. The descriptions for working in ETCS level-2 territory will
be defined after the infrastructure is made available on Indian Railways.
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Annexure – 15
TCAS
Braking Algorithm
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A15.1 Introduction
TCAS shall follow the standard barking algorithm for uniformity.This sec-
tion gives an outlook on general braking behavior and typical parameters to
consider in calculation of braking distances. Typically, braking distances of
same types of trains follow a distribution. So, it is be possible to predict the
braking distance for a known type of a train which falls in a known braking
distribution. To calculate/estimate these braking distances the LOCO TCAS
should know the train type information which will be selected by Loco pilot
during start of mission. In this process the following assumptions are made
i. Brake system of the train functions as specified.
ii. wheel/rail adhesion is sufficient for the required deceleration
iii. Brake characteristics/Train type is correctly selected by Loco pilot
during SOM.
In the following sections essential things need to be considered in calcula-
tions of braking distances are mentioned.
A15.2 Elements effecting braking distances
i. Brake buildup times
ii. Traction cutoff interface
iii. Speed dependent deceleration values
iv. Gradient
v. SpeedMargins
A15.3 Brake Buildup times
A15.3.1 For trains when Brake is applied it takes some time to actually get the brake
force. This is called brake lag. This can be further divided into two parts,
Brake propagation time and brake build time.
A15.3.2 Brake propagation time is delay in building the braking effort(i.e time till
brake cylinders get the pressure). During this time actual braking effort is
zero.
A15.1.1A15.3.3 Brake build time is the time required from starting of braking effort
to till full braking effort is build. During this time partial braking effort
will be available.
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A15.4 Traction cutoff time
Traction cutoff time is time required by the train propulsion system to bring
the traction effort to zero. During this time the acceleration can be still exist.
LOCO TCAS should consider this delay and should estimate the speed by
the time traction becomes zero(only if acceleration is positive).
Speed dependent deceleration values
The deceleration values of train are a function of speed. LOCO TCAS
should have provision to store four speed dependent deceleration values for
a train type. These Deceleration valuesshall be acquired as part of train con-
figuration data during start of mission.
A15.5 Gradient
LOCO TCAS gets track gradient as a profile. LOCO TCAS have to
calculate the weighted average for gradient profile. This weighted average
should be compensated with rotating mass of the train. This rotating mass
percentage shall be acquired as part of train configuration data during start
of mission.
Ti
me
Decelera-
tion
T
p T
b
Ti
me
V_es
t
Traction
cut com-
mand
Tc
Speed
Decelera-
tion V
1 V
2
V
3
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A15.6 Speed Margins
Speed margins are used to avoid unnecessary LOCO TCAS intervention
while Loco pilot is driving at boundaries of allowed speed limits. Four
speed margins are defined in LOCO TCAS.
i. Warning Margin
ii. NSB Margin
iii. FSB Margin
iv. EB Margin
A15.7 Ceiling Speed Monitoring
Ceiling speed monitoring(CSM) is used when LOCO TCAS is monitoring
only MRSP(Most restrictive speed profile). When Vest(estimated speed)
crosses V_MRSP, LOCO TCAS gives visual indication on permitted speed
curve.
i. When Vest crosses (V_MRSP+Warning Margin) LOCO TCAS gives
Visual and Audio Alert.
ii. When Vest crosses (V_MRSP+NSB Margin) LOCO TCAS Applies
NSB.
iii. When Vest crosses (V_MRSP+FSB Margin) LOCO TCAS Applies
FSB.
iv. When Vest crosses (V_MRSP+EB Margin) LOCO TCAS Applies
EB.
v. Once LOCO TCAS intervenes it will release brakes only when
estimated speed falls below (V_MRSP+Warning). Margin
A15.8 Target Speed Monitoring
A15.8.1 Target speed monitoring(TSM) is used when Train is approaching target
area. A target is associated with a distance to target and target speed. In
TSM along with CSM functions LOCO TCAShas to compute additional
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brake commands based on current train position/speed and Approaching
target distance/speed.
A15.8.2 LOCO TCAS has to select most relevant display target(MRDT) for the
current position from available targets.
A15.8.3 For MRDT, LOCO TCAS has to compute EB intervention(EBI) distance,
FSB intervention(SBI1) distance. And in order to avoid EB intervention an
additional SB intervention(SBI2) has to computed using FSB brake lag.
A15.8.4 LOCO TCAS has to use most restrictive among SBI1,2(SBI) for FSB
application. Based on SBI LOCO TCAS has to compute Warning and
Permitted distances using Warning time and Driver response Time
respectively.
i. Emergency Brake intervention(EBI) = Emergency brake
Distance(EBD) + Distance traveled in EB buildup
ii. Service Brake intervention(SBI1) = Service brake Distance(SBD) +
Distance traveled in FSB buildup
iii. Service Brake intervention to avoid EB(SBI2) = EBI+ Distance
traveled in FSB buildup
iv. Effective Service brake intervention (SBI) = Most
restrictive(SBI1,SBI2);
v. Warning Distance = SBI + (Vest * T_warning)
vi. Permitted Distance = SBI + (Vest * T_driver)
vii. When train position crosses service brake intervention location and
speed is above (V_target+FSB Margin) , LOCO TCAShas to apply
FSB.
i.viii. When train position crosses emergency intervention location and
speed is above (V_target+EB Margin) ,
A15.8.5 LOCO TCAS has to apply EB.
i. For MA target if overlap is available then EBI has to use this overlap.
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ii. Train brakes takes some time(T_BrkRel) to make braking effort to
zero even after brake command is released. In case of target with
speed greater than zero there shall be a provision to release the
brake little early by considering T_Brkrel. This will be useful when
loco pilot is driving in extremes of allowed speed margins.
A15.9 Train Braking parameters Data
S.n
o
Parameter name Description Resolutio
n Byte
s
1 Train
Configuration
number
Serial number for Train configuration NA 1
2 Train Class Train type (LE-1,Passenger-2,Freight-3) NA 1
3 Train Description Name of the Train type (Displayed to LP in
selection)
NA 40
4 Train Max Speed Max permitted speed for this train
configuration
1 kmph 1
5 Train Max
Acceleration
Max possibleaccelerationfor this train
configuration
0.01 m/s2 1
6 Train Max
Deceleration
Max possibledecelerationfor this train
configuration
0.01 m/s2 1
7 Train Length Default train length meters 2
8 Train Load Weight of this train configuration in Tons Tons 2
9 Rolling Mass
percentage
Axle weight to Total Weight in Percentage NA 1
10 FSB Propagation
Time
Full service Brake Propagation Time 1 Sec 1
11 FSB Build Time Full service Brake Build Time 1 Sec 1
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12 FSB Release Time Full service Brake Release Time 1 Sec 1
13 EB Propagation
Time
Emergency Brake Propagation Time 1 Sec 1
14 EB Build Time Emergency Brake Build Time 1 Sec 1
15 EB Release Time Emergency Brake Release Time 1 Sec 1
16 ID Percent Intermediate deceleration percentage(0-100) NA 1
17 FSB DC1 FSB Deceleration value up to speed limit 1 0.01 m/s2 1
18 EB DC1 EB Deceleration value up to speed limit 1 0.01 m/s2 1
19 Speed Limit 1 Speed limit 1 1 kmph 1
20 FSB DC2 FSB Deceleration value up to speed limit 2 0.01 m/s2 1
21 EB DC2 EB Deceleration value up to speed limit 2 0.01 m/s2 1
22 Speed Limit 2 Speed limit 2 1 kmph 1
23 FSB DC3 FSB Deceleration value up to speed limit 3 0.01 m/s2 1
24 EB DC3 EB Deceleration value up to speed limit 3 0.01 m/s2 1
25 Speed Limit 3 Speed limit 3 1 kmph 1
26 FSB DC4 FSB Deceleration value above speed limit 3 0.01 m/s2 1
27 EB DC4 EB Deceleration value above speed limit 3 0.01 m/s2 1
28 Spare1 Spare parameter 1 NA 2
29 Spare2 Spare parameter 2 NA 2
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Annexure – 16
STCAS- STCAS Interface
Requirements
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A16.1 INTRODUCTION
A16.2 Scope and Purpose
A16.2.1 This document specifies the functional interface for the STCAS/TCAS
communication to perform an STCAS/STCAS handover according to the
principles and procedures in the Software Requirement System.
A16.2.2 The purpose of this annexure is to enable any pair of neighbouring Station
TCASs compliant with it to be interconnected so that STCAS/STCAS
handovers can be performed, independently of the functional characteristics,
service performance and safety of the concerned Station TCASs, which are
outside the scope of this annexure.
A16.3 Overview
A16.3.1 For an efficient handover, communication between two Station TCAS sys-
tems is required when a train is about to move from one Station
TCAS supervision area to the adjacent one.
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A16.4 Configuration Management
The following table lists configuration data related to the exchange of
messages for the STCAS- STCAS interface, which should be considered for
offline agreement.
Nr. Configuration items Description
1 System version applicable
for the interface
The applicable system version for the
interface is the lowest operated by
the neighbouring Station TCASs
(SOURCE_STN_ILC_IBS_VERSION)
2 Identity of the adjacent Station
TCAS
SOURCE_STN_ILC_IBS_ID
3 Identity of the border location Overlap starting location and
movement direction
4 Cycle time 2s
5 Primary or Secondary
communication partner
To establish the communication
session
A16.5 Station TCAS – Station TCAS Handover
A16.5.1.1 The STCAS/STCAS Handover principles are such that trains are able
to pass from one STCAS area to another automatically (without driver
action).
A16.5.1.2 An STCAS/STCAS handover performed by a train with only one
communication session available shall not result in performance pen-
alties.
A16.5.2 Handing Over Station TCAS
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A16.5.2.1 When the Handing Over STCAS detects that a route is set for a
train to enter another STCAS area, it shall send to the Accepting
STCAS the following information:
A16.5.2.2 The LTCAS identity of the on-board equipment.
A16.5.2.3 The border location that will be passed by the train when entering the
Accepting STCAS area.
A16.5.2.4 Current mode of the on-board equipment.
A16.5.2.5 Train Running Number assigned by Traffic Control System (TCS);
A16.5.2.6 Train length calculation information (if required)
A16.5.2.7 The Handing Over STCAS shall not send information to Loco TCAS
concerning the route in overlap area without receiving the corre-
sponding route information from the Accepting STCAS.
A16.5.2.8 It shall be possible for the Handing Over STCAS to request route re-
lated information from the Accepting STCAS, limited to a maximum
amount of data for 5 sections. Route related information is :
i. Overlap Sections Status (section clear status / signal aspects
status, track circuits and points status).
i.ii. Temporary speed restrictions in the overlap area.
A16.5.2.9 The amount of information to be sent between the STCASs is de-
pending on the implementation trackside.
A16.5.2.10 When the Handing Over STCAS receives a position report and de-
tects that the train has passed the border location, it shall inform the
Accepting STCAS to inform the signal man of the Accepting
STCAS that the train has entered the Accepting STCAS area.
A16.5.2.11 When the Handing Over STCAS receives a position report and de-
tects that the train has entered the overlap area, it shall send next sta-
tion ID to establish communication with next station.
A16.5.2.12 When the Accepting STCAS informs the Handing Over STCAS that
it has taken over the responsibility, the latter shall stop sending route
related information to the Loco TCAS equipment and shall also ter-
minate the radio communication.
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A16.5.2.13 When the Handing Over STCAS detects that the transition to the
Accepting STCAS has to be cancelled, it shall send this cancellation
information to the Accepting STCAS (including the train identifica-
tion).
A16.5.2.14 For instance, the cancellation procedure can be triggered by:
i. Change to a route which does no more include the overlap;
ii. The termination of Loco TCAS radio communication in the sta-
tion section at standstill.
A16.6 Loco TCAS equipment
A16.6.1 When receiving an order to switch to another STCAS at a given location,
the Loco TCAS equipment shall establish the communication session with
the Accepting STCAS.
A16.6.2 As soon as the Loco TCAS sends a position report directly to the Accepting
STCAS with its front end having passed the border, it shall use information
received from the Accepting Station TCAS.
A16.7 Accepting Station TCAS
A16.7.1 The Accepting STCAS shall keep route related information sent to the
Handing Over STCAS updated. In particular, this possibly includes tempo-
rary speed restrictions.
A16.7.2 As soon as the Accepting STCAS receives from the Loco TCAS equipment
a position report and detects that the front end of the train has passed the
border, it shall inform the Handing Over STCAS that it has taken over the
responsibility.
A16.7.3 If the Accepting STCAS receives a cancellation information from the Hand-
ing Over STCAS, it shall remove the received data corresponding to the Lo-
co TCAS equipment.
A16.7.4 The Accepting STCAS shall comply with the maximum amount of data
contained in the 5 sections only.
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A16.8 STCAS – STCAS Interface definition
A16.8.1 The protocol stack is shown in the below figure.
A16.8.1.1 The safety, retransmission and redundancy layers (safe communica-
tion according to EN 50159) shall be realised with the RaSTA proto-
col [RaSTA].
i. The transport layer shall be realised with UDP.
ii. The lower layers (network layer, data link layer and physical
layer) are defined by the PoS-Signalling, as defined in
[Eu.Doc.100].
iii. Communication Partner/Sub-system should support either two
RJ-45 interfaces or two LC fiber interfaces for redundancy.
iv. Communication Partner/Sub-system should support both IPv4
and IPv6
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A16.9 Application Layer Requirements:
A16.9.1 Communication partner requirements
The PDI connection is a connection between two communication partners.
Any one Station TCAS shall act as primary communication partner and the
other Station TCAS shall act as secondary communication partner.
A16.9.1.1 The primary communication partner shall have the role to:
i. Initiate the establishment of the PDI connection
ii. Supervise the PDI connection for connection losses (by means of
RaSTA)
iii. Re-establish the PDI connection after a connection loss
A16.9.1.2 The secondary communication partner shall have the role to:
Monitor the PDI connection for connection losses (by means of
RaSTA)
A16.9.1.2.1 Establishing the PDI connection:
The PDI connection is a connection between Stationary TCAS (Pri-
mary Communication partner) and Neighbour Stationary TCAS
(Secondary Communication partner).
i. As soon as the primary communication partner has achieved safe
operation (according to the assigned SIL level), the safe
communication shall be established in accordance with the
specifications in [RaSTA].
ii. The primary communication partner shall send a command PDI-
Version check, including the configured version of the Process
Data Interface protocol (PDIVer), to the secondary
communication partner as soon as the safe communication is
available.
iii. When the secondary communication partner receives the
command PDI-Version check, it shall
iv. Compare the reported PDI-Version sent by the primary
communication partner to its own version, and Send to the
primary communication partner a message PDI-Version check,
containing the result of the PDI-Version comparison, the version
of the Process Data Interface protocol (PDIVer) it has configured
and checksum data.
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A16.9.1.2.2 When the primary communication partner receives the message PDI-
Version check, it shall:
i. Check the PDI-Version comparison result, and Compare the re-
ported checksum data sent by the secondary communication
partner with its own stored checksum data.
ii. If the PDI-Version comparison is a match and the checksum da-
ta are identical or not applicable, the primary communication
partner shall send Overlap Section Status to the secondary
communication partner.
A16.9.1.2.3 If the safe communication to the secondary communication partner
terminates, the primary communication partner shall re-establish the
connection in accordance with [RaSTA] unless specified otherwise
for individual cases.The PDI connection is established if the follow-
ing conditions are satisfied:
i. the safe communication to the communication partner is
available
ii. the PDIVer shall be identical for both communication part-
ners
iii. the checksum data shall be identical or not applicable for both
communication partners
A16.9.1.2.4 As long as the PDI connection is established, the following functions
shall be available:
i. both communication partners shall issue commands and/or
messages.
ii. both communication partners shall receive and process
commands and/or messages.
iii. both communication partners may only send telegrams
which have been defined as valid for the aligned PDI version
of the PDI connection.
A16.9.1.2.5 If the PDI Version comparison gives a negative result, the primary
communication partner shall terminate the safe communication.
A16.9.1.2.6 If the checksum data are not identical, the primary communication
partner shall terminate the safe communication.
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A16.9.1.2.7 If the establishment of the PDI connection, measured from the send-
ing of the command PDI-Version check the receipt of the message
Initialisation Completed is not completed within a configurable time,
the safe communication shall be terminated. A diagnostic message
shall be issued. The safe communication is re-established in accord-
ance with [RaSTA]. The default value for the configurable time is
20s.
A16.10 Telegram structure
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type 2 bytes binary
03..04 Sender identifier 2 bytes binary
05..06 Receiver identifier 2 bytes binary
07..1023 Payload Max 1017 bytes
The value of byte “00” shall be:
Value Meaning
0xD0 Stationary TCAS – Stationary TCAS
A16.11 Messages exchanged with neighbour Stationary TCAS for connec-
tion establishment
Message Type Value Purpose
Command PDI version check 0x0101 Request to check PDI version
Message PDI version check 0x0102 Answer to check PDI version request.
Overlap Section Status
(Primary Partner)
0x0103 Primary partner shall transmit signal
aspects, track circuits and points status
in the overlap section to Secondary
partner.
Overlap Section Status
(Secondary Partner)
0x0104 Secondary partner shall transmit signal
aspects, track circuits and points status
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in the overlap section to Primary
partner as an acknowledgement to
Primary partner Overlap Section status
message
Train Handover Message 0x0105
Train Acceptance Message 0x0106
A16.12 Command "PDI-Version check" (Primary STCAS --> Secondary
STCAS)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type (0x0101) 2 bytes binary
03..04 Sender identifier Station ID
05..06 Receiver identifier Station ID
07 PDI version of sender 1 byte binary
A16.13 Message "PDI-Version check" ( Secondary STCAS --> Primary
STCAS)
Byte No Element Name Size(in bytes)
00 Specific protocol 1 byte binary
01..02 Message type(0x0102) 2 bytes binary
03..04 Sender identifier Station TCAS ID
05..06 Receiver identifier Station TCAS ID
07 Result PDI version check 1 byte binary
08 Sender PDI version 1 byte binary
09..24 Checksum data 16 bytes binary. MAC-Code based on
AES-128 encryption (16 byte) shall be
used for checksum data
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A16.14 Message "Overlap Section Status – Primary partner"
Byte
Numbe
r
Data Structure Element
Name
Size (in Bytes) Description
01..02 Message Type: 0x0103 (2 Bytes
binary)
Bytes 01 and 02 shall be
set to 0x0103.
03..04 Sender: Primary STCAS (2 Bytes
binary)
The message bytes 03..04
shall contain the pimary
station TCAS ID
05..06 Receiver: Secondary
STCAS
(2 Bytes
binary)
The message bytes 05..06
shall contain the
secondary station TCAS
ID
07 Total TSR (1 Byte binary) Total TSRs in overlap
zone
08 TSR Identity (1 Byte binary)
09..10 TSR start distance from
overlap reference RFID
(2 Bytes
binary)
11..12 Length of TSR (2 Bytes
binary)
13 TSR applicable class of
trains
(1 Bytes
binary)
14 Universal TSR (1 Byte binary) Universal = 0 to
200kmph.
Otherwise = 0xFF
15 TSR for Class-A Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
16 TSR for Class-B Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
17 TSR for Class-C Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
18 Whistle code (1 Byte binary) 0 – No Whistle
1 - Whistle blow
19..20 Total Elements (2 Bytes
binary)
The message bytes 07..08
shall contain the number
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Byte
Numbe
r
Data Structure Element
Name
Size (in Bytes) Description
of elements in the overlap
section
21..21+
n
All Elements Data (2 bytes
binary)
The message bytes
09..9+n shall contain the
image of all elements
status as per element
address. Bit position
indicates address and bit
value indicates the
element status (0-
pickedup, 1-drop down)
22+n...
n+37
Checksum data 16 bytes
binary.
MAC-Code based on
AES-128 encryption (16
byte) shall be used for
checksum data
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A16.15 Message "Overlap Section Status – Secondary Partner"
The secondary partner shall send this message as an acknowledgment to
primary partner “overlap section status” message
Byte
Number
Data Structure Element
Name
Size (in Bytes) Description
01..02 Message Type: 0x0104 (2 Bytes
binary)
Bytes 01 and 02 shall be set
to 0x0104.
03..04 Sender: Secondary
STCAS
(2 Bytes
binary)
The message bytes 03..04
shall contain the secondary
station TCAS ID
05..06 Receiver: Primary
STCAS
(2 Bytes
binary)
The message bytes 05..06
shall contain the primary
station TCAS ID
07 Total TSR (1 Byte binary) Total TSRs in overlap zone
08 TSR Identity (1 Byte binary)
09..10 TSR start distance from
overlap reference RFID
(2 Bytes
binary)
11..12 Length of TSR (2 Bytes
binary)
13 TSR applicable class of
trains
(1 Bytes
binary)
14 Universal TSR (1 Byte binary) Universal = 0 to 200kmph.
Otherwise = 0xFF
15 TSR for Class-A Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
16 TSR for Class-B Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
17 TSR for Class-C Trains (1 Byte binary) 0 to 200kmph
Universal = 0xFF
18 Whistle code (1 Byte binary) 0 – No Whistle
1 - Whistle blow
19..20 Total Elements (2 Bytes
binary)
The message bytes 07..08
shall contain the number of
elements in the overlap
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Byte
Number
Data Structure Element
Name
Size (in Bytes) Description
section
21..21+n All Elements Data (2 bytes
binary)
The message bytes 09..9+n
shall contain the image of all
elements status as per
element address. Bit position
indicates address and bit
value indicates the element
status (0-pickedup, 1-drop
down)
22+n...n
+37
Checksum data 16 bytes
binary.
MAC-Code based on AES-
128 encryption (16 byte)
shall be used for checksum
data
A16.16 Message "Train Handover Message"
The partner shall send this message when a train is required to be handed over to
the neighbour station TCAS.
Byte
Number
Data Structure Element
Name
Size (in
Bytes)
Description
01..02 Message Type: 0x0105 (2 Bytes
binary)
Bytes 01 and 02 shall be
set to 0x0105.
03..04 Sender: STCAS (2 Bytes
binary)
The message bytes 03..04
shall contain the Handing
over station TCAS ID
05..06 Receiver: STCAS (2 Bytes
binary)
The message bytes 05..06
shall contain the
Accepting station TCAS
ID
07..09 Frame Number (3 Bytes
binary)
1 to 86400 ((hr * 3600 +
mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No
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Byte
Number
Data Structure Element
Name
Size (in
Bytes)
Description
86399
10..11 Reference Signal foot RFID
from where overlap starts.
(2 Bytes
binary)
12..14 Loco TCAS Identity (3 Bytes
binary)
The message bytes 07..10
shall contain the Loco
TCAS ID which is
required to be handed
over.
15..18 Train Running Number (4 Bytes
binary)
This is the operational
train running number.
This value consists of up
to 8 digits which are
entered left adjusted into
the data field, the leftmost
digit is the digit to be
entered first. In case the
value is shorter than 8
digits, the remaining
space is to be filled with
special character “F”.
Value is binary coded
decimal – eg. 9999 9999
19 Loco TCAS mode (1 Byte
binary)
20 Track Identification Number
(TIN)
(1 Byte
binary)
21 Train length Information
status
(1 Byte
binary)
0 – No Train Length Info,
1 – Train Length Info
follows.
22..24 Train length measurement
start frame
(3 Bytes
binary)
The message bytes 07..10
shall contain the Loco
TCAS ID which is
required to be handed
over.
25 Train length measurement
start frame offset
(1 Byte
binary)
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Byte
Number
Data Structure Element
Name
Size (in
Bytes)
Description
26..28 Train length measurement
end frame
(3 Bytes
binary)
29+n..n+
44
Checksum data 16 bytes
binary.
MAC-Code based on
AES-128 encryption (16
byte) shall be used for
checksum data
A16.17 Message "Train Acceptance Message"
The Accepting Station TCAS shall send this message when a train is accepted
from the handing over station TCAS.
Byte
Number
Data Structure
Element Name
Size (in
Bytes)
Description
01..02 Message Type: 0x010 (2 Bytes
binary)
Bytes 01 and 02 shall be
set to 0x0106.
03..04 Sender: STCAS (2 Bytes
binary)
The message bytes 03..04
shall contain the
Accepting station TCAS
ID
05..06 Receiver: STCAS (2 Bytes
binary)
The message bytes 05..06
shall contain the Handing
over station TCAS ID
07..09 Frame Number (3 Bytes
binary)
1 to 86400 ((hr * 3600 +
mm * 60 + ss)+ 1)
Example :
00:00:00 - Frame No 1
00:00:02 - Frame No. 3
……
23:59:58 - Frame No
86399
10..11 Reference Signal foot
RFID from where
overlap starts.
(2 Bytes
binary)
12..14 Loco TCAS Identity (3 Bytes
binary)
The message bytes 07..10
shall contain the Loco
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Byte
Number
Data Structure
Element Name
Size (in
Bytes)
Description
TCAS ID which is
required to be handed
over.
15..18 Train Running
Number
(4 Bytes
binary)
This is the operational
train running number.
This value consists of up
to 8 digits which are
entered left adjusted into
the data field, the leftmost
digit is the digit to be
entered first. In case the
value is shorter than 8
digits, the remaining
space is to be filled with
special character “F”.
Value is binary coded
decimal – eg. 9999 9999
19 Loco TCAS mode (1 Byte
binary)
20 Track Identification
Number (TIN)
(1 Byte
binary)
21 Train Accept Status (1 Byte
binary)
0 = No Communication
1 = Communication es-
tablished
22.. 37 Checksum data 16 bytes
binary.
MAC-Code based on
AES-128 encryption (16
byte) shall be used for
checksum data
174462/2020/O/o ED/Tele-II/RDSO1091
ISO 9001: 2008
Effective from 17.0xx.508.201720
RDSO/SPN/196/20120 Version 3.2 4.0- 191-
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Train Protection System
Printed :
Prepared By:
JRE/S&T Checked By: ADE/Signal - 5
Issued By:
ED/irector/Sig-5Tele-II
Page 373 of 375
Annexure -17
TCAS
Station Master Operation
and Indication Panel
(SM-OCIP) Requirements
174462/2020/O/o ED/Tele-II/RDSO1092
ISO 9001: 2008
Effective from 17.0xx.508.201720
RDSO/SPN/196/20120 Version 3.2 4.0- 191-
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Train Protection System
Printed :
Prepared By:
JRE/S&T Checked By: ADE/Signal - 5
Issued By:
ED/irector/Sig-5Tele-II
Page 374 of 375
Introduction This document describes the SM-OCIP requirements to be used for the pur-
pose of Station TCAS System
A16.1 Requirements A16.2.1 SM-OCIP shall provide the following
i. LED Indications
ii. Switches
iii. LCD Panel
iv. Buzzer
v. 6 digits counter which are updated on SOS pressing
vi. Station Master’s key.
A16.2.2 It shall provide the following LED Indications on the Console
LED Name Color Description 1 HEALTH OK GREEN Indicates Station TCAS Healthy 2 HEALTH FAIL RED Indicates Station TCAS Un Healthy 3 SOS RED When SOS generated from Station
A16.2.3 It shall provide the following switches on the Console.
A16.2.4 SM-OCIP shall not allow switches functionality without SM-KEY insertion
into SM-OCIP
A16.2.5 A 4 Line X 20 Characters LCD panel shall be provided on the console for
Station TCAS for display purpose
A16.2.6 The SM-OCIP shall display the following information on LCD:
S.No Switch Name Color Description 1 COMMON BLACK Common switch to press along with
SOS switch 2 CANCEL BLUE To cancel the SOS from station 3 SOS RED To generate SOS from Station
174462/2020/O/o ED/Tele-II/RDSO1093
ISO 9001: 2008
Effective from 17.0xx.508.201720
RDSO/SPN/196/20120 Version 3.2 4.0- 191-
Document Title : Specification of Train Collision Avoidance SystemIndian Railway Automatic Train Protection System
Printed :
Prepared By:
JRE/S&T Checked By: ADE/Signal - 5
Issued By:
ED/irector/Sig-5Tele-II
Page 375 of 375
i. Station ID KMS Key Index, TSR Count along with the Station TCAS OK or
FAIL. (Line-1 shall display the “ID:00531 KI:XX T:XX” , Line-4 shall
display the “STNTCAS OK/SYSTEM LINK FAIL” ).
ii. Software checksums of all modules along with the Application data check-
sum shall be display On Pressing COMMON button, after 1 minute it shall
clear the LCD display.
iii. Sub - System faults information Station TCAS Manual SOS generated infor-
mation shall be displayed as follows (Line-2 shall display “SOS PRESSED”)
and Cancelled (Line-3 shall display “CANCEL PRESSED”)
A16.2.7 Station TCAS shall blink SOS LED in SM-OCIP console when manual SOS
is generated.
A16.2.8 Station TCAS shall drive Buzzer in SM-OCIP console when manual SOS is
generated
A16.2.9 Station TCAS shall increment the Electromechanical non-resettable counter
after pressing the manual SOS.
A16.2 Installation of SM-OCIP
The station TCAS shall be installed in the station Relay Room of the station
and the SM-OCIP shall be mounted on Station Master’s table or a nearby
wall such that it is accessible and visible to the Station Master. 12 Core sig-
nalling cable shall be used for button, counter & power supply. 10 pair PUF
cable shall be used for communication portion. The typical SM-OCIP looks
like the below diagram
174462/2020/O/o ED/Tele-II/RDSO1094
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