720 174462/2020/O/o ED/Tele-II/RDSO ISO 9001: 2015

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



Printed :



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)




Printed :



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




Printed :



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 ---




Printed :



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


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


Clauses

3.2.15, 4.2(viii)(ix), 4.4(ix),

Version 3.1.1 18.06.2012




Printed :



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


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




Printed :



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.




Printed :



Section-1




Printed :



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)




Printed :



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).




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



Section-2




Printed :



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




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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).




Printed :



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




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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)




Printed :



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.


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.




Printed :



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.


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.


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.




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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)




Printed :



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










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.




Printed :



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..




Printed :



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)



Message Type 1 0x91

Message Length 2


bytes from Date field to CRC

field (inclusive of both)




Printed :



Date 3 DD:MM:YY in Hex

Time 3 HH:MM:SS in Hex


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)



Message Type 1 0x92

Message Length 2




both)

Date 3 DD:MM:YY (in Hex)

Time 3 HH:MM:SS (in Hex)


0x22 – Loco TCAS


co TCAS ID in Hex

SIM ID 1 0x01 – Primary

0x02 – Secondary

OTP 4

OTP received in SMS, 4

character Alpha Numeric

Code


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)






Printed :



Message Type 1 0x93

Message Length 2




both)




0x22 – Loco TCAS


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


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)



Message Type 1 0x94

Message Length 2




both)




0x22 – Loco TCAS




Printed :




co TCAS ID in Hex


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)



Message Type 1 0x95

Message Length 2




both)




0x22 – Loco TCAS


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,




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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).




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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,




Printed :



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-




Printed :



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:




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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




Printed :



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.




Printed :



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




Printed :



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.




Printed :



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.


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




Printed :



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.




Printed :



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.


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,




Printed :



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.




Printed :



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.




Printed :



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




Printed :



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




Printed :



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,




Printed :



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.




Printed :



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 :


2.13.3.1.2 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




Printed :



2.13.3.1.7 System diagnostic tests

2.13.4 Type Tests

2.13.4.1 The following tests shall constitute type tests:





2.13.4.1.5 Card-level functional tests one card of each type


2.13.4.1.7 Environmental / Climatic tests

2.13.4.1.8 Vibration tests, abrasive environment 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 :





2.1.4.1.5 Card-level functional tests on all the cards



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-




Printed :



ty before inspection. The validation report of application data in proper format shall also

be submitted to the inspection authority in advance:


2.1.5.1.2 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.




Printed :



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




Printed :



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.




Printed :



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.




Printed :




Printed :



Annexure – 1

TCAS

Modes, Transitions & Functions


Printed :



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


Printed :



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


Printed :



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)


Printed :



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


Printed :



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


Printed :



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


Printed :



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)


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



Reverse Mode 1. Supervises Reverse Mode Speed (Configurable), Distance (configurable) and Timeout (configurable)



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)



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-


Printed :



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.


Printed :



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.


Printed :



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


Printed :




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


Printed :



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







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


Printed :



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


Printed :



A1.9. Configuration Parameters for Stationary TCAS


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


Printed :



Annexure – 2

TCAS

Driver Machine Interface (DMI)

Display Requirements


Printed :



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.


Printed :



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.


Printed :



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


Printed :



A2.4.2 Display Screen

A2.4.2.1 The Display screen shall have the divisions a follows


Printed :



A2.4.2.2 The various text layouts along the screen shall be as follows.


Printed :




Printed :



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.


Printed :



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


Printed :



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.


Printed :



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.


A2.4.2.3.6.1 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.


Printed :




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.


A2.4.2.3.8.1 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


Printed :



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


Printed :



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.


Printed :



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


Printed :



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).


Printed :



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


Printed :



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



A2.4.2.5.5.3 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.


Printed :



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.


Printed :



A2.4.2.4.9Region B8


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


Printed :




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


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).


A2.4.2.4.11.3 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.


Printed :



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


Printed :



A2.4.2.4.12 Region B11


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.



A2.4.2.5.3.5 The distances at which the markings need to be placed are as follows.


Printed :



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.


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



screen.


Printed :



A2.4.2.6 Region D

A2.4.2.6.1 The area shall encompass the Region D1, Region D2 and D3 region.


A2.4.2.6.3 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.


Printed :



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


Printed :



A2.4.2.6.6.5 Dimensions


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.


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


Printed :




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


Printed :



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


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.


A2.4.2.10.3 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.


Printed :



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.


A2.4.2.9.3 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


Printed :



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


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


Printed :



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.



A2.4.2.11.4.3 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)


Printed :



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.


Printed :



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).


Printed :



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.


Printed :



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.


Printed :



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).


Printed :



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.


Printed :



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


Printed :



A2.4.5.2 Options for Goods / Freight selection

GOODS / FREIGHT TYPES Selection

1. Goods BOXN 1000 – 1999 Ton




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



Enter Esc


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.


Printed :



Annexure – 3

TCAS

Multiple Access Scheme &

Radio Communication Protocol


Printed :



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.


Printed :



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.


Printed :




Printed :



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


Printed :



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”)


Printed :



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


Printed :



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


Printed :



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






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


Printed :



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


Printed :



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


Printed :



A3.3.3.2 Static Speed Profile Packet


PKT_TYPE 4 - 0000 - Undefined






- 0110 –Loco Access Request / Block Section Packet


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


SOURCE_STN_ILC_IBS_VERSION 3 1 to 7


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


Printed :




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


Printed :




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


seconds

LM_Gradient_Distance 9 LM_Type Value in Decameters i.e. ranging from 0 - 5.11 km


Printed :




(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”




….

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


seconds

LM_LC_Distance

(in Decameters)

11 LM_Type

=011


LM_LC_ID_Numeric 10 LM_Type

=011

Value Speed in kmph

00 0000 0000 Invalid


Printed :




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)


Printed :




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


Printed :



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 :


Printed :



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 A



LM_Static_Speed_Type 3 B



LM_Static_Speed_Type 3 C









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_Dir 1 0


Printed :





LM_Gradient_Dir 1 1



LM_Gradient_Dir 1 1



LM_Gradient_Dir 1 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











Printed :





- 000 0000 - 1 byte

- 000 0001 – 2 bytes

…………

- 111 1111 – 128 bytes


eg: 00:00:00 - Frame No 1

00:00:02 - Frame No. 3

……

23:59:58 - Frame No 86399






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


Printed :




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











- 000 0000 - 1 byte

- 000 0001 – 2 bytes

…………

- 111 1111 – 128 bytes


eg: 00:00:00 - Frame No 1

00:00:02 - Frame No. 3

……

23:59:58 - Frame No 86399






Printed :




GEN_SOS_CALL 1 Value Description

1 General SoS Call generated by Stationary unit

0 No SoS







FILL_ZEROs 6 Fill Zeros to make packet size in multiple of bytes (8 bits).


128

A3.3.4.5 Loco TCAS regular Radio Packet to Stationary TCAS units Field Size (Bits) Possible Values









Printed :





- 000 0000 - 1 byte

- 000 0001 – 2 bytes

…………

- 111 1111 – 128 bytes


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


Printed :



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.


Total 152


Printed :



A3.3.4.6 Loco TCAS Access Request / Block Section Radio Packet from Loco TCAS to Stationary TCAS units Field Size (Bits) Possible Values










- 000 0000 - 1 byte

- 000 0001 – 2 bytes

…………

- 111 1111 – 128 bytes


example: 00:00:00 - Frame No 1

00:00:02 - Frame No. 3

……

23:59:58 - Frame No 86399





TRAIN_SPEED 8 Value Description



MOVEMENT_DIR 2 Value Description

00 Direction of Movement of Train not established / unidentified




EMERGENCY_STATUS 3 Value Description



Printed :





010 SoS


100 Head ON Collision


110 Spare

111 Spare

LOCO_MODE 4 Value Description of Mode

0001 STAND_BY




0101 OVERRIDE

0110 ON_SIGHT

0111 TRIP

1000 POST_TRIP

1001 REVERSE

1010 SHUNTING

1011 NON_LEADING

1100 SYSTEM_FAILURE

1101 ISOLATION



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





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


Printed :




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





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.


Total 152 160


Printed :



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



- 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


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



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



Printed :




MOVEMENT_DIR 2 Value Description Spec 3.2





EMERGENCY_STATUS 3 Value Description Spec 3.2



010 SoS




110 Spare

111 Spare

LOCO_MODE 4 Value Description Spec 3.2

0001 STAND_BY




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


0 Ignore / Don‟t Care

1 to 125 Track Identity Number as per Track Section Occupied

126 Loco shed TIN


Brake_Applied 3 Value Description

000 No over speed, No brakes by TCAS




Printed :






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


208 bits


Printed :



A3.3.4.2 Track Profile Packet Size (bits) VALUE Description Remarks

PKT_TYPE 4 5

- 0000: Undefined













Revised

PKT_LENGTH 7


- 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


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


Printed :




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


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


Printed :




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.


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









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


Printed :




SUB_PKT_TYPE

4 4

- 0000: Undefined









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









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


Printed :




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









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





….

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


Printed :




SUB_PKT_TYPE

4 3

- 0000: Undefined









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


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


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


Printed :




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









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.


LM_TSR_ClassC_Speed 6 only if LM_TSR_Class = 1, LM_TSR_ClassB_Speed variable follow.


LM_TSR_Whistle 2 00 – No Whistle

01 - Whistle blow


Printed :




PADDING_BITS x Fill with Zeros

LOCO_Specific_MAC_CODE 32 Calculated for PKT_TYPE to PADDING_BITS

PKT_CRC 32


Printed :



A3.3.4.3 Access Authority Packet Size (bits) VALUE Description Remarks

PKT_TYPE 4 3

- 0000: Undefined













PKT_LENGTH 7


- 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


Unique Code, Valid values from 1 to 65530

(Purchaser Railway to Decide)


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








Printed :



A3.3.4.3 Access Authority Packet Size (bits) VALUE Description Remarks


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


Printed :



PKT_TYPE 4 10

- 0000: Undefined













PKT_LENGTH 7


- 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





TRAIN_SPEED 10

Value Description


401 to 1022 Reserved for future use


MOVEMENT_DIR 2

Value Description





EMERGENCY_STATUS 3

Value Description



010 SoS



Printed :





110 Spare

111 Spare

LOCO_MODE 4

Value Description

0001 STAND_BY




0101 OVERRIDE

0110 ON_SIGHT

0111 TRIP

1000 POST_TRIP

1001 REVERSE

1010 SHUNTING

1011 NON_LEADING

1100 SYSTEM_FAILUR

1101 ISOLATION


TIN 7

Value Description

0 Ignore / Don‟t Care

1 to 125 Track Identity Number as per Track Section Occupied

126 Loco shed TIN


Brake_Applied 3

Value Description

000 No over speed, No brakes 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



Printed :






MAC_CODE 32 Calculated for PKT_TYPE to Loco_Health_Status field


208 bits


Printed :



A3.3.4.5 Train Position Packet to CTC Size (bits) VALUE Description

PKT_TYPE 4 11

- 0000: Undefined













PKT_LENGTH 7


- 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



REC_DATA_LEN 6 Record length = 1 to 64 bytes

REC_DATA N Specific to each firm until this field is standardised



Printed :




Printed :




Printed :



Annexure – 4

TCAS

RFID Tag Data Format


Printed :



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.


TIN in Nominal Direction x38 - x32 7 Track Identification number encoun-

tered while traversing in Nominal direc-

tion(Incremental direction of absolute

location)


TIN in Reverse Direction x45 - x39 7 Track Identification number encoun-

tered while traversing in Reverse direc-

tion (Decremental direction of absolute

location)


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.


Printed :



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.



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


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





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





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





the territory

Fill Zeros 28 Zero padding to be done

CRC y63-y48 16 Compute CRC(Cyclic Redundancy

Checksum) to check the data integrity


Printed :



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.



(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.


TIN in Nominal Direction

x38 - x32 7

Track Identification number encountered

while traversing in Nominal direc-


location)


TIN in Reverse Direction

x45 - x39 7


while traversing in Reverse direc-

tion(Decremental direction of absolute

location)


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


Printed :



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


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




(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.


Printed :



Field

Signal Approach Tag Description

Bit posi-

tions

No. of

bits


TIN in Nominal Direction x38 - x32 7


while traversing in Nominal direc-


location)


TIN in Reverse Direction x45 - x39 7



tion(Decremental direction of absolute

location)


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


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





Total 128

A4.1.4 TIN Discrimination Tag Field Train Discrimina-

tion Tag

Description


Printed :



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




(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.


TIN in Nominal Direction x38 - x32 7 Track Identification number encountered

while traversing in Nominal

direction(Incremental direction of absolute

location)


TIN in Reverse Direction x45 - x39 7 Track Identification number encountered


tion(Decremental direction of absolute loca-

tion)


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


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


Printed :



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





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


Printed :



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


Tag.


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



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


Tag.


1023

3 Absolute Location X31 - X14

18 Geographical location of

the RFID Tag in terms

of decameters as per

Railway metrics or Lo-


Printed :



cation referred in the

Signal Interlocking Plan

of the respective sta-

tions.


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.


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


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


Printed :



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


ta.


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


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


Printed :





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.


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.


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)


5 TIN in Reverse Direction X45 - X39 7 Track Identification number

encountered while traversing in

Reverse direction (Decremental



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


Printed :



‘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.



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.



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


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


Printed :




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



after the Next Nor-

mal/Adjustment Tag in Reverse

direction.


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





Printed :





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


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


18 Speed beyond Next-to-next Tag in

Nominal direction



after the next to next Normal

/AdhjustmentTag in Nominal

direction.




there after.

00000 = 5 kmph

00001 = 10 kmph

|

|

|

|

10100 = 100 kmph

10101 = 110 kmph

|

|

11010 = 160 kmph






19 Speed beyond Next-to-next Tag in

Reverse direction



after the next to next Nor-

mal/Adjustment Tag in Reverse

direction.





Printed :



there after.

00000 = 5 kmph

00001 = 10 kmph

|

|

|

|

10100 = 100 kmph

10101 = 110 kmph

|

|

11010 = 160 kmph







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


Tag.


1023

3 Absolute Location X31 - X14 18 Geographical location of

the RFID Tag in terms of

decameters as per Railway


Printed :



metrics or Location re-

ferred in the Signal Inter-

locking Plan of the respec-

tive stations.


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



Redundancy Checksum) to

check the data integrity

7 Total 128


Printed :



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


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


is absolute-section

New addition


Printed :



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


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


is required


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


Printed :



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


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




Changed to 7 bits

from 8 bits


from next Normal Tag

to Next-to-

next Normal Tag in

Nominal Direction


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




Changed to 7 bits

from 8 bits


from next Normal Tag

to Next-to-

next Nomal Tag in Re-

verse Direction


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




Changed to 7 bits

from 8 bits


Printed :



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


Printed :




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


Set

X13 - X4 10 Unique ID of the RFID Tag. Val-

ue ranges from 1 to 1023


(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


tion

X43 –

X37

7 Track Identification number en-

countered while traversing in





tion

X50 –

X44


countered while traversing in Re-

verse

direction (Decremental direction

of absolute location)


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


valid when movement is in Re-

verse Direction or not

'1’ Station ID is valid in Reverse

Direction


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


Printed :




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


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


Printed :




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



Set

x13 - x4 10 Unique ID of the RFID Tag.



(1111111 11111111

11111111 : Not Applica-

ble)

(1111111 11111111


ble)

(1111111 11111111


ble)

x36 - x14 23 Geographical location of the


per





83,88,608

Changed to

meter reso-

lution

TIN in Nominal Direction x43 – x37 7 Track Identification number en-





TIN in Reverse Direction x50 – x44 7 Track Identification number en-


Reverse







section


section

New addi-

tion

Whether Station ID is val-

id in Nominal Direction


valid when movement is in

Nominal Direction or not


Direction


Nominal Direction

New addi-

tion

Whether Station ID is val-

id in Reverse Direction





Direction


Reverse Direction

New addi-

tion

Station ID Y5-Y0 &

X63-X54


placement,



New addi-

tion


Printed :




Field Bit Posi-

tions

No

of

bits

Description


(0=Nominal, 1=Reverse)


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


0 – Distance to signal not valid

Changed to

meter reso-

lution

Bits in-

crease to 10


CRC y63-y32 32 Compute CRC(Cyclic Redun-


data integrity. 32 Bit CCITT

CRC

CRC

changed to

32bit

Total 128


Printed :



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


(1111111 11111111

11111111 : Not Applicable)

(1111111 11111111


(1111111 11111111


X36 - X14 23 Geographical location of the RFID

Tag in terms of meters as per





Chang

ed to

meter

resolu-

tion

TIN in Nominal Direction X43 –

X37



Nominal direction(Incremental di-

rection of absolute location)


TIN in Reverse Direction X50 –

X44



verse






'1’ indicates section is auto-section


section

New

addi-

tion

Whether Station ID is valid



valid when movement is in Nomi-

nal Direction or not


Direction


Nominal Direction

New

addi-

tion







Direction


Reverse Direction

New

addi-

tion

Station ID Y5-Y0 &

X63-X54


placement,



New

adon

Fill Zeros Y31-Y6 26 Zero padding to be done Re-

moved


Printed :



A4.2.4 TIN Discrimination Tag

Field BIT PO-

SITIONS

No

of

bits

Description

CRC Y63-Y32 32 Compute CRC(Cyclic Redundan-



CRC

Total

128


Printed :



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



Set

X13 -

X4

10 Unique ID of the RFID Tag. Val-

ue ranges from 1 to 1023


(1111111 11111111


ble)

(1111111 11111111


ble)

(1111111 11111111


ble)

X36 -

X14



per





Changed to

meter reso-

lution


X37







X44



verse







section


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



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.



Printed :



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.


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-



CRC

changed to

32bit

Total 128


Printed :



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


(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


tion


number encountered

while traversing in

Nominal direc-

tion(Incremental di-

rection of absolute

location)

Value ranges from 0

to 127


tion


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


is auto-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


Printed :



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


jacent lines Value

range (1-127), 0=No

TIN


jacent lines Value

range (1-127), 0=No

TIN


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


Printed :



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


Unique ID of RFID Tag Set X13 - X4 10 Unique ID of the RFID Tag.



(1111111 11111111


(1111111 11111111


(1111111 11111111


X36 -

X14



per





83,88,608

Changed to

meter reso-

lution


X37







X44



Reverse







section


section

New addi-

tion




valid when movement is in

Nominal Direction or not

'1’ Station ID is valid in Nomi-

nal Direction

'0’ Station ID in not applicable


New addi-

tion







Direction

'0’ Station ID in not applicable


New addi-

tion

Station ID Y5-Y0 &

X63-X54


placement,

Note: 0 to be programmed if

Tag is not mapped to any station

New addi-

tion

Exit Applicable Direction



of exit of the TCAS territory

'1' if Reverse


Printed :



A4.2.7 Exit Tag

Field BIT PO-

SITIONS

No

of

bits

Description

'0' if Normal


CRC Y63-Y32 32 Compute CRC(Cyclic Redun-


data integrity. 32 Bit CCITT

CRC

CRC

changed to

32bit

Total 128

Annexure – 5A

TCAS

UHF Radio Modem Requirements


Printed :



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 /


Printed :



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


Printed :



* : 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


Printed :



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.


Printed :



Annexure – 5B

TCAS

LTE Radio Modem Requirements


Printed :



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


Printed :



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


Printed :



Annexure – 6

TCAS

RFID Fixing Arrangement Guide-

lines


Printed :



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


Printed :



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


Printed :



under “Staff Responsible” Mode until RFID tags & fixtures restoration is com-

pleted.


Printed :



Annexure – 7

TCAS

Network Management Monitoring Sys-

tem

Protocol


Printed :



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.


Printed :



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.


Printed :



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


Printed :



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


Printed :




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


Printed :




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


Printed :



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


Printed :



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)


Printed :



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


Printed :



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.


Printed :



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


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



Printed :



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


Printed :



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.


Printed :



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.


Printed :



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.


Printed :




Printed :



Annexure – 9

TCAS

Control Table Guidelines


Printed :



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:


Printed :



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.


Printed :



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:.


Printed :

Prepared By: JRE/S&T Checked By: ADE/Signal - 5 Issued By: Director/Sig-5 Page 263 of 375


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 264 of 375

Annexure – 10

Remote Interface Units


ISO 9001: 2008


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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)


01..02 Message type(0x0024) 2 bytes binary



43 PDI version of sender 1 byte binary

A11.4.8 M

essage "PDI-Version check" (EI --> TCAS)






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)






A11.4.10 M

essage "Start Initialisation" (EI --> TCAS)






A11.4.11 M

essage "Status Report Completed" (EI --> TCAS)






A11.4.12 M

essage "Initialisation Completed" (TCAS --> EI)






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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 -


the new status of a point.

TVP Section Sta-

tus (Track section

status)

0x0043 ILS TCAS Message from Subsystem -


the status of a TVP section.

LX Status 0x0044 ILS TCAS Message from Subsystem –


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 –


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 -


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


identifier of Subsystem -

Electronic Interlocking

23..42 Receiver: TCAS (20 Bytes text) The message bytes 23..42


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 -


tional identifier of the el-

ement given by data

preparation.





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


0x0001..0x7FFF.

61 - 62 Sub Group number (Reserved-

0xFFFF)

(2 bytes bina-

ry)




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)


72 V_TBV

NA for IR-0xFF

(1 Byte bina-

ry)



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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 Pos4 Junction Type Route Indication (right) 0x07 0x04



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


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




23..42 Receiver :TCAS (20 Bytes text) The message bytes 23..42



43..50 Station ID (8 Bytes text) The message bytes 43 -




ration.





whitespace


character (0x00)

Station code of IR (like

LKO for Lucknow)

51..58 Element ID (8 Bytes text) The message bytes 51 -



ement given by data

preparation.





whitespace


character (0x00).

Element name as per


acters)


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Byte

Number


59..60 Group number(Reserved-

0xFFFF)

(2 Bytes bina-

ry)




Value range:

0x0001..0x7FFF.

61..62 Subgroup number (Reserved-

0xFFFF)

(2 Bytes bina-

ry)




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


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


01..02 Message Type: 0x000D (2 Bytes bina-

ry)


0x0043..

03..22 Sender Identifier: ILS (20 Bytes text) The message bytes 03..22




23..42 Receiver Identifier: TCAS (20 Bytes text) The message bytes 23..42







ration.





whitespace


character (0x00)


LKO for Lucknow)

51..58 Section ID (8 Bytes text) The message bytes 51 -


tional identifier of the

section given by data

preparation.





whitespace


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Byte

Number



character (0x00)

Element name as per


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



ry)


0x0044












ration.





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Byte

Number



whitespace


character (0x00)


LKO for Lucknow)

51..58 Element ID

(8 Bytes text) The message bytes 51 -



ement given by data

preparation.





whitespace


character (0x00)

Element name as per


acters)

59..60 Group number(Reserved-

0xFFFF)

(2 Byte binary) The message bytes 59 -



Value range:

0x0001..0x7FFF.


0xFFFF)

(2 Byte binary)




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


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



ry)


0x0045












ration.






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Byte

Number


whitespace


character (0x00)


LKO for Lucknow)

51..58 Element ID (8 Bytes text) The message bytes 51 -



ement given by data

preparation.





whitespace


character (0x00)

Element name as per


acters)

59..60 Group number (Reserved-

0xFFFF)

(2 Bytes text) The message bytes 59 -



Value range:

0x0001..0x7FFF


0xFFFF)

(2 Byte binary) The message bytes 61 -



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


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


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


signal aspect at ON con-

dition

0x03 Trigger of “Flashing


signal dark

0x04 Revocation of “Flashing


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


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



ry)


set to 0x0002.












ration.






the NULL character

(0x00).


LKO for Lucknow)




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Byte

Number



ement given by data

preparation.





whitespace


character (0x00).

Element name as per


acters)

59 - 60 Group number (Reserved-

0xFFFF)

(2 Bytes bina-

ry)




Value range:

0x0001..0x7FFF.


0xFFFF)

(2 Bytes bina-

ry)




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


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)


69 Reason for stop in rear of signal (1 byte bina- Reserved for future use


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Byte

Number


ry)


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A11.10.3 Command "Signal Cancelling":

Byte

Number



ry)


set to 0x0003.












ration.






the NULL character

(0x00).


LKO for Lucknow)




ement given by data

preparation.





whitespace


character (0x00).


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Byte

Number


Element name as per


acters)

A11.10.4 Message "Signal Cancelling Reply"

Byte

Number



ry)


set to 0x0005.

03..22 Sender: TCAS (20 Bytes text) The message bytes 03..22


identifier of TCAS

23..42 Receiver: ILS (20 Bytes text) The message bytes 23..42


identifier of the Subsys-

tem - Electronic Inter-

locking





ration.






the NULL character

(0x00).


LKO for Lucknow)




ement given by data

preparation.


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Byte

Number






whitespace


character (0x00).

Element name as per


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



ry)


set to 0x0006.

03..22 Sender: TCAS (20 Bytes text) The message bytes 03..22


identifier of TCAS

23..42 Receiver: ILS (20 Bytes text) The message bytes 23..42


identifier of the Subsys-

tem - Electronic Inter-

locking





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Byte

Number



ration.






the NULL character

(0x00).


LKO for Lucknow)




ement given by data

preparation.





whitespace


character (0x00).

Element name as per


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


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


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


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


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)


Q_DIR 2 1 Nominal direction 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)





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


G_A(n+2) 8 1 Gradient 00000001


change of gradient

000000011100010


G_A(n+3) 8 1 Gradient 00000001


change of gradient

000011000010101


G_A(n+4) 8 1 Gradient 00000001


change of gradient

000000101011011


G_A(n+5) 8 1 Gradient 00000001


change of gradient

000000101100001



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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)





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


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)


Q_DIR 2 2 Nominal

direction

10



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


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







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



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)



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)




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


01..02 Message Type: 0x0103 (2 Bytes

binary)


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)


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)


shall contain the number


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Byte

Numbe

r


Name


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


Name



binary)

Bytes 01 and 02 shall be set

to 0x0104.

03..04 Sender: Secondary

STCAS

(2 Bytes

binary)


shall contain the secondary

station TCAS ID

05..06 Receiver: Primary

STCAS

(2 Bytes

binary)


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)


shall contain the number of

elements in the overlap


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Byte

Number


Name


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


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


Name

Size (in

Bytes)

Description


binary)


set to 0x0105.

03..04 Sender: STCAS (2 Bytes

binary)


shall contain the Handing

over station TCAS ID

05..06 Receiver: STCAS (2 Bytes

binary)


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


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)


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)



TCAS ID which is


over.

25 Train length measurement

start frame offset

(1 Byte

binary)


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Byte

Number


Name

Size (in

Bytes)

Description

26..28 Train length measurement

end frame

(3 Bytes

binary)

29+n..n+

44


binary.

MAC-Code based on



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


binary)


set to 0x0106.

03..04 Sender: STCAS (2 Bytes

binary)


shall contain the

Accepting station TCAS

ID

05..06 Receiver: STCAS (2 Bytes

binary)


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)




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Byte

Number

Data Structure

Element Name

Size (in

Bytes)

Description

TCAS ID which is


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



checksum data


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Annexure -17

TCAS

Station Master Operation

and Indication Panel

(SM-OCIP) Requirements


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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


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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
