Train Collision Avoidance System

Train Collision Avoidance System Features

• Detection and Prevention of SPAD
• User friendly On Board Display of Signal Aspect.
• Maximum Section Speed Supervision and Control
• Maximum Loco Speed Supervision and Control
• Permanent Speed Restriction Supervision and Control
• Multi-vendor interoperability – free from monopoly
• Helpful in Foggy Weather
• Helpful at high speeds
• Centralized live monitoring of Train Movement
• Head On Collision Prevention
• Rear End Collision Prevention
• Side On Collision Prevention
• Manual SoS from Loco and Station
• Blowing horn while approaching Level Crossing Gate.
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Train Collision Avoidance System Functional Block Diagram
Stationary TCAS Block Diagram
TCAS – Station Equipment
TCAS Vital computer Interlocking
(Relay Room)

SM-OCIP

2x2=4
Antennae
Radio
Tower Unit

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 Train identification
RF antenna - for station communication
GPS antenna - time synchronization ( works ½ hour with out
it )
GSM antenna - Loco fault messages to be sent to hq
Security Encryption key as EN50159

Frequency -
one station 2 freq ( 1 tx & 1 rx)
5 Sets of frequencies
f1 & f2 - for station A
f3 & F4 - Station B
F0 - loco default frequency

frequencies are programmable - but the CRC changes

1.5 km in front of Distant signal ……
aspect will be displayed only short of 600 -
800 mts.
at 1 km one RFID tag with details of next tag
( 2 tags)
it two successive are missing then LS mode

158 time slots - one of them will be allotted to

train
Quad cable
 Side collision detection

● normally train should not stop in the mid section

● 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.
● Radio message for side collision telegram will be
radiated.
● 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 after transmission has started.
Stationary TCAS sub systems and functions

❑ The Trackside subsystem shall be comprised of

❑ RFID tag
❑ Stationary TCAS Unit

❑ Vital Computer
❑ Vital Input Card
❑ GSM Modem
❑ GPS Modem
❑ RF Modems
❑ Tower and Antennae:
❑ Antennae
❑ Tower
RFID Tags

❑ RFID tags are categorized as follows:

❑ Normal tag: 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 two normal tags in both the directions (Nominal &
Reverse)
❑ Signal foot tag: Signal foot tags shall be provided at foot of every
signal post
❑ Signal approach tag: Signal approach tags shall be provided before
the approach of (typically 150 ~ 250m) every signal post to correct
the odometry error.
❑ TIN Discrimination tag: TIN Discrimination tags shall be used to
indicate change in the TIN of track section. Normally it will be placed
at turnouts.
RFID Tags

■ LC gate tag (optional): shall be provided at both sides of

LC gate as required by operating Railway. Action in Loco
Cab for LC Gate approach would be a non-SIL requirement.
■ Tunnel tags: shall be provided in the tunnels (for future
use).
■ 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 location. Junction tag data shall not be used to
determine the train direction movement such as Nominal or
Reverse.
RFID Tags

■ 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).
TCAS : RFID Tag TIN Layout

Extract from RFID Tag

TIN Layout of Tandur
Vital Computer of Stationary TCAS

■ 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 information 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.
■ The interoperability requirements for the Stationary TCAS
Unit are related to the data exchange between the
Stationary TCAS Unit and the Loco TCAS unit, RFID Tag
Data, Network Management System (NMS) and Key
Management System.
■ Station/LC/IBS Vital Computer shall work with input voltage
of +24V or +110 V DC, (+30%, -20%).
Vital Computer of Stationary TCAS

❑ To interface with signalling inputs in fail-safe manner.

❑ Event Logging.
❑ Ethernet/E1 port and two GSM interfaces for connectivity
with Network Management System (NMS) and Key
Management System.
❑ To interface with OFC (E1 interface / Dark Fibre) / Quad
cable for connectivity with Remote Interface unit (minimum
four).
❑ USB interface for diagnostic purposes.
❑ To interface with Video Display Unit (VDU) to show real time
display of Loco movements and signal aspects of the yard.
GPS Modems, GSM Modems, RF Modems

❑ GPS Modems are provided for Real Time Clock

synchronization facility with GNSS clock to synchronize with
other TCAS systems in hot standby manner.
❑ GSM Modems are provided for exchanging Keys for Radio
Security from Key Management System in hot standby
modems.
■ Radio modems are used for the bi-directional exchange of
messages between Loco TCAS unit and Stationary TCAS
units in UHF full-duplex radio communication with hot
standby provision with separate cable & antenna for each
radio, to communicate with Loco TCAS units
SM Operation Cum Indication Panel

❑ Following indications/ buttons/ buzzers shall be given in the

Station Master’s OCIP:
Station Master’s Key
LCD display (4 Line x 20 char)
SoS indication
Health indication
Audio Buzzer
Three Push Buttons (Common, Generation and
Cancellation) to generate and cancel the SoS.
Electromechanical non-resettable 6 digit counter for
recording SoS operation.
Loco TCAS Block Diagram
TCAS – Loco Equipment

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Loco TCAS Subsystem

❑ Loco TCAS Vital Computer.

❑ RFID readers consisting of two RFID Reader Antenna in hot
standby.
❑ Loco TCAS Radio Unit consisting of two Radio Modems in
hot standby with separate cables and antennae for each
radio.
❑ Two Driver Machine Interface (DMI).
❑ Brake Interface Unit (BIU).
Loco TCAS Vital Computer

❑ 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 architecture shall be minimum 2 out of 2.
❑ The equipment shall work on DC supply source normally consisting of
accumulator battery and / or an auxiliary generator. The nominal and
limits of voltage in which the equipment shall operate satisfactorily are
as under.

Type of Nominal Voltage Limits of Voltage

Locomotive
Diesel-Electric 72 Volts DC 50 to 90 Volts DC
Electric 110 Volts DC 78 to 136 Volts DC
Loco TCAS Vital Computer

❑ Loco TCAS vital computer shall have provision for the following:
◻ To interface with train interface unit & brake interface unit.
◻ Event logging.
◻ Direction sensing type Speed Sensor interface for distance and
speed measurement.
◻ To interface with RFID reader to read RFID tags fitted on the track.
◻ To interface with Driver Machine Interface (DMI) consisting of display
arrangement & buttons/ switches for operation.
◻ Two GSM interfaces for connectivity with centralized Network
Management System and Key Management System.
◻ USB interface for diagnostic purposes.
RFID reader

■ Each Loco TCAS unit shall have two RFID readers for
getting the information from RFID tags fitted on the
trackside in hot standby manner.
■ Suitable to be fitted underneath Locomotive body & shall be
rugged enough to withstand vibrations.
■ 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 horizontal
plane.
RFID reader

■ 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.
■ Loco unit shall calculate the location of the train between
two RFID tags dynamically based on the distance travelled
from last RFID tag through speed sensing arrangement
provided on Locomotive.
■ 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.
TCAS Braking Symbols
BIU Scheme & Interface with IRAB

BIU Major Functions

– Independent Brake Application
– Formation/Automatic Brake Application
– BP Charging Cutout
– Emergency Brake Application

BIU Interface with IRAB

– Light Engine Brake (SA9).
– Normal Brake. (Drops 0.8 Kg/Cm2)
– Full Service Brake. (Drops 1.5 Kg/Cm2)
– Emergency Brake. ( Entire brake pressure is reduced to
zero)

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BIU Overview

BIU

SA9,A9

TCAS/DPCS/ BIU
BIU Pneumatic
DPWCS/TSS's
Control Unit Panel
IRAB
Panel

Electrical Interface Pneumatic Interface

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 BIU Overview
BIU has two sections,
1.Electronic Module – Communicate with TSS's/DPCS/DPWCS
and generate signals required for driving Valves/Relays. It is a
Microprocessor based system with fail safe control logic. It
reads Digital, Analog inputs and based on inputs it generates
outputs to interfacing units.

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BIU Overview

2.Pneumatic Panel – To interface with IRA Braking system. It

consists of valves and pressure sensors.

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Braking Algorithm
DMI Screen Shots
DMI Screen Shots
TCAS – RFID Tag & Fixture on Track
• RFID Tags provided in block
section at ~1 km and station yard
for each track and signals.
• Used for track identification,
correction of location of train and
train direction identification.

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TCAS – RFID Antenna

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TCAS : Radio Antenna on Diesel Loco

2 x GPS Antenna 4 x UHF Antenna

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TCAS : Network Management System

NMS Features:
•SMS through NMS for missing RFID
•SMS for any brake application command by TCAS Loco
•SMS for SPAD
•Real-time Display of train movement on NMS monitors.
•Ability to extract offline log like above through NMS
•Pseudo Real-time Display of "Speed V/s Location" and "Speed
V/s Time" including information whether brake command by
TCAS or not at least whenever MA is less than say 1.5 km in
Normal Mode.
TRAIN COLLISION AVOIDANCE SYSTEM
History
 TRAIN COLLISION AVOIDANCE SYSTEM
Passenger Train Trials
• After completion of Installation by Nov 2015, trials on Passenger trains
were started in Feb,16 on a single Passenger Train.
• Trials were extended to 7 passenger trains by Dec, 16
• Trials were stopped in Jan 17 to facilitate field testing for Radio Encryption
• Trial Reports of last few months :

Month Total Trips Issues / Trip LS Mode / Trip

August, 16 81 0.59 1.06

September, 16 56 0.52 2.21
October, 16 99 1.09 0.63

November, 16 141 0.81 0.35

December, 16 119 0.26 0.10

 TRAIN COLLISION AVOIDANCE SYSTEM
Current Status of development
Pending Item Current Status

Radio Encryption Radio Encryption is using to

meet the open transmission
system requirements, where
there is opportunity for malicious
attack
FDMA implementation In FDMA Scheme, Each
Stationary TCAS unit will have
different frequency pair to
communicate with Loco TCAS
units in its vicinity
Transfer of Static Speed Profile on Radio PSR information, Gradient and
LC gate position will be
communicated to the trains
Communication Mandatory Zone

■ The communication mandatory zone for a stationary TCAS

unit shall include at least two RFID tags prior to a distance
of 1km from first approaching signal of the respective
stationary TCAS unit.
■ The antennae for stationary communication system at
station/ IBS/ mid-section interlocked Gate unit 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).
■ In order to improve the throughput, on recognition of radio
message from a fresh loco pertaining to the territory of
Stationary TCAS unit, the Stationary TCAS unit shall
allocate a Timeslot and Frequency Channel pair for
Communication with that particular Loco unit.
Radio Encryption
• Radio Encryption is using to meet the open
transmission system requirements, where there is
opportunity for malicious attack, and cryptographic
defense measures are required (As per EN50159).
• By using the cryptographic technique malicious
attacks will be eliminated.
• Only Authenticated Systems communicate with each
other to ensure the safety of the system.
• Key Management System is developed to check for
authentication and distribution of secret keys.
• Authentication keys will change from time to time to
ensure the security.

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Radio Encryption

Process flow for authentication keys transmission

Multiple Access Scheme

■ Frame Cycle Time = 2 seconds.

■ Basic Time Slots = 78 (1.43 Seconds).
■ Each Time Slot contains 352 bits.
■ Nominated stationary TCAS to Loco TCAS slots = 50.
■ Nominated Loco TCAS broad cast slots in Block Section=12
■ Nominated Loco TCAS slots for SOS =4
■ Nominated Stationary TCAS slots for SOS=4
■ Access control message time slots = 4.
■ Slots left for frequency stabilization = 4 (wider).
Multiple Access Scheme

• Station TCAS and Loco TCAS units communicates

with each other for every 2 seconds.
• This 2 sec time is divided into multiple time slots from
P1 to P78. Each time slot period is 448 bits time.
• In every two second time frame, Station/Loco TCAS
System switch its frequency to default frequency (f0).
• 75 % of cycle time is used to communicate for regular
packets and 25% time is used for train detection &
emergency message communication.
• During f0 frequency time, Station detects the approach
of Locos and establishes communication.
• In Loco TCAS unit, f0 frequency time period will be
used to detect head-on & rear-end collisions.
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Multiple Access Scheme

• In FDMA Scheme, Each Stationary TCAS unit will have

different frequency pair to communicate with Loco
TCAS units in its vicinity.
• Station TCAS unit will have configuration to choose
its frequency for Radio communication.
• Two Adjacent Stations communicate with Loco TCAS
units without any interference.
• No issue, if radio communication coverage if falling in
the area of adjacent stations.

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Implementation of FDMA

f1 , f3 , f1 ,
f2 f4 f2
f0 f0 f0
TDMA Time Slots Overview

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 FDMA Features

• It is suitable for high traffic density section without

loosing TCAS safety functions.
• Each Stationary TCAS unit can communicate with 50
number of trains at a time without radio
communication interference with adjacent station
TCAS units.
• Additional time required to communicate Static Profile
packets suits for FDMA.
• Radio communication security protocol implemented
in FDMA scheme.

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Static Speed Profile

■ Speed profile of the track is fed in RFID tags in earlier

version.
■ In case of Tag missing, the information is lost
■ Any change in the PSR location leads to change in the
position of RFID tags and programming.
■ To overcome this issue, PSR information is communicated
from the Stationary TCAS system.
■ In addition to PSR information, Gradient and LC gate
position will be communicated to the trains.
■ Change in the PSR location, can be modified by changing
the Station Application Data.
TCAS Modes
TCAS Modes
Stand by Mode

❑ The Stand-By mode shall be default mode and shall not be

possible to be selected by the loco pilot.
❑ The Loco TCAS unit shall perform the Standstill Supervision
in Stand-By mode.
Staff responsible mode

❑ The Staff Responsible mode allows the loco pilot to move

the train under his own responsibility in TCAS territory.
❑ The Loco TCAS unit shall supervise train movements
against:
A ceiling speed Maximum Permissible Speed of the train/loco
Head on & rear end collisions prevention, when requirements
specified in Part B are met
SoS generation and emergency stop in case SoS is received, when
requirements specified in Part B are met
❑ If MA or SSP is received from Stationary TCAS unit, Loco
TCAS unit shall exit from this mode.
Limited Supervision Mode

❑ 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.
❑ If the permitted speed is available and is lower than the
maximum train speed the permitted speed shall be
indicated.
Full Supervision Mode

❑ The Loco TCAS unit shall be in the Full Supervision mode

when all train and track data including Static Profile 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 or Movement Authority till it
crosses at least one stop signal in OFF condition.
❑ Full Supervision mode cannot be selected by the loco pilot,
but shall be entered automatically when all the necessary
conditions are fulfilled.
Full Supervision Mode

❑ The Loco TCAS unit shall supervise train movements

against a dynamic speed profile.
❑ The Loco TCAS unit shall display the train speed, the
permitted speed, the target distance and the target speed to
the loco pilot.
Override Mode

❑ The Override mode enables the train to pass the signal at

danger.
❑ Entry to override shall be selected by the loco pilot.
❑ The Loco TCAS unit shall supervise the train movement
against a ceiling override speed (default : 15 kmph).
Onsight Mode

❑ The On Sight mode enables the train to enter into a track

section that could be already occupied by another train.
❑ On Sight mode shall be entered automatically.
❑ The Loco TCAS unit shall supervise train movements
against a ceiling speed of On Sight Mode (default : 15
kmph).
Trip Mode

❑ 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.
❑ The Loco TCAS unit shall perform the Standstill Supervision
in Trip mode
Post Trip Mode

❑ The Post Trip mode shall be entered immediately after the

loco pilot acknowledges the trip mode.
❑ 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.
Shunt Mode

❑ A TCAS equipped traction unit shall be capable of being

moved in shunt mode.
❑ Shunt mode shall be selected by the loco pilot. It shall only
be accepted when the train is at standstill.
❑ TCAS shall supervise Shunt Mode to a permitted speed
(Default: 15 kmph) and shunting limits.
❑ It shall be possible to manually select Shunting from Stand
By, Staff Responsible, Limited Supervision and Full
Supervision mode.
Reverse Mode

❑ 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.
❑ The Loco TCAS unit shall supervise train movements
against a ceiling speed (Reverse mode speed limit
configurable, Default: 15 kmph), configurable distance
(Default: 500m) and configurable time out (Default: 300s) for
which reverse movement is allowed.
Non Leading Mode
❑ 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 controlled) or NOT
electrically coupled to the leading engine (not remote
controlled)
❑ The Loco TCAS unit shall be entered manually into non
leading mode by the Loco pilot when the train is at standstill.
❑ The Loco TCAS unit shall not perform any train movement
supervision in Non-Leading mode.
❑ 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.
Isolation Mode

❑ In Isolation mode, the Loco TCAS unit shall be physically

isolated from the brakes.
❑ 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.
❑ There shall be a clear indication to the loco pilot that the
Loco TCAS unit equipment is isolated.
System Failure Mode

❑ 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.
Time out Distance and Speed supervision Defaults
in TCAS
S.No. Activity Time out Distance
(seconds)
1 LP reaction time 15
2 Head ON Collision Margin Distance -- 300m
3 Rear end Collision Margin Distance -- 100m
4 SOS timeout, trigger distance, Speed limit 60 3000m

5 Shunt Mode Speed limit Upto BSLB

6 Staff responsible mode
7 Limited Supervision mode

8 Override mode 240 MA<200m and LP

commands
9 Post trip mode 250m
10 Reverse mode 300 500m
11 Radio Cycle refresh rate 2 seconds
12 Auto Whistling of LC Gate 600m
13 Unusual stoppage in block section 15 seconds MA>300m
14 Termination of Radio Communication 120 seconds , no 1.5 KM from LSS
reception of radio
packet
Time out Distance and Speed supervision Defaults in TCAS

S.No. Activity Time out Distance

(seconds)
15 LS Mode 30, frame offset 15
16 Loco TCAS time slot time out 150-200 milliseconds
before current slot.

17 Train Trip <EOA+30m

18 Signal aspect and signal description made If last packet received is
blank more than 6 seconds

19 EOA 95%-100m
98% 150m

20 Slip/Slide 5KMPH

21 Updation after crossing Distance to Signal 8s 100m

22 MA held period in case of RF failure 6s

23 MA held for signal aspect transitions 2s
24 RIU time out 6s
 TRAIN COLLISION AVOIDANCE SYSTEM
Further Developments Planned

The following items are also being taken up

• Trials with CCB & E70 loco : One loco with CCB interface
and two locos with E70 brake interface have been
nominated in coordination with Electrical Directorate.
• Trials at 160 kmph : BAAD station in NCR on Delhi-Agra
route has been identified for conducting field trials at 160
kmph.