In | SIGNALLING Higher capacity, assured safety with ETES -II signalling i aa i] ETCS level ll operation india is going to follow the signaling rules ofthe world ‘The European Train Control System (ETCS) that we are going to introduce is available only on 60,000 km across the world. At one go, we are going to invite tender for 60,000 km and that would be awarded to one party, so that our cost ofimplementationisless, Once the system of trains talking to each other isin place, we will not require the traditional signalling model, Every train will know where the next train is, which means that trains will runata difference of six to seven minut . Minister of Railways Piyush Goyal, at a post Budget conference. ‘A%76,000 Cr project for modernization of IR signalling has been included in TR Budget 2018 and IR may now be looking at ETCS Level 2 technology. Chandrika Prasad provides an insight. IR’s White Paper 2015, highlighted that most IR zones are in the range of optimal and higher than optimal uti zation ofline capacity and that 161 out of total 247 sec tions (659) are running at fall or above line capacity on its high-density network routes. An options concentrated investments in modera signalling. -_ The future is here ETCS Level Technology provides continuous transmis- sion of track side signalling & interlocking data in the driver's cab through safe radio links between a Radio Block Centre (RBC) and the train. ‘The RBCs are linked to interlocking units installed along the railway line, with the position of a train detected by | the track circuits /axle counter. An onboard computer ‘manages the functionality for ETCS Level 2 train borne system and provides tothe driver all the information viz current speed, speed maxima, Distance-to-Go (DTG) tc. needed for optimum driving, continuously monitoring allactions taken in terms of train safety and automaticaly 22 | Ratt Business (Foci ns | March 2018 activating emergency braking should the driver exceed the maximum speed limits. ETCS Signalling has been/being deployed in Europe, China, India, Saudi Arabia, Australi, New Zealand, Croatia, Libya, Slovakia, etc. and has become a practical world standard, The US Positive Train Control is a similar adaptation. Over 1,06,800 km networks have been equipped with ETCS (Levels 1&1) the world over ‘A.35-year development process ‘The European Institute of Railway Research, on request from UIC, began workon the European Train Protection & Contra system projectin 1991. ERTMS users’ group (initially DB, FS, SNCF, and later NS, RENEF) was formed in 1995 to specify uniform specification for inter- operability on the West European network. The first ETCS level 2 system was tested on the Olten - Luzern line in Switzerland during 2002. Initial runs were not successful and reversion to conventional signalling had tobe resorted to. Commercial deployment of ERTMS / ETCS Level 2 started on high speed linesin Europe and has been widely used on Chinese network (CTCS Level 3). In recent years it has become a tool to meet with line capacity challenges on rail networks. With its introduction on the Swiss Mattstetten ~ Rothrist section, 242 trains per day, freight and passenger, are being run, with a 110 second headway and 200 kph speed limit. On the Thameslink projectin UK, ERTMS /ETCS Level 2, the core signalling system, caries 24 trains each direction during peak times. Signalling on IR ‘The first signalling technology upgrade on IR in 19605 introduced electrical signalling systems like Centralized ‘Train Control (CTC) on Gorakhpur-Chapra & Bon- gaigaon-Changsari lines. Relay interlockings were intro- duced at stations like Churchgate and Howrah. A drive for indigenous manufacture was undertaken by IR signal workshops and the private sector. India-manufactured electrical signalling equipment for relay interlocking & colou light signalling were installed all over. A second signalling upgrade in the 1990s used microproc essor-based technologies for electronic interlocking, with advent of digital ale counters, audio-frequency track circuits, data loggers, GSM R communication & optical ‘Typical signalling layout Nas Ye 4 a SZ ree ge DDecongesting High Densty Routesfibers for data transmission, IR infact called for bids fora pilot project of radio based ETCS Level 2 Signalling con Delhi-Agra section in 2000. In the lat two decades mieroproces- sor based signalling systems are being progressively introduced. Electronic Intetlocking has been installed over 1148 stations (out of 7349 stations and 67368 Rkm), track detection by track circuit/anle counter over 31737 locations, GSM R radio for voice communication between driver and operation on 2415 route-km. ETCS level 1 (TPWS) has been provided 0275 route-km and tenders floated (orin process) for 3375 km track sec- tions and 893 in-cab locos /EMU /MEMU fitment. These installations are often scattered, not in sequence cor with future linkage and over 82% of IR stations still with conventional equipment. Introducing radio based ETCS L2 technology on this set up wil be the third Signalling Technology Revolution. What ETCS 2 will do Over 97% of IR double line sections ue still equipped with Absolute Block System, presently running 70 - 75 trains each way on a double line sec- tion, With introduction of radio based ETCSlevel2 Signalling system, it will be possible to run over 150 trans each way Raising Speed IRhas planned to raise train speed to 160-200 kph on its golden quackilat- «ral. Modernization with ETCS L 2 will enable raising speed on its net- work with fll safety and without any farther change in signalling ECS level 2 wil display maximum speed permitted on turn outs in driv er's cab, enabling fall speed potentials of turn outs being utilized. Monitoring from control centers, Atpresent train control from division- al control center is on voice instruc tions and manual except ata few lo cations like Tundla Control Centre (where a CTC system is being pro- {gressively introduced) and Mumbai suburban sections equipped with a train management system(TMS). ‘With ETCS L2, visual display of train movements at stations and in block sections can be displayed on VDU terminals at the 73 Divisional Control Centers, Train running disruptions ‘Train delay factors like fog will be addressed and become outdated. With introduction of ETCS level 2, Distance-to-Go information will be- ‘come available inthe driver ea. Radio communication Presently only 415 route kms of IR sections have been provided with GSMR radio voi IR still uses age old technology of VHE /UHE sets for communication between driver and station staff. ‘These sets have low range coverage and are not very reliable, asa result as soon as the driver leaves a station heis practically cut off from station/ control. The driver willbe in constant touch with GSM R radio based ETCS2 system with others for any emergency & operational informa- tion. Migration strategy To over lay ‘Made in India’ ETCS Level 2 signalling on conventional methods on IR is complex and re- quires a well thought of and mature implementation migration strategy Some critical issues requiring policy decision ae equipping new locos un- der manufacture with compliant cab equipment, upgrading TPWS to ETCS level 2, interfaces for existing and new electronic/ relay interlock- ing expanding band width ofallotted GSMR or LTE, track detection in block section, priority for the golden quadrilateral routes and a phasing plan. The most challenging task will be formulation and introduction of ETCS 12 operational practices in place of the conventional practices. Implementation will depend on IR’s policies on these critical issues. communication Some track side basic signalling equipment used for ETCS level 2 are already manufactured in India. Others like RBG, in-eab equipment etc. need to be initially imported, IR's desire to introduce modern ETCS Level 2 Sig- nalling on 60,000 Rkm network in six-year time is laudable and requires a bold implementation and migration strategy In the past, association of IR work- | SIGNALLING shops for indigenous development and manufacture of signalling & loco equipment has proved beneficial, en abling in-house availability of part supply, price control and knowledge build up. Successful development & manufacture of CTCS Level 3 equip- rmentby China is another case. These experiences need be kept in view ‘while formulating Make in India pol- icy for ETCSL2. ETCSlevel2, IR’s3ed signaling tech nology revolution, will bring a total change in tain operational practices While IR will carry out own in-house implementation planning, they will ddo wel by taking a participative ap- proach and forming an expert group including from industries & consult- ants, The downside | -Even while this ambitious project has been announced, project plan- ning for such a large investment is. stillata basicleve. Investments of this order will normally be preced- ed by suitable projectplanning that looks atall options determinesan approximate time line, projects funding and skill sets required. A summary indication of a single technology and construction pro- vider cannot substitute for a project report. IRhas been slow in implementing an ETCS Level 1 like project, | termed Train Protection and Warning System TPWS, even though the first efforts trace back to near 20 years. IR also invested in GSM based communication, in- stalling towers and loco equipment initially on the NF Railway and later in adjoining zones. ‘The project has provided litle re ‘tums anda companion trial of an anti-colision device has had a roll ercoasterride andis now not even mentioned. An alternative T-CAS is under field tals on the SC Rail. ‘way. All these are viable options that need to be addressed ina de- tailed project assessment. “The IR penchant for jumping into « project without adequate pre | ‘lan basprovena cham in the past | ieaatdae epee ae? Rail Business (ocu-nda}| March 2018 | 23