Final Draft Spec of CTC

Document no. RDSO SPN /212/2020 Version 1.
0 Date Effective:
Document Title : Specification for Train Management System/Centralized Traffic Control
(TMS/CTC)
RESEARCH DESIGNS & STANDARDS ORGANISATION

MANAK NAGER, LUCKNOW - 226011
DRAFT SPECIFICATION FOR

Train Management System/Centralized Traffic Control (TMS/CTC)
Specification No. RDSO/SPN/212/2012

Version 0.2 (Draft)
Printed:
Prepared By: Checked By: Issued By: DirectorSignal-6 Page 1 of 61
JE/Signal DD/Signal
Document no. RDSO SPN /212/2020 Version 1.0 Date Effective:
(TMS/CTC)
DOCUMENT DATA SHEET

Designation Version
RDSO/SPN/212/2012 0.2 (Draft)
Title of Document
Draft Specification for Train Management
System (TMS}
Authors:
Ajay Verma
Designation: Exe. Director/Signal-III, RDSO
Approved by
Name: Upendra Bhumij

Designation: Principal Executive Director/
Signal, RDSO
Abstract
This document defines specification for Train Management System (TMS)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
DOCUMENT CONTROL SHEET
NAME ORGANISATION FUNCTION LEVEL
K.K. Singh RDSO Member Prepare
Ajay Verma RDSO Member Review
Upendra Bhumij RDSO Approving Authority Approve
Printed:
JE/Signal DD/Signal
(TMS/CTC)
AMENDMENTS
Specification No. Version Amendment Amendment Effective

Details date
RDSO/SPN/212/2012 0.1 - draft -
RDSO/SPN/212/2012 0.2 Updating with
Comments and
suggestions
received from EOI
participants
RDSO/SPN/212/2020 Ver. 1.0 Final draft after
adding details of
various sub system
on the basis of
input given
provided by stake
holders( firms&
Railway)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Table of Content
Page
No.
0. Foreword 6
1. Scope 7
2. Basic requirement of TMS 7
3. Functionalities of TMS 11
4. Log and Alarm System 21
5. Decision Support System (DSS) 22
6. Field interface unit 23
7. Backup control centre 23
8. National control centre 24
9. Software Details 24
10. Technical requirement of TMS system 25
11. Video display system 27
12. Features of CTC terminals 31
13. Various interface requirements 37
14. Communication network 41
15. Integration with Mobile Train Radio System 43
16. Power Supply 43
17. Lightning & Surge Protection Tests & Requirements 44
18. Test Procedure 44
19. Marking 45
20. Documentation 46
21. Packing 46
22. Warranty 46
23. Information to be furnished by the Purchaser 47
Annexure-I Indicative Alarm List 48
Annexure-II Tech detail of Laser based rear projection system 51
Annexure-III Calculation of video wall size 53
Annexure-IV Methodology of Integration between CTC and COA 58
Annexure-V Tech details for Lightening & surge protection 59
Printed:
Prepared By: JE/Signal Checked By: DD/Signal Issued By: DirectorSignal-6 Page 5 of 61
(TMS/CTC)
FOREWORD:
0.1 This specification is issued under the fixed serial number RDSO/SPN/212 followed by
the year of adoption as standard or in case of revision, the year of latest revision.
0.2 Whenever, reference to any specification appears in this document, it shall be taken
as a reference to the latest version of that specification unless the year of issue of the
specification is specifically stated
0.3 Abbreviation:
Abbreviation Full form

ARS Automatic Route Setting
BCC Backup Control Center
COTS Commercial Off The Shelf
CTC Centralize Traffic Control
DSS Decision support system
EIS External Interface Server
ERTMS European Rail Traffic Management System
ETCS European Train Control System
FES Front-End of communications
GUI Graphical User Interface
HMI Human Machine Interface
IXL Interlocking
JMS Java Messaging Service
LOW Local Operator Workstation
ML Main Line
NCC National control centre
NTP Network Time Protocol
OCC Operation Control Center
PDF Portable Document Format
Passenger Information Display System / Public
PIDS/PA
Announcement
R&P Record and Playback
TDS Train describer system
TMS Traffic Management Systems
SCADA Supervisory Control And Data Acquisition
SIL Safety Integrity Level
SNMP Simple Network Management Protocol
TSR Temporary Speed Restriction
VDU Visual Display Unit
XML eXtensibleMarkup Language
Printed:
JE/Signal DD/Signal
(TMS/CTC)
1.0 SCOPE:
1.1 This specification covers the functional requirements of Traffic Management Systems
(TMS)/Centralised traffic control (CTC) system for carrying out following functions:
1.1.1 Centralized Operation of Signalling Systems for a large section encompassing multiple
interlocked stations and LC gates.
1.1.2 Centralized Real time Monitoring of Train Traffic for enabling efficient decision making
for traffic control of large section.
1.1.3 Interfacing & real time data sharing with ETCS L-2/KAVACH, COA, Crew management
system, PA system at station etc.
1.1.4 This system should have facility of Automatic route setting (ARS), Long route setting,
Route stacking command for avoiding repetitive operation by controller.
1.1.5 The system shall be able to generate various MIS report, train graph and detect and
manage alarms and logs generated in the system.
1.2 The system shall enable interconnection with other TMS of adjacent Sections/ Backup
control centre (BCC)/National control centre (NCC).
1.3 The system shall be designed to be Modular, Robust, Scalable, Fault tolerant and
based on Open architecture.
2.0 BASIC REQUIREMENTS FOR TMS:

2.1 SYSTEM RESPONSE TIME:
2.1.1 The system shall be so designed so as to achieve the overall objective of providing
real time information related to train operation in section proposed to be covered by
TMS. The following response time shall be considered in design.
2.1.2 The response time between a change of state at a way side station and its display at
central control shall not be greater than 2 Seconds.
2.1.3 The time taken between initiation of a query relating to data /result /report and its
response on terminals shall be as fast as possible and be never more than 3 seconds
for report upto 2 pages.
.
2.2 System Availability criteria shall be as follows:
2.2.1 For critical functions and interfaces: 99.99% (Train Describer, Traffic control, Live
indications on control terminals and wall display, remote operation of wayside
signalling).
2.2.2 For non-critical functions and interfaces: 99.97% (passenger information systems, time
table management, ARS, Crew & Rake controls, MIS reports etc).
Printed:
JE/Signal DD/Signal
(TMS/CTC)
2.3 Spare capacity:
2.3.1 The systems shall not use more than 40% of the available CPU in normal operation
and shall not use more than 60% of the CPU in rush hour. Calculations shall be
performed on most demanding 10 seconds periods of operation.
2.3.2 The system shall leave a minimum of 45% RAM available.
2.3.3 The disk space shall be sufficient to store 30 days of historical data and leave 50% of
free space available.
2.5 Hardware and Operating Systems:
2.5.1 The TMS must be based on proven, non-proprietary and largely distributed hardware,
software and communication protocols.
2.5.2 The hardware of the system shall be based on the proven design philosophy and shall
be fault tolerant and modular.
2.5.3 The specification of the server shall be based on latest configuration available at the
time of supply.
2.5.4 Servers shall be 19” rack mount, with 2RU/4RUmaximum height or other to be
approved by Railway.
2.5.5 Servers shall be a current product offering of a reputed server manufacturer. It should
be approved by engineer in charge.
2.5.6 Server’s operating systems shall be either Windows or LINUX, in line with the leading
server market distribution.
2.5.7 Workstations shall be Linux/Windows-based, current product offering of a reputed

make, Type of work station shall be decided & approved by engineer in charge.
2.5.8 The TMS database shall be based on a leading Relational Database Management
System such as SQL*Server or Oracle. Good open source data management system
like postgre SQL, mySQL, SQLite, mariaDB, Cassandra, neo4j, Firebird, orient
DB,CUBRID can also be used with the approval of Railway.
2.5.9 It should be possible to access Data from individual sub system by different user on
real time basis.
2.6 Environmental:
2.6.1 Design of OCC shall be as per ISO-11064 “Elements of Good Control Room Design”.
Environmental aspects should be as per ISO-11064 part 6.
2.6.2 The servers and workstations shall comply with operation at 0-45 deg C system inlet
temperature range at sea level.
2.6.3 The system shall be provided with A/C equipment with independent control of
temperature as required depending on the equipments.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
2.7 Redundancy:
2.7.1 The system shall be configured with redundant communication interfaces to the
signaling system. When one communication link is lost, the system shall switchover
to redundant communication links without loss of information. When a system fails, it
shall switchover to its backup without loss of information.
2.7.2 Redundancy shall be built in the hardware both in the external equipment interface and
also in the TMS network equipment interfaces/ link such that no single failure will lead
to shut down of the TMS functioning.
2.7.3 Server redundancy shall be based on a dual-active or hot-standby redundancy

architecture.
2.7.4 The switchover of communication links or servers shall be transparent to the user.
Server switchover shall be accomplished in less than 5 seconds upon the detection of
a failure.
2.8 Interlocking Interface:
2.8.1 Interlocking interface shall be based on open, non-proprietary standards. All details of
interlocking interfaces including data structure, CRC, Checksum details, communication
process & protocol shall be shared by the TMS vendor. TMS product shall develop
necessary protocol converter for interfacing with different interlocking system. Protocol
of interlocking system shall be made available by Railway in liaison with interlocking
vendors. TMS- EI interface document (based on EULYNX’s TCS-ILS interface
document) shall be followed for interfacing TMS with field EI system. In case EI system
does not support EULYNX std, in that case OEM of TMS can design his own
scheme/protocol for interlocking interface as stated above.
2.8.2 TMS product certification by RDSO empaneled ISA to the effect that development
process, design, manufacture & validation is as per Safety Integrity Level 2 as defined
in CENELEC Standard EN 50128 & EN 50129. For deployment on a line / section /
project, ISA certification is not mandatory.
2.8.3 Critical functions like operation of point/signal/level crossing with Interlocking shall be
initiated by operator at OCC and then only interlocking accepts it as a valid request.
2.9 Acquisition Protocols:
2.9.1 The acquisition protocols shall be event driven, with polling utilized only if necessary.
2.9.2 The acquisition protocols shall include time stamping and CRC and checksum
checking, CRC and checksum shall be propagated to the data throughout the
processing.
2.9.3 The TMS shall be capable of interfacing to compliant set of external servers for
communications to remote terminal units, programmable logic controllers and other
data sources.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
2.9.4 Communication Status – Communication status to devices shall be monitored by the

communication server and reported as server items/tags to the TMS system. Detailed
communications status shall be available via communication server error and
diagnostic displays.
2.9.5 Multiple Clients – The communication server(s) shall support connections from
multiple clients for operation, maintenance and diagnostics functions. An
communication test client shall be provided to allow communication servers, devices
and items to be browsed.
2.10 Safety:
2.10.1 .TMS system shall be Developed, designed, manufactured and validated to Safety
Integrity Level 2 as defined in the CENELEC standard, EN50128. All potentially unsafe
effects of safety-related functions performed by TMS shall be mitigated by mandatory
interaction with SIL4 subsystems such as Interlocking, KAVACH, ETCS etc.
2.10.2 Network and system security shall be as per IEC 62443-2-1: Establishing an industrial
automation and control system security program. Provision of suitable Firewall and
security software to be used.
2.11 Logon
2.11.1 It shall be possible to partition the TMS system on multiple levels to control distribution
of alarms and events and to provide security.
2.11.2 Partitions shall be used to determine if a particular alarm or event is routed to a specific
HMI user and to validate if that user can execute a control or function.
2.11.3 The TMS system shall support the division into functional partitions. Each functional
partition shall represent a function such as sectional control, ASM etc.
2.11.4 The TMS system shall support the division into geographic partitions. Each partition
shall represent a geographically related group of assets.
2.11.5 Each indication, control, alarm and user action shall be assignable to anyone or
multiple functional partitions.
2.11.6 Each indication, control, alarm and user action shall be assignable to one geographical
partition.
2.11.7 Functional and geographical partitioning shall be assigned to a user upon logon to the
TMS.
2.11.8 TMS shall verify that all geographic partitions are covered by a controller during
operations.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.0 FUNCTIONALITIES OF TMS:
The system broadly envisages the functionality as described below:
3.1 Live Indications:
3.1.1 Live Indication in Control office at OCC(On Overview Mimic Indication Panel):
3.1.1.1 Overview Mimic Indication Panel consisting of Display panels shall be provided to
display an overview of the monitored rail network covered by TMS.
3.1.1.2 The Mimic Indication Panel shall display all track circuited lines and all interlocked
signal aspects of track layouts of station & auto sections of section monitored by TMS.
3.1.1.3 The Overview Mimic Indication Panel unit shall display important indications of all
running lines of wayside stations panel, aspects of auto signals, and status of auto
sections track circuits and LC gates, etc. The panel will also provide alarm indications
of failure of points, signals, track circuits etc., as the case may be. Less significant
objects/indications like sidings etc. will not be shown on the overview panel.
3.1.1.4 The Overview Mimic Indication Panel unit shall display the occupancy of various track
sections along with the train description. (Train ID box shall indicate different colors
for suburban, Long distance, Goods & other types of train). In case train number is
not keyed-in, the same shall be shown as flashing unknown train identifier mark along
with Non-Described Alarm (NDA). Alarm will stop as soon as the train number is
keyed in by the controller / way side ASM.
3.1.1.5 If a train has stopped at any point enroute for more than the prescribed minutes (user
configurable parameter), an alarm should be raised to draw attention of the controller.
3.1.1.6 It should be possible to update changes in yard layout through software from the
maintenance terminals without any requirement of changing in hardware. The
uploading time of software changes should be minimum (worst case change over time
should be less than 60 minutes) and it should be possible without complete shutdown
of the indication system. In Complex situation when time needed is more than 60
minute, approval from Zonal railway as a special case may be taken.
3.1.1.7 It shall be possible to show the temporary speed restriction by showing the track lines
with different colors or by showing the Tag box or by any other means.
3.1.1.8 The various stabling lines (even if Track circuited) of station yards are not to be shown
on Mimic Panel. It shall be possible to display the information of occupation of stabling
lines on controller’s terminal whenever required by giving suitable commands through
controller terminal.
3.1.2 Live Indication to Train controller terminals:
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.1.2.1 Each section control position can log in as pre-defined section controller and the
display will then change for the section required to be controlled by that controller.
3.1.2.2 Section controller / Chief controller terminals (work stations) will consist of 4 LCD/LED
(as specified by user- by default it should be 32” LED type) monitors operated by one
computer with GPU. All the features required for efficient display and control of the
section shall be available on these terminals.
3.1.2.3 All terminals shall be able to display complete information of yards covered by TMS
with details of track circuits, signals, Points, LC gates etc. Any failure of signaling
system on any of yard should be available in audio & visual form to draw attention of
controller. It should be possible to acknowledge and stop the audio alarm of failures.
A list of possible alarms is given as Annexure-1.
3.1.2.4 On line display of train movements shall be available on the terminals with train details
such as Train No., load, Driver, Guard, Type of Suburban, etc.
3.1.2.5 Ordinarily it should show complete yard at a time including all Track circuited and
Non-Track circuited lines. Big yards can be divided into many parts, with provision
of selecting any one part on a screen with facility of scrolling to see the full yard on
one /more screens.
3.1.2.6 If train identification has not been entered by the train arrival / dispatching station, all
the Section Controllers shall have facility for entering it on getting NDA.
3.1.2.7 It shall be possible to view train graphs. The train graph shall also cover advance
charting showing traffic blocks. Train graph lines/Train ID box should have tag with
detail of train, crew etc.
3.1.2.8 In case of unusual events and delays of trains, system will prompt the controller to
enter the reason and other details in the prescribed format.
3.1.2.9 The details of occupancy of berthing lines and sidings shall also be available on the
terminal.
3.1.2.10 The train controller terminal shall be capable of running the Decision Support System
(DSS) feature. Decision support system shall identify operational conflicts (like
precedence, crossing etc.) in advance and suggest optimized control options to the
controller.
3.1.2.11 The crew details available in the system shall also be available on the terminals
provided with Sr. DOM, CHC, Dy. CHC, etc. apart from being available on SCOR &
ASM work stations.
3.1.2.12 All the required traffic alarms shall be available on these terminals.
3.1.3 Live Indications on terminals provided with staff at Important Junction stations
/Car shed/ lobbies etc. (as decided by engineer incharge):
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.1.3.1 All stations with passenger’s services, car shed and lobbies will be provided with
industrial Grade PCs (Specification of Industrial grade PC to be decided by Railway).
3.1.3.2 ON Line display of train movements (including description) along with layout and status
of signaling will be available on workstations as available on section controller’s
terminal.
3.1.3.3 It should be possible to input TRAIN ID in 8 alphanumeric digits from these terminals
along with other information such as destination, platform No, rake details, crew details
etc. System will generate an audio & video alarm on ASM’s terminal as well as in
central control, if train ID has not been filled by concerned station Master.
3.1.3.4 Minimum Crew details required to be managed by system shall be provided by
purchaser. By default following crew details must be managed by system even if crew
management and rake management modules are not part of TMS/CTC supply:
(i) Crew Details : Crew names, base stations, time of duty joining and competing
– 6 crew records of 4 field (16 characters each)
(ii) Rake details: Train number, train type (passenger/ goods/ mail/ EMU/ MEMU/
DMU), Loco Number, number of coaches/wagons, starting point, destination,
received from station, handed over station
3.1.3.5 It shall be possible to query the central control regarding details of trains, cancellation,
rescheduling, delays, diversions etc, through menu driven commands.
3.1.3.6 Details of rakes stabled on sidings at concerned station shall be displayed.
3.1.3.7 Whenever a train / rake leaves / enters the control area or is put out of the system by
placing it in the siding or sending it to car shed should be automatically registered by
the system. In addition to this ASM shall have facility to delete / enter such trains.
3.1.3.8 Flashing messages / instructions from the controller and information about expected
arrival of next two trains on each line, cancellation and diversion of trains shall be
displayed.
3.2 Train Describer System:
3.2.1 It shall be possible to associate a train with an alpha-numeric mark called a train
describer tag.
3.2.2 A train describer tag shall be unique consisting up to 8 alphanumeric characters
displayed in a text box with arrow for direction color of arrow mark will green for on
time train, yellow for minor delay train (say upto 30”) and red for in case of major
delayed. In case of delayed trains there could be two trains with same number, in such
cases delayed train shall be prefixed by letter ’D’.
3.2.3 The train description tag shall track the train in sections controlled by TDS.
3.2.4 The train describer system shall be able of automatically assign train describer tags
from a train number queue to trains originating/terminating at the stations covered by
TDS based on time table.
3.2.5 The operator and / or the ASM at entry point shall be able to edit the train describer
tag queue.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.2.6 The operators and / or the ASM at entry point shall be able to stop the automatic
assigning of train descriptions tag as mentioned in para 3.2.4above temporarily.
3.2.7 The color of the train describer tag box shall be different for different type of trains.
3.2.8 The train describer system shall be able to register & display abnormal conditions in
the Software such as following:
(i) Single track circuit failure

(ii) Faulty position of points
(iii) Change in direction of a train
(iv) Division and joining of trains (not time tabled ones)
(v) Unidentified trains
(vi) Trains passing a signal showing a stop aspect
(vii) More trains on the same track circuit
(viii) Wrong marking of object/functions. (For example- A train with electric loco being
marked onto non-electrified line, A passenger train marked to a goods line, A train
being routed to wrong destination etc.)
(ix) Abnormal disappearing of train describer tag shall generate an alarm and display
in different colour.
3.2.9 The train describer system shall be able to handle the commands for –
(i) Insertion of a train describer tag on a track or at a signal, which shall be assigned
automatically to the train occupying the track.
(ii) Moving a train describer tag to a different location
(iii) Renaming a train describer tag.

(iv) Exchanging one train describer tag with another train describer tag.
(v) Deleting a train describer tag.
(vi) Join/Split of Two Train Describer Tags.
3.2.10 It shall be possible to find the location of trains by search command.

3.2.11 It shall be possible to view list of trains in the train describer system with following
criteria:
(i) All trains

(ii) Only operator identified (known) train.
(iii) Trains in a given direction
(iv) Trains at or between specific station(s)
(v) Unidentified or delayed or cancelled trains
3.2.12 The train describer system shall send log records of the event logged including the
following information to data base:
(i) Movement of train descriptions (track to track details with timing).
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(ii) Operator’s commands to the train describer system.

(iii) System will display crew details from the detailed link available in crew
management software, on query from various terminals of controllers & lobbies.
(iv) Log Report of all Trains renamed by Specific Operator/Terminal.
3.3 Control Function:
3.3.1 After taking control of an area, the central controller will be able to send commands
to the corresponding interlocking. The possible commands are,
a) Setting / cancellation of route

b) Moving point to Normal or Reverse
c) Controlling signal( ON/OFF) as permitted by interlocking.
d) Setting/cancellation of traffic & power block
e) Turning the ARS mode ON/OFF
f) Loading of Timetable/Train Chart
g) Setting / Releasing Slot, LC Gate, Crank Handle etc.
h) Throw Signal to Danger
3.3.2 The CTC function performs a pre-check of signalling rules for feasibility of the
command. The commands shall be forwarded to IXL only if conditions are fulfilled.
3.3.3 CTC system receives all the train operation information (position data) and field
information including Point, signals, Track circuit, Set route data of station and level
crossings data..
3.3.4 Captured data is processed and displayed on the individual console on a real time
basis and supports the train control operation. Also, comprehensive judgment on the
train operation status of entire section is allowed and support is provided for
controlling the train operation by providing the same information on a large Video
Wall Display.
3.3.5 Station control mode is classified into Local Mode and CTC Mode. Under Local Mode,
SM at station controls the train operation. In CTC, control function is restricted, and
only monitoring is done. Under CTC Mode, train operation control is possible by
sending command for train operation, generated by Timetable or manually through
the CTC console manually by controller.
3.3.6 It should also be possible for CTC to take control of only important lines (pre-
assigned at time of design) and other lines (goods yards, non important lines on which
shunting etc has to be done) shall be in control of ASM at station.
3.3.7 All emergency operation shall be done locally by ASM at station or can be done from
CTC under exchange of private number, this aspect shall be approved by Railway at
the time of design.
3.3.8 CTC also manages both train schedule written on the timetable and the train schedule
modified by the controller, later one will prevail over first one.
3.3.9 In addition, train tracking function is provided, and unique identification number is
given to the train which enters the CTC boundary section for train tracking. When the
train exits the CTC section, the identification number is deleted.
3.3.10 It controls the field signaling equipment such as route, signal, Point machine and level
crossing etc. in real time and remotely. The most of remote control can be performed
by manual on the console.
3.3.11 CTC shall transfer control to local station as and when operational need arises.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.3.12 In case of OCC got disconnected due to any reason local control shall prevail at all
station under jurisdiction.
3.3.13 In CTC mode, it should be possible to ‘Throw any signal to Danger’ from Local Panel.
3.3.14 Every operation of CTC mode should be logged and daily report to be prepared.
3.4 Automatic Route Setting (ARS):
3.4.1 The automatic route setting feature shall be possible to be provided for identified
stations/routes/sections.
3.4.2 The ARS system relieves the operator from repetitive route setting tasks for the trains
at these station and the operator can monitor the train operation from OCC.
3.4.3 The system shall execute the commands according to timetable manual control (CTC
mode) is possible even when ARS function is operating, and manual control has
higher priority than ARS control. Operator can cancel ARS mode (AUTO mode) at
any time. Once the manual mode is set, the manual mode is valid and operated until
operator changes the mode into ARS Mode.
3.4.4 System shall have online editing facility to enable the operator to reschedule trains,
if required. The system should permit operator to receive/ dispatch any unscheduled
train manually.
3.4.5 In case of perturbations, System should generate routing plans based on the
schedule that is influenced by other current operational circumstances
3.4.6 ARS System shall make use of time table processor and train describer subsystems
to carryout automatic route setting for ARS enabled routes.
3.5 Long Route Setting& Route stacking:
Long Route Setting is to generate the route set command from Home signal
of one station to Advance starter signal of another station by the CTC server.
The chief controller/section controller in OOC can set long route for one station
to another station. Provision of Route stacking shall be made to set routes of
several trains ( at least 6 trains) in advance.
3.6 Block Working Operation:
3.6.1 Block Operation for EI station shall be done through CTC controller from OCC.
Suitable fail safe provision of inbuilt block operation system in EI is needed for this
and Conventional block instrument/panel will not be used for block operation. In case
same is not available, local operation of block instrument will be done by SM at
station.
3.6.2 For block operation from OCC for RRI/PI station, conventional block instrument
needs to be replaced with SSBPAC/UFSBI along with suitable fail safe block
interface.
3.6.3 In case fail safe block interface is not available, operation of block instruments/panel
will be done by SM locally at PI/RRI station. Decision in this regard will be taken by
zonal Railway.
3.7 MANAGEMENT INFORMATION SYSTEM:
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.7.1 MIS Edit:
3.7.1.1 The system shall allow user to enter any free text tag to be associated with any train.
3.7.1.2 The system shall allow user to create a unusual report, describing a failure with the
department that it belongs to and the trains that were affected by it.
3.7.2 MIS Reports:
3.7.2.1 The system shall generate report for trains run delayed by time table.
3.7.2.2 Based on the events logged and the operator input, the system shall generate various
traffic management reports including but not limited to those given below:
(i) Various Train control charts
(ii) Various Punctuality reports

(iii) Bad runner report
(iv) Actual Rake Link Report
(v) Rake Composition report
(vi) Rake Maintenance/overhauling reports.
(vii) Suburban punctuality analysis report in suitable format. This may be daily, weekly
or monthly as per prescribed format.
(viii) Analytical report of various unusual occurrences, i.e. signal failures, OHE break
down, rake failure etc. This can be again generated on daily, weekly or monthly
basis on prescribed format.
(ix) Analytical report of crew link/ utilization.
(x) Analytical report on rake link utilization.
(xi) Total traffic/power blocks granted / refused along with locations, time blocked, time
cleared.
(xii) Sectional running time taken by trains of any ID.
(xiii) Delay report of trains along with train nos., delayed time (at stations) etc.
(xiv) Difference between actual and scheduled running time in tabulated as well as in
graphical form.
(xv) TD Report (Track circuit and Signal No.) - Actual occupying time of every track
circuit by specified Train / Object in entire Section.
(xvi) Report of Actual Speed of Train.
3.8 Train Graph:
3.8.1 The train graph, as specified below, should be made available on the specified
terminals -
(i) The system shall plot historical train graph for analysis.
(ii) It shall plot time on X axis and stations on Y axis.
(iii) The train graph shall have facility to show different train types in different color. It
shall be possible to show schedule time and the actual time in the same graph but
with different color.
(iv) It shall be possible to show mainline trains /Suburban /Goods/Spl. trains in
different color.
(v) It shall be possible to select the direction of train and the line during data entry.
(vi) On clicking / selecting a particular train graph it should give complete information
about the train details viz. train no, crew information, rake details etc.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(vii) Advance charting: In case controller defines the traffic block on particular line for
particular time, system should be able to prepare train graph showing
advance/predictive movements of available trains in particular section in different
colours.
(viii) It shall be possible to deduce average speed of trains between any two stations.
(ix) The Train Graph shall be available to display the current timetable, with a thick line
for past data and a thin line for future data.
(x) It shall be possible to edit the timetable graphically from the Train Graph display
by drag and drop operations.
(xi) The timetable software shall automatically perform the reforecasting of the future
train trips when modifications are being performed either by the operator or due to
traffic perturbations.
(xii) The Train Distance Graph refresh shall be event driven to maximize performances.
(xiii) The Train Distance Graph shall allow for comparing the theoretical and the actual
timetable.
(xiv) The passenger information shall be driven by the actual re-forecasted timetable
data.
(xv) The Train Distance Graph shall highlight traffic conflicts and shall assist the
regulator in identifying and implementing solutions to resolve conflicts.
The system shall detect and resolve the following conflict situation: Same platform
use, same route use, incompatible routes use, same section use between two
stations. .
3.8.2 It shall be possible to select the direction, line type and of the day for which the graph
needs to be plotted.
3.8.3 It shall be possible to take printout of train graph on a printer/plotter.
3.9 Simulation studies on Simulation terminal
3.9.1 Separate terminal shall be provided for simulation studies & training purpose. The
replay of log, time table editing, editing of train graph etc. shall be provided on this
terminal.
3.9.2 It should be possible to simulate and observe the effect of various parameters such
as Speed restrictions, on sectional density (capacity) and to produce train graphs in
pictorial or tabular form. The parameters shall be decided in consultation with the
Railways.
3.9.3 Simulation of train movements:- Train movement shall be simulated by occupying &
releasing track circuits on sections in accordance with movement of trains. The replay
of log with predefined begin & end time.
3.9.4 The simulator shall work with the same data as the on line system or separate Master
data can be kept on the system.
3.9.5 The simulation can take place in real time or in reduced / accelerated time scale.
3.9.6 The system should be capable of simulating the existing time-table and compare it
with actual running on periodic basis to create Management Information to identify
any shortcomings in the system / time-table.
3.9.7 Traffic simulation is performed by a complete simulation system devoted to Mainlines
applications.
3.9.8 It shall simulate the whole set of interlocking equipment. It is connected to the
TMS/CTC for two purposes:
(i) TMS/CTC Validation: before connecting the TMS/CTC to the real field, it is
connected to the simulator to validate the interfaces and the functionalities.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(ii) Training: the TMS/CTC operators may be trained to use the TMS/CTC and to learn
how to react in case of incidents.
3.9.9 The simulation provides the following facilities:
(i) The activation of the TMS/CTC inputs, either one by one, or as an automated
reaction to the TMS/CTC controls, or also to test scenario programs;
(ii) A consistent simulation of all the simulated equipment: track circuits, switch points,
alarms, signals, routes, platforms and other functions as overlaps, axle counters,
inter-stations, etc.;
(iii) Management of the trains movements respecting a fixed or controlled speed and
mutual distance.
(iv) Tracing of all the messages exchanged and all the events with timestamp;
(v) Scripting and running tests scenarios, thanks to a user friendly language including
a large set of specialized primitives;
(vi) Management of timetable: it shall be possible to create, inject and insert trains
based on inputs from the timetable.
3.10 Crew Management system (CMS)
3.10.1 Crew Management system must be closely integrated with TDS system to provide
following functionalities:
(i) Crew management software system shall be provided wherever required (user
specified requirement).
(ii) Crew management details shall be fed by lobby staff separately for each
Motorman/loco pilot & guard. The database will have all the information related to
personal & safety of motorman & guard.
(iii) Software will prepare detailed link program based on data fed by lobby staff for
crew (separately for Loco Pilot/motorman & guard).
(iv) It shall be possible to change Loco Pilot/motorman/ guard booking details for next
24 Hrs.
(v) Daily report of planned booking and actual booking of crew shall be possible.
(vi) Monthly reports of motormen/guard in terms of KM & duty hours, individual date
wise shall be possible based on real time data from TDS.
3.11 Interfacing of TDS with Crew Management System(CMS):
3.11.1 TDS will be suitably interfaced with this module to take automatically the crew details
from the detailed link table or the online data fed by lobby staff.
3.11.2 TDS based on this information will show online position of motorman/ guards on train
details query on controllers terminals.
3.11.3 The online position of crew shall be available to lobby staff either on TDS terminal of
lobby or separate crew management terminal having CMS loaded.
3.11.4 In case online position not fed by lobby staff, TDS will take data from detailed link
table with suitable tag that data is from link table. It shall be possible to change the
name of motorman / guard when prompted to do so by server.
3.11.5 It shall be possible to get query based details of crew like running details, etc.
3.12 Interfacing with OHE SCADA system (optional)
5.7.1 TDS will take OHE shut down reports from existing OHE SCADA system.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
5.7.2 The various power block granted and their duration from SCADA system.
5.7.3 OHE failures and tripping details of FP, SP and SSP.
3.13 Time Table builder and editing:
3.13.1 Time table builder software system shall be provided for identified sections.
3.13.2 Data base of infrastructure like signal distances, permitted speed of trains, Signal
interlocking, track circuit lengths etc, required for generation of time table shall be
provided on main/simulation server or on separate server. Based on this data, time
table builder, off-line software, shall prepare a time table. Time table so generated
can be modified /edited offline and after testing of same on simulator terminal, can
be loaded on the TDS system.
3.13.3 Time table shall be able to give section wise train graph.
3.13.4 Suitable interfacing shall be provided with TDS so that related data can be taken from
timetable builder to TDS or vice versa.
3.13.5 It is envisaged that the Time table builder tool shall be available on a simulation
terminal to aid the operator to prepare timetable.
3.13.6 It shall also have simulation facility to find any Headway, crossover and platform
conflicts in the time table.
3.13.7 The time table builder module shall have following features:
3.13.7.1 The system shall have a standalone tool using GUI to do the timetable planning in
the offline system.
3.13.7.2 It shall be possible to edit timetable.
3.13.7.3 It shall be possible to Create/Edit/Delete a train service.
3.13.7.4 A train service shall have following attributes:
(i) Train Id
(ii) Type of Train (Suburban, goods , mail etc)
(iii) Stopping pattern telling which station it stops at
(iv) Running section telling which path it takes
(v) Time and platform detail at each stations
(vi) Length of train in number of coaches. (9/12)
(vii) Creating train Id if required.
3.13.7.5 It shall be possible to use train service template while creating a new train.
3.13.7.6 It shall be possible to mark the rake link for the train service.
3.13.7.7 It shall be possible to define trains for a specific day of the week.
3.13.7.8 It shall be possible to define holidays for a given calendar year.
3.13.7.9 The time table compilation and proving system shall calculate and generate number
of train trips and train kilometers for all time table trains.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
3.13.7.10 It shall be possible to transfer the timetable to TDS by authorized user only.
3.13.7.11 It shall be possible to take train frequency reports from the timetable database.
4.0 EVENT LOG AND ALARM MANAGEMENT SYSTEM:
4.1 Event Log:
4.1.1 All important events (command, indications, errors, system information etc.) shall be
logged in a database for later printing and analysis.
4.1.2 The time span of log shall be minimum 30 days of events.
4.2 Replay of Event log:
4.2.1 The replay function shall show an history of events that has happened earlier in the
TDS system, The replay of train movement shall be either on simulation terminal and
/ or on Mimic indication panel.
4.2.2 The replay function will display, among other details, the dynamic status for
infrastructure, train number and alarm list.
4.2.3 Replay function should be capable to replaying events upto current time.
4.3 Traffic Related Alarms:
4.3.1 Vital traffic operation related alarms should be -
(i) Failure of any Signalling gear in the entire section under scope.
(ii) Routes not released after passage of train.
(iii) Train not described alarm (ND Alarm).
(iv) Train waiting for more than a minute at signal not taken off should be alarmed
and logged.
(v) Train stopping at off signal for more than a minute should be alarmed.
(vi) Any other unscheduled train stoppage shall be alarmed.
(vii) Any unscheduled train detention in excess of prescribed time shall be

alarmed.
(viii) Any OHE tripping should be alarmed and logged.
4.4 Network Related Alarms:
4.4.1 All alarms not directly related to traffic operations shall be considered to be Network
related alarms.
4.4.2 These shall be flashed on the maintenance terminal only.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
4.4.3 These can be arranged in priority levels in consultation with the Railways.
4.4.4 Failure of Network Communication / inability to access any of the nodes, defective
terminals, and hardware & software failures shall be flashed.
5.0 DECISION SUPPORT SYSTEM (DSS):
5.1 Two types of DSS are envisaged from the system:
5.1.1 Based on the constraints & logic given by Railways, system should give
optimized decision to admit or dispatch particular train at entry/exit points of a
particular section.
5.1.2 Train running at the time of disruption: System should suggest effect of disruption
on train service. Based on constraints, facilities & logic provided by railways,
system should give solution for running of trains, diversion, cancellation or
regulation of train services. The data related to availability of nearest crossover,
priority of trains, duration of disruption, type of failures, other available paths etc.
on the basis of order of priority given by operator and based on criteria fed in the
system, DSS will give appropriate solution in the form of train graph or tabular
form. The system may suggest more than one alternative and its effect. The
Section Controller will select the suitable solution. This solution must integrate
with functioning of all sub-systems connected to TDS.
5.2 TMS detects conflicts between trains and/or possession (simultaneous use of the same
or not compatible resources) based on current timetables (shunting movements
included).
5.2.1 Conflicts in Station: System shall be able to detect following conflicts:
i) Usage of the same platform (if not planned a merge/split or if additional platform
sections are not defined allowing presence of two trains considering however
the next trip and direction of the trains);
ii) Usage of the same routes;
iii) Usage of incompatible routes;
iv) Conflicts between two Stations:
v) Usage of the same section and same directions;
vi) Usage of the same section and opposite directions;
5.2.2 TMS response after conflict detection:
i) In case of conflicts, TMS display a specific icon on the train graph and generates
a solution which consists in the rescheduling of the involved activities.
ii) TMS solves conflicts “pair by pair” of trains applying the objective function only
to the trains involved in the conflict under analysis, but trying to limit next conflict
generation. This approach allows to have clear solutions easily understandable
and checkable by the Operator, limiting however the propagation of new conflicts
in the future.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
iii) The TMS elaborates the solution by applying the objective function within the
using of Priority concept: this permits a uniformity of the logic used. The Priority
concept is configurable and defined by elements such as:
 Type of the train (passenger, freight, …);

 Time of the day (off-peak / peak-hour, specific timeslot, …);
 Amount of current delay;
 Weight of priority.
iv) The solution is found by:
 Changing the conflicting resource, if a resource/path (platform,

route or inter-stations link) alternative to the currently planned one
is available;
 Stopping the train in a station before the conflicting resource;
v) The traffic operator remains in charge to apply the proposed solution or to

manually change the timetable.
6.0 Field Interface Unit (FIU):
6.1 This unit will interface with the potential free contacts in Signal Equipment Room
and extend data to/ from PI/RRI Interlocking.
6.2 The RRI/PI/ALH station’s and independent LC gates signaling field gear data
shall be fetched through FIU using potential free contacts.
6.3 System to be used for communication with interlocking shall be as per IEC 870-
5-101 or IEC 870-5-104 communication protocol.
6.4 The FIU system design shall ensure that SIL2 level is maintained during
communication between CTC and FIU.
6.5 In case of failure FIU control shall be automatically transferred to Station Master
at station.
6.6 FIU hardware should have provision for two separate channels for interfacing with
different systems (OCC and BCC).
7.0 Backup Control Center (BCC):
7.1 A Backup Control Centre (BCC) will be provided at designated Place (Preferably
any Major stations location to be identify during execution of Order) to take over
controls in case of exigencies/breakdown as a Disaster Management Plan. In
case of exigencies/breakdown at OCC the control of OCC shall be transfer to
BCC seamlessly such that all functionality of OCC shall be achieve through BCC.
7.2 The CTC Server Configuration of BCC shall be identical as OCC using the same
server configuration. With minimum Controller workstations such that one Dy
chief controller workstation, one offline timetable workstations. One Signal Fault
controller of similar configuration as in OCC. There may be a requirement of one
FT server to make a similar configuration of OCC.
7.3 BCC should use independent system resource, in case failure of OCC due to
failure of any subsystem of OCC, the working of BCC should not get affected.
7.4 The communication channel from station to BCC shall be different from that of
OCC as far as possible.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
8.0 National Control Centre (optional):

8.1 Provision of national control centre shall be made to monitor zonal CTC system
& to take over control of any CTC system under its jurisdiction.
8.2 Transfer of control can also be extended through BCC so that in case of non
functioning of OCC it is possible to monitor and control CTC from NCC.
8.3 Connectivity between CTC and NCC should be on high bandwidth MPLS network
or any better system to maintain all functionalities of OCC from NCC.
8.4 Redundancy in communication network shall also be planned.
8.5 All the functionalities of OCC should be made available on NCC.
8.6 Provision of NCC is required to be made for once with first CTC and all future CTC
shall be networked to that NCC.
9.0 SOFTWARE DETAILS:

9.1 All software shall be based on open system concept and shall be independent of
type of processor or hardware platform.
9.2 It shall be based on co-operative or client server processing architecture with
distributed processing logic.
9.3 Following modification should be possible without modifying the source program:
(I) Facility to add users with password authentication.
(II) Facility to delete an existing user.
(III) Change the priorities allocated to users.
(IV) Change areas of jurisdiction.
(V) Change various particulars of a train.
(VI) Change the rake number vis-à-vis train number.
(VII) Introduce new alarms with varying priorities.
(VIII) Changing the details of any node.
(IX) Introduction of new nodes.
(X) Create, modify and delete sectional area on the train graph display.
(XI) Change the various colors allocated for various trains tag.
(XII) Change x & y coordinate scales.
(XIII) Menu and contents of formats on ASM terminal.
(XIV) Addition & alteration to the screen formats on VDUs at entrances.
(XV) Incorporation of additional infrastructure such as yards, sidings, new lines

etc.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
10.0 Technical Requirements of TMS:
10.1 General:
10.1.1 All Servers and Terminals to be provided at a OCC shall be of same type and make as
approved by the Engineer.
10.1.2 All Terminals to be provided at wayside locations shall be of same type and make as
approved by the Engineer. The hardware installed at wayside locations shall be modular
and rugged and of appropriate size, capability and capacity.
10.1.3 All Servers and Terminals at OCC & wayside locations shall be provided with printer slot
and minimum 2 spare slots for future use.
10.1.4 Servers and Terminals shall be of Industrial grade. Vendor of Servers and terminals shall
have service centers in India.
10.1.5 LED Indications and test points shall be available on various cards Modules for easy
fault diagnostics by the maintenance personnel.
10.1.6 The system designed and implemented shall be flexible and modular enough to permit
easy al terations in terms of change in site data, addition or deletion of user, stations etc.
10.1 Central Server(s):The following shall be the main functions of the Central server(s):
10.1.1 It shall maintain and update in real time the position of all Information of all field nodes to
the last second.
10.1.2 It shall provide drive for the Video Wall Display Panel. It shall display all the incoming
information data and shall revert back to the field nodes for incomplete information to
ensure the latest information is obtained.
10.1.3 It shall accept input data from the authorized operator node only. The access to the server
shall be through a gateway with the correct level of authority. It shall process the data
as per requirements of the system.
10.1.4 It shall reply to the queries requested by various SMs in the background without
interrupting the Traffic Controllers.
10.1.5 It shall provide necessary data to print the various reports in suitable f ormats.
10.1.6 It shall enable display of both information and alarms on any of the terminals in OCC,
Station etc. as per pre-programming.
10.1.7 It shall be connected via data channels with the entire station signal interlocking through
a suitable interface. The OFC data channels f or connectivity will be used.
10.1.8 The aggregate information status of Track sections, signals, points, route set, and LC
gate closed l open etc. of station and block section shall be transmitted from wayside
stations to Central server.
10.1.9 The Central server(s) shall also be interconnected to Central server(s) o f other section
for exchange of necessary data as per the interface requirement. The d e s i g n e r shall
propose their own networking methods between f ield stations and Central server to
achieve desired performance. All network elements shall be capable of being monitored
and managed in the event of malf unction.
10.1.10 It shall be provided with adequate flexibility so that alterations and additions to the
present functions and facilities are carried out with minimum disruption in the
working system as and when required. It shall be compatible with future interlocking
changes yard alterations at wayside stations.
10.1.11 It shall be compatible for running off line forecasting module for computing expected
Printed:
JE/Signal DD/Signal
(TMS/CTC)
arrival of trains.
10.1.12 Central server equipment shall be provided with Disc storage device to store real time
database reflecting CTC information as well as an event logging database. Various
terminal/equipment in the OCC office shall be interconnected with applications server
using a dual local area network (LAN). Adequate redundancy of critical system,
software and database shall be ensured.
10.1.13 Central server equipment shall be redundant fault tolerant server. The FT Server
eliminates single points of failure using replicated components that continue
uninterrupted processing even in the event of a component malfunction. Hardware
faults are handled automatically by the system, without the delay of a failover (as on a
cluster) and without loss of data. FT server should have minimum 99.99% availability.
10.1.14 The proposed configuration of central server shall be discussed and got approved by
engineer in charge of Railway. Typical configuration of Central server for reference is given
as under as under:
(i) Type: Redundant Fault Tolerant Server.
(ii) Processor - 2 x Intel® Xeon® Gold 6127M
(iii) Speed - Minimum 2.2 GHz.

(iv) RAM – 64 GB (minimum ).
(v) 4 PCIe 3x8 (2 Per CRU).
(vi) 10/100/1000 Ethernet Ports – 4 (2 per CRU)
(vii) Serial Ports – 2 (9 Pin ) ports per system.
(viii) Storage – Minimum 1.6TB 12Gb SAS SSD
(ix) Input Voltage – 100-127, 200-240 VAC; 50 Hz , 60 HZ

(x) USB Ports – 4 USB 2.0 and 4 USB 3.0
(xi) Accessories - As required.
(xii) Supporting operating system – Windows OS/Red Hat Enterprise Linux 7.6
(xiii) Server shall be mountable on 19" rack.
(xiv) The hardware requirements described above are minimum requirements

but are not definitive. All hardware to fulfil all functionality, reliability and
availability requirements as specified shall be provided.
10.1.15 The number of Servers and their configuration shall be proposed by the designer of the
system. RAMS analysis should also be done in order to demonstrate that the proposed
solution satisfy the availability requirements.
10.1.16 Central Server shall be provided in Redundant FT mode. The Primary server shall be
exact replica of Secondary Server. In the event of problem with Primary server,
execution of application shall be seamlessly transferred to secondary server without
interrupting the operation and affecting the quality of service of operation. Similarly, if
system is running on Standby server and it fails, working shall be transferred to primary
server. Central Server shall be capable enough to deliver the required performance. It
shall be possible to disconnect the secondary server for repair/replacement without
affecting the server in operation. More than one equipment / set of equipment may
Printed:
JE/Signal DD/Signal
(TMS/CTC)
be used to achieve the required performance along with its hot standby.
10.1.17 Following data should be logged on Servers to be archived for subsequent use:
i. All train related information. (Signalling indications, train movements details, trains
description details etc.)
ii. All system related data viz. Node failures, hardware f ailures, communication
failures etc.
iii. All inputs made by the way side terminals (inclusive of crew lobby/crew
booking point) or by terminals at the OCC.
iv. The data shall be stored in a compressed and organized form so as to conserve
the disc space.
v. The storage shall be for a minimum period of 30 days. It shall be possible to take
Incremental back up on hard disc, additional hardware for this purpose may be
provided.
vi. It shall be ensured that the data is not lost while copying.
vii. The notes recorded by the Section controllers/SMs shall also be logged on the
storage devices. These notes shall be linked to the concerned screen and context.
10.2 Training Server:
10.2.1 This Server shall be provided as a separate Server with its own LAN at the OCC or
any other location as decided by Railway for training and simulation purposes as
per following (but not limited to) details:
(i) One terminal with 3X32" (minimum) VDUs for Simulation and Time Table
Planning.(ii) Five terminals for Trainees with 1X32" VDU (minimum).
(iii) HDD - Minimum 2 X 512GB, Hot swappable, Ultra SCSI in RAID 1.
(iv) It shall be possible to configure Trainer's terminal to work as active Controller's
terminal in case of any of the Controller's terminal becomes defective/ out of
service or any other reason.
(v) The hardware requirements described above are minimum requirements but
are not definitive. All required hardware to be arranged to fulfil all functionality,
reliability and availability requirements. The above configuration is only for guidance
and configuration of training server shall be designed as requirement of Railway and got
approved by engineer in charge.
10.2.2 It shall be possible to access the database for analysis and simulation studies. The data
or results thus generated after simulation study or analysis shall not be stored on the
main memory of the Central server permanently. To prevent the same, both hardware
and software checks shall be provided. It shall be possible to store it in its own hard
disc.
10.3 TMS Terminals Hardware:

Printed:
JE/Signal DD/Signal
(TMS/CTC)
10.3.1 All TMS terminals shall have similar hardware configuration. Typical Hardware
Configuration is given as under:
i) Type: Industrial Workstation.

ii) Processor: 64 Bit Multi Core Multi Processor (i7 or better).
iii) RAM: Minimum 8 GB.
iv) FLASH MEMORY: Minimum 512 GB.
v) Monitor: LED Back lit Color monitor, high resolution 1920 X1200, and 32"
(minimum).
vi) I/O card: Adequate I/O facility, Integrated Drive Controllers, Dual network
Interface cards, High End Graphics card etc.
vii) Accessories: As per requirement.
viii) A printer shall be connected for on line logging with the TMS Maintenance
Terminal for logging all network related alarms.
(ix) The hardware requirements described above are minimum requirements
but are not definitive. All required hardware to be provided to fulfil all functionality,
reliability and availability requirements as specified and should be got approved
by engineer in charge.
10.3.2 Table below shows the various operational posts for which the TMS terminals are
provided and the number and sizes of monitors with the controllers.
Operational Post Monitor Size No. of monitors per
(inches) position
Chief Controller 32" 4
Dy. Chief Controller 32" 4
Assistant Controller 32" 4
Section Controller(s) 32" 4
CTC Maintenance 32” 1
Terminal at OCC
Signal Fault Controller 32” 1
Track Controller 32” 1
Traction Power 32” 1
Controller
Station Master at Station 32” 1
Crew Controller 32” 1
Signal Maintainer at 32” 1
Station, IMD and IMSD
Miscellaneous User 32” 1
CTC Terminals
In the OCC separate workstations for offline timetable management shall be

provided having the same configuration as those for TMS terminals.
11.0 Video Display System:
Printed:
JE/Signal DD/Signal
(TMS/CTC)
11.1 Video Wall Display:
11.1.1 Laser based rear projection system type video wall may be used. It shall consist of
Display modules and Display Controller which will integrate various display modules
into a single logical Display Wall.
11.1.2 Display resolution of video wall should be minimum Full HD i.e.1920X1080 pixels.
Preferably display resolution of 4K i.e. 3940x2160 pixels to be used for higher clarity
and reducing video wall size or to accommodate more number of stations on same size
of video wall.
11.1.3 The Video Wall Display system shall be rugged and shall be able to work on 24x7
basis.
11.1.4 The display windows shall be freely resizable, re-scalable and repositionable on any
part of the display wall.
11.1.5 Suitable Interface equipment and drivers for linking Indication panel with applications
server shall be provided.
11.1.6 The terminal server/ driver for driving the Video Wall Display Panel shall have full-
fledged capacity to drive described displays from provided equipment + 20% spare.
11.1.7 The placement of Video Wall Display Panels, seating arrangement of the Controller's,
viewing angle in vertical and horizontal plane etc. inside OCC shall be carefully
planned. To ensure a user-friendly environment, an ergonomic study shall be
performed to guarantee uniformity and consistency. Design of Video Display wall
shall be as per ISO 11064 Part 5.
11.1.8 Legibility, lighting, contrast, content, font size, viewing distance etc. shall be kept in
view while designing graphics for the display.
11.1.9 Station layouts can be arranged in a number of rows- top, middle and bottom.
11.1.10 The lowest row shall not be below 1.5 meters (approx.) from the floor to ensure proper
viewing angle. The exact height of the lowest row shall be decided and agreed with
in consultation with the Engineer.
11.1.11 Pedestal shall be made of Aluminum extruded and anodized members. Front of the
pedestal shall be covered.
11.1.12 It shall be compatible with the international VIDEO Standards.
11.1.13 Projection system shall have cooling fan with dust filter and have rear service access
11.1.14 It shall be possible to increase / decrease the color intensity, contrast adjusting etc.
screen wise through the system console. It shall be possible maintain the same
parameters f or all the other screens.
11.1.15 The unit shall be compact and energy efficient so as to conserve on space and power
consumption.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
11.1.16 The video wall support software packages, documentation and details of maintenance
shall also be supplied.
11.1.17 Any other facility to make the system more user friendly shall be incorporated.
11.1.18 Indigenous service support shall be available for these equipment in India.
11.1.19 The Video wall system shall be generally similar in appearance to the other Video
wall system planned/ provided in other section , so as to have uniformity with
existing system.
11.1.20 The designer shall submit the color scheme to be used for the symbols to be adopted
for the Video Display Wall for approval by the Engineer. The Designer shall also
provide a mock-up of the display prior to the commencement of implementation for
approval by the Engineer.
11.1.21 Technical specification of video wall shall be got approved by Railway

engineer.(Minimum technical requirement of Laser based rear projection system is
given in annexure-II for ready reference).
11.1.22 Calculation for size of video display wall for 300kms section having 40 stns with auto
signalling is enclosed as Annexure III for reference. In this calculation FHD resolution
is considered, if display of 4K resolution is being used calculation of screen size may
be done accordingly.
11.1 Display Controller:
11.1.1 The Display controller shall be dual redundant with auto switchover including dual
redundant hot swappable hard drive, cooling fan & power supply.
11.1.2 The Display controller shall have the possibility of connecting the various types of
analog and digital sources which can be shown in freely scalable and moveable
windows on the graphics wall.
11.1.3 Design of display controller shall fulfill all functionality, reliability and availability
requirements as specified.
11.1.4 The display controller shall have following minimum configuration:
(i) The Display Controller shall be housed in an industrial 19" rack mounted
casing (6U) based on Intel Quad Core CPU 2.66 GHz.
(ii) The Display controller shall have minimum memory of 4 GB.
(iii) The Display controller unit shall be equipped with a DVD RAM Drive.
(iv) The Display controller system shall be equipped with 500 GB HDD in RAID1
Configuration.
(v) The Display controller shall have 10/100/1000 Mbps Redundant Ethernet
port for LAN connection.
(vi) The Display controller shall be supplied with a Keyboard and mouse with 20
m cable extension.
(vii) The Display Controller shall be based on 64 bit operating system.
(viii) It shall support minimum 2 DVI/VGA/HDMI Inputs and 8 Composite video

inputs.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(ix) The hardware requirements described above are minimum requirements but
are not definitive. Technical specification of video controller compatible with
video wall shall be got approved by Railway engineer.
11.2 Wall Management Software:
11.2.1 The Wall Management software shall provide control and management of
application windows and display devices connected with the display controller.
11.2.2 It shall be able to pre configure various display layouts and access them at any
time with a simple mouse click.
11.2.3 The software shall enable the users to see the desktop of the graphics
display wall remotely on any Windows as workstation connected with the Display
Controller over the Ethernet and change the size and position of the various
windows being shown.
11.2.4 The software shall enable various operators to access the display wall f rom the
local keyboard and mouse of their workstation connected with the Display
Controller on the Ethernet.
11.2.5 The software shall copy the screen content of the workstation connected on the
Ethernet with the Display Controller to be shown on the Display wall in scalable
and moveable windows in real time environment.
11.2.6 The wall management software shall support open APIs to enable system
integrators to integrate it with their Software.
11.2.7 The Diagnostic software shall perform health monitoring that allows timely
detection of faults.
(i) Wall health.
(ii) Cube health.
(iii) Cube IP-address.
(iv) Brightness.
11.2.8 The software shall support control of brightness, contrast, saturation, hue,
filtering, and crop and rotate function on the various displays connected to the
display controller.
11.2.9 The integrated view shall provide a data base that:
(i) Records all events.
(ii) Can record full status at given time intervals.
(iii) Can be exported to EXCEL/HTML/CSV and Show internal patterns.
12 Features of CTC terminals:
12.1 Common features of CTC terminals:
12.1.1 For standard monitoring, supervision and control purposes all operator
interfaces to the CTC system should be through universal type of
workstations (CTC terminals) which can be easily configured to required
operator functionality based on the users log in profile. Irrespective of whatever
Printed:
JE/Signal DD/Signal
(TMS/CTC)
may be the operational role of user, the CTC terminals shall have the same look
and feel to maximize the operational synergies between the various operator roles.
12.1.2 All the CTC terminals shall show the real time display of train movements and
status of signalling infrastructure.
12.1.3 All user initiated functions shall be accessible using Mouse & Key Board. It shall
be possible to enter commands through menus, selection in the pictures,
functional keys or via text input through GUI based user-interf ace. The precise
operation of objects and the content of menus must be as agreed with the
Engineer.
12.1.4 It shall be possible to scroll from left to right and vice versa from one station to another
without flicker. In case of big yards with a number of lines, the yard shall not look
congested on the screen. In addition, it shall be possible to divide the bigger yards
into suitable no. of pictures.
12.1.5 It shall be possible to open many windows on each terminal. A window must be
active when the cursor is moved in its frame and the operator must be able to
issue commands only to those objects in active window. The display shall be
dynamic even if the related window on the screen is not active.
12.1.6 The Various input displays and reporting formats ( to b e d e c i d e d i n
consultation with Engineer) shall be used for dialogue between the operator and the
terminal.
12.1.7 It shall be possible to mute the audio or change the volume. It shall be possible
to alter the viewing angle of the VDU monitor in the vertical and horizontal planes.
12.1.8 Current time and date shall be continuously displayed on the VDU screen
conspicuously. Furthermore, the display shall be provided with an indication, which
ensures the VDU screen is communicating in real-time and is not "frozen".
12.1.9 In case of unusual events, the system shall prompt the controller to enter the reason
and other details in the prescribed format. This shall form part of database and shall
be used for MIS reports later.
12.1.10 Any failure or unusual event will generate an audio/visual alarm as per user
requirements to draw attention of the operator. It shall be possible to acknowledge
and stop the alarm of failures by the user.
12.1.11 Authority to log in shall be protected through a password. Only authorized persons
shall be able to log in and access related database.
12.1.12 Access to the server's application software & system software shall be
restricted through the gateway and proper authority check.
12.1.13 The designer shall to the extent possible design the user interface of the CTC
terminals, similar to the user interface of CTC of other sections.
12.2 Specific Features on various CTC terminals:

12.2.1 CTC Terminals for Controllers - Chief Controller, Dy. Chief Controller, Traffic
Controller(s) and Assistant Traffic Controller:
(i) These CTC terminals with each of the Controller shall have 4 monitors,
to show the overview, detailed view, alarm/event and graph etc.
There shall be full flexibility, however with regard to display of
information on any of the 4 monitors.
(ii) CTC Terminal shall facilitate all functions of Train Describer System
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(iii) All the Traffic related alarms shall be available on these terminals.
(iv) The crew details available in the system shall also be available on
these terminals, apart from being available on the CTC Terminals of
Station Masters and Crew controllers.
(v) It shall be possible to view Train Graphs be it historical, previous or
current. The Train Graph shall also cover advance charting showing
traffic blocks. Messages/Inf ormation of diversion/cancellation of trains
issued from these Terminals will draw attention of SM by flashing
audio visual indication.
(vi) The Traffic Controller shall be able to enter any inputs regarding
rescheduling of trains. This data shall be considered temporary and
the operator shall be prompted to input the duration for which the data
shall be held valid.
(vii) The temporary valid data shall be given the same status as that of
permanent data and all the time tables and trains graphs shall be
generated as per this data.
(viii) It shall be possible to view various MIS reports.
12.2.2 CTC Terminal for Signal Fault Controller at OCC:
(i) Remote monitoring of status of Signalling equipment at stations and
in Block Sections, shall be provided on these terminals. This shall
include logging in of events in central system, generating alarms,
alerts etc.
(ii) Signalling equipment failure alarms as decided by the Engineer along
with category shall be available on the terminal. It shall be possible to
acknowledge the alarms by the user.
(iii) All Traffic related alarms also shall be available on these terminals.
(iv) It shall be possible to gain access to all reports as can be accessed
by the Traffic controller(s).
(v) All the formats for the displays /reports shall be decided in consultation
with the Engineer.
(i) It shall be possible to send message to the other controllers through
the terminal by video flash /audio buzzer.
(ii) Facility of viewing the train graph on the same monitor shall be
available on these terminals.
12.2.3 CTC Terminals for Track Controller and Traction Power Controller at OCC:
(i) It shall be possible to input remarks/ Information pertaining to various
unusual occurrences e.g. failures & delays to operation etc.
(ii) It shall be possible to gain access to all reports as can be accessed
by the Traffic controller.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(iii) It shall be possible to access the Central server for retrieving reports
in suitable format. All the formats for the reports shall be decided in
consultation with the Engineer. System will have a provision that a
report retrieved by a particular controller pertains to him only.
(iv) It shall be possible to send message to the other controllers through
his terminal by video flash audio buzzer.
(v) Equipment failure alarms specific to Track or Traction Power, as
decided by the Engineer along with category shall be available on the
respective terminals.
12.2.4 CTC Maintenance Terminal at OCC:
(i) The Maintenance Terminal shall be used for supervisory functions
of the network and for observing any required nodes and their
configuration at any time.
(ii) It shall be used for indication of all alarms, both operators related and
network related.
(iii) It shall be possible to bypass any node if so required and configure

other terminals from this terminal.
(iv) It shall have fault logging & diagnostics for network equipment at
element level.
(vi) Displays of equipment faults, communication failure occurring
anywhere in the OCC or field network shall be readily available on
this terminal.
(vii) In case of faults, this terminal shall provide all assistance for rapid
detection of faults.
(vii) Alarms shall be available on this terminal and few of the Emergency
Alarms are as f ollows:
 Power supply failures at control center, station, block section
location or any node in network.
 Central control internal communication f ailure.
 Communication equipment f ailure.
 Field control unit f ailure.
 System failure.
 Interlocking interface failure (Way Side Communication
Equipment).
 Failure of node
 Any other indication considered essential by the Employer.
(viii) Alarms shall be logged on real time basis. These shall be recorded in
format so as to access particular file as required at a later date. Exception
report (failure report of desired elements) shall be generated. File
format shall be decided in consultation with the Engineer.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(ix) This terminal shall have access to MIS reports.

(x) Terminal will provide a pop up window to display a table to allow
maintainer to correlate data communication with its associated field
objects. Also, online display about the following shall be available:
• Station being polled.
• Station transmitting.
• Station faulty.
(xi) Element level Network Management System (NMS) module shall be
available on this terminal and shall show:
• The position of various nodes.
• Identification of faults and their nature.
• Current status and health of equipment and communication

channels.
• Memory utilization.
• Remote bypassing and changeover of faulty equipment.
• Ability to check quality of communication from any node to the

other on the network including bridges and routers. This shall
be done in background without visibly downgrading the system.
(xii) Facility to view system network performance statistics on this terminal

shall be provided. From this terminals other work station computers,
terminal servers, voice and data switching nodes and SM terminals shall
be able to be monitored at element level for performance and switching
to alternate communication channel.
(xiii) It shall be possible to monitor all elements of network of OCC and field
units through NMS.
(xiv) SNMP or a similar standard protocol as approved by the Engineer shall
be used.
(xv) It shall have facility for real time diagnostics of Communication network
automatically as well as manually.
(xvi) Facility for Network performance statistics, communication testing and
managing internal or external node on the network shall be made
available.
(xvii) Fault Diagnostics:
• All malfunction in vital hardware subsystem modules in the OCC
Printed:
JE/Signal DD/Signal
(TMS/CTC)
shall result in audio & visual alarm at the maintenance terminal.

• The maintenance terminal shall have diagnostic software through
which it will periodically scan all elements.
• Diagnostic routine to check hardware like CTC field equipment
(excluding interlocking installation) and data communication
circuits shall be available.
• Shall have monitor programs to test connectivity.
• Facility shall exist in the system to switch from one
communication line to the other in case of fault.
• It shall be possible to display polling status of stations.
• It shall be possible to capture all transmission events for
analysis and fault finding of data transmission.
• It shall be possible to change the password configuration of the
Controllers ISMs terminals.
12.2.5 CTC Terminal for Station Master at Station:
(i) One CTC Terminal for Station Master at every Station shall be provided.
(ii) CTC Terminal for Station Master shall facilitate all functions of Train Describer
System.
(iii) It shall be possible to query the system regarding details of trains, cancellation,
rescheduling, delays, diversions, siding occupancy etc. either through menu
driven commands or through SQL commands.
(iv) The details of occupancy of berthing lines and sidings shall be available.
Details of loads available on sidings at concerned station shall be displayed
when cursor is placed on the siding. Whenever a train leaves I enters the control
area or is put out of the system by placing it in the siding it shall be
automatically registered by the system. In addition to this, SM shall have facility
to delete I enter such trains. Whenever a train I load leaves I enters the control
area of concerned station or is put out of the system by placing it in the siding
the SM shall have facility to delete I enter such trains from I into the system.
(v) Flashing messages instructions from the controller and inf ormation about
expected arrival of next two trains on each line, cancellation and diversion
of trains shall be displayed.
(vi) It shall be possible to view various MIS reports.
(vii) Communication arrangements available at the station shall also be displayed
symbolically.
(viii) It shall be possible to send pre-defined routine messages by the Station
Master to Central server either pre-stored or entered through a dialogue box.
(iii) Crew details information shall also be available with these terminals.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
12.2.6 CTC Terminal with Signal Maintainer at Station:

(i) The alarms for failure of vital Signalling and Power Supply Equipment in
the jurisdiction of Station shall be available on the terminal.
(ii) Traffic related alarms shall also be available on these terminals.
(iii) It shall be possible to view various MIS reports as agreed to by the

Engineer during design stage.
(iv) Facility of sending the messages to Central controllers including the
signal fault controller shall be available on these terminals.
12.2.7 Miscellaneous User Terminal:
Required Nos. of Miscellaneous User CTC Terminals tp important offices
locations shall be provided. The locations may be station, Divisional and Zonal
office as decided by the Engineer. The exact locations and features to be made
available on these terminals shall be approved by the Engineer. These terminals
will provide first-hand information about running of trains in visual form and in
required format.
13 Various Interface Requirements:
13.1 Interface between CTC and SCADA system:

Interfacing with the OHE SCADA system shall be provided to achieve following
information exchanges between CTC & SCADA:
(a) The RPS display screens, including display controllers, for SCADA system
shall be provided. CTC shall interface with SCADA system to exchange any
data between two systems. The designer shall exchange and agree on the
protocols and hardware / software interfaces between the systems. In case
of conflict, the Engineer's decision shall be final.
(b) CTC will take OHE shut down reports from SCADA system.
(c) CTC will take details of the various power blocks granted and their duration
from SCADA system.
(d) CTC will take details of OHE failures and tripping details of FP, SP, and SSP.
(e) SCADA will pick up failure of AT supply details from CTC.
(f) Any other information considered necessary by the Engineer.

13.2 Interface with Master Clock System:
The system clock shall be synchronized with Master clock provided in OCC under
PS (Telecommunications). Master clock will take time reference from the IRNSS
(Indian Regional Navigation Satellite System). A suitable synchronization system
in the event of failure of the Master Clock shall also be provided.
13.3 Interface with COA:
CTC shall provide suitable interface for providing on line train arrival and departure
Printed:
JE/Signal DD/Signal
(TMS/CTC)
time of all passengers & goods trains with train identification f or COA application. The
information shall be provided as per COA format/protocol to directly access this
information by COA server. Methodology of integration between CTC & COA system
is given in Annexure-IV.
13.4 Interface with other CTC:

(a) The CTC provided under one section shall be designed to interface with
CTC provided for other sections.
(b) Train ID generated in one CTC system continues to be maintained or updated

automatically with relevant information when the train moves into the adjacent
section, provided with CTC of another vendor.
(c) Similarly, the Signaling indications of one CTC section are exchanged with
CTC of other sections when train crosses the boundary of the two sections.
(d) Interface specification shall be prepared according to requirement of CTC of
adjacent sections detailing the information required to be shared with CTC of
adjecent sections. One CTC will share all the required information of his CTC,
including the data formats, protocols, physical / logical connectivity and
limitations related to the interface, with the other CTC to enable them design
their i n t e r f a c e .
(e) The Central Server provided in one CTC shall interface with Central server
provided in other sections for seamless exchange of information, including
but not limited to the following:
(i) Train schedule information: Daily / seasonal Time table etc.
(ii) Train running information: Train identification, type, composition, crew
details, dynamic location etc.
(iii) Train approaching the boundary of adjacent section.
(iv) Special events: Unusual delays, loco fault, any unusual alarms etc.
(v) Any other information as required during the execution of the work.
(f)The CTC shall normally use the Time table and Crew Management system
provided in section. To aid implementation, the sectional data of one section
shall be shared with other section. Not only that the CTC provided under one
contract be designed to receive the Time table and Crew Management
information from the Central server of CTC of other sections but also it shall
have facility to carry out any updates in the Timetable and Crew Management
information provided in Central Server of other sections.
(g) The format of data exchange should be non-proprietary and vendor
independent open type such as XML, CSV, text strings etc. The protocol used
f or interface shall be industry standard open protocol, which shall be easily
configurable such as Modbus TCP, Web server etc. It shall be possible to
establish/configure logical link between server / systems of adjacent CTC.
The communication protocol used for CTC-CTC interface shall be TCP/IP
based and data routing shall be possible by IP configuration.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(h) The TMS system shall support communication with neighboring TMS/CTC
based on UIC 407-1 or other equivalent latest standards.
13.5 Interfaces with Passenger Information System (PIS):
13.5.1 Interfacing PIS System:

13.5.1.1 TMS supplier will provide industrial grade workstation at each of the stations where
PIS system is required to be interfaced with TMS system. This workstation will drive
the PIS systems either directly (for new installations of PIS as per RDSO
specification RDSO/SPN/TC/61/2012) or through existing PIS terminals at stations.
For existing PIS systems, necessary software details regarding database of PIS
system shall be made available by railway.
13.5.1.2 The TDS will drive the PIS available on the stations by sending data telegram to
station terminals. This in turn will drive the PIS i.e. Indicators, VDUs,
Announcements system etc, with an option of automatic or manual mode. However
at way side stations without crossover, operator less PIS should be provided.
13.5.1.3 The interface should drive existing centralized announcement system to facilitate
automatic announcements actuated by passage of trains.
13.5.1.4 All the future passenger display/ information systems after introduction of the TDS
shall be driven through the central control.
13.5.1.5 The interface should also drive the existing Indicators.
13.5.2 Indicator Boards on Platforms & FOBs:
13.5.2.1 With the introduction of Train Describer system, existing microprocessor/ EPROM/
Diode Matrix based indicator system at various stations shall be directly driven from
the Central control/ TDS system. The data telegram will be sent to existing indicator
system by TDS.
13.5.2.2 At the way side stations without crossover, indicators should be driven by TDS
without help of operator.
13.5.2.3 Additional information of expected arrival of train in form of countdown in minutes

shall be provided. The countdown time in minutes should be reckoned based on
distance of track circuits from the station and passage of trains on that particular
track circuits.
13.5.2.4 As far as possible, indicators shall be driven through station TDS terminals in
addition to driven by existing PC.
13.5.3 VDU monitors at Stations:

13.5.3.1 High resolution colour LCD/LED display (as specified by user- by default it should
be 42’’FHD LED type) shall be installed at the entrances /FOBs or other suitable
locations decided by Railways.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
13.5.3.2 Monitor will display details of 4 trains sequenced as per arrival time.
13.5.3.3 Information to be displayed will consist of alphanumeric characters in three
languages (Hindi, English & Local Language).
13.5.3.4 VDUs will be driven through ASM terminal & information displayed on VDUs can be
monitored on ASM terminal.
13.5.3.5 It should be possible to show video clippings through station terminal.
13.5.3.6 It shall be possible to send Scrolling Message/ full screen message on the Video
system.
13.5.4 Central Announcement (CA) system and way side station announcement
system:
13.5.4.1 Presently PC based Central Announcement systems are available at many mainline
& suburban stations for announcing Schedule/expected arrival of Mail express
trains, courtesy messages and emergency messages. Other announcements are
made on microphone. The type of announcements are as under:
(i) General (slogans/public awareness/messages)
(j) Corridor wise late running
(k) Unusual /disruption
(l) Rescheduling, cancellations of trains
(m) Special train services planned
13.5.4.2 The above CA system shall be integrated with TDS so that it can directly send data
telegrams to station PC terminal to trigger voice file stored in PC to make
announcement of schedule, expected arrival / departure of Mail/express trains.
13.5.4.3 All the way side stations are provided with PC based announcement system. TDS
shall transmit data packets to trigger the voice file stored in memory of PC for auto
announcement prompted by passage of the train.
13.5.4.4 Facility for auto announcement in case of diversion / cancellation of train shall be
made available by TDS.
13.5.4.5 Scope of work may include modification required in hardware and software of
present CA system at identified stations.
13.5.5 Additional Passenger information system (PIS) information on ASM PC:
13.5.5.1 The existing PIS system is PC based provided in station office which drive the
indicator, Video and announcement system. The additional workstation provided by
TDS shall interface with existing PIS system at stations to update the PIS database
and trigger update of display/indicators and make automatic announcements as
required by central control.
13.5.5.2 On transfer of third train, after departure of the first train, the second train should
become first and the newly transferred train should take second place on the list.
13.5.5.3 It shall transmit information about the first train of the list to serial port of driver of
external indicator provided on each platform. The format of this data shall be ASCII
Printed:
JE/Signal DD/Signal
(TMS/CTC)
and the details shall be given by Railways.

13.5.5.4 The real time PIS driven by TDS should have facility to incorporate traffic block &
other disruption in train services. Based on above TDS shall automatically change
the platform time table information for that day and CA & indicator system will be
driven accordingly.
13.5.5.5 The existing coach guidance indicator system (available at mainline stations) should
be integrated with TDS. It shall also be possible to send coach information (coach
guidance information) about mail/express trains on the Video display.
13.5.5.6 It shall keep log of all the messages sent for display, trains transferred/departed
from system for minimum of 7 days.
13.5.5.7 It shall be possible to edit the train information of the timetable database
simultaneously when the train is being displayed on indicators.
13.5.5.8 The system should be capable of driving any additional Voice System connected to
the network.
13.5.5.9 The system shall be able to trigger various announcements supported by the Voice
System.
13.5.5.10 Once the connectivity is available from TDS, it shall display EIM (Expected in
Minutes) for the trains on the respective platform.
13.5.5.11 The system shall be able to query the TDS Server about the trains standing on the
station.
13.5.5.12 It shall be possible to send message from TDS controller to ASM terminal and
station VDUs.
13.5.5.13 The system shall keep log of all the messages received from the TDS during last 7
days.
13.5.5.14 It shall be possible to direct a station terminal to go to Centralize Announcement
mode or Local mode or TDS driven mode.
13.6 Interface with ETCS L-2/ KAVACH:
13.6.1 CTC system shall have interface to share information with RBC of ETCS
L-2 and KAVACH if provided in the section.
13.6.2 CTC- KAVACH interface document ( based on EULYNX’s TCS-ILS interface
document) shall be followed for interfacing KAVACH with the CTC system. In
case of interfacing with RBC of ETCS L-2 system, EULYNX’s TCS-RBC interface
document shall be followed
14 Communication Network:
14.1 Communication network at OCC:

14.1.1 Dedicated Communication Network at OCC for inter connection of CTC Equipment
(Servers, Terminals, Video Wall Systems, Data Storage, Printers etc.)shall be fault
tolerant.
14.1.2 Networking Equipment used in Communication Network such as Bridges,
Gateways, Routers, Switches and Repeaters shall have redundancy.
14.1.3 The local area network employed shall be Dual LAN Network based on
FDD/Ethernet/Serial communication.
14.1.4 Dual redundant link shall provide highly resilient communications network. System
shall be tolerant to multiple simultaneous link failures, maintaining operation without
degradation of performance. It shall be possible to perform maintenance on
communication links without stopping the Signalling system.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
14.1.5 Data transfer to peripherals like printers & plotters can be at lower speed for each
device using appropriate media with duplicate path.
14.1.6 For connecting peripherals, screened twisted pair cables shall be used.
14.1.7 The cables used shall be of rugged type with capability to work data up to at least
1000 Mbps.
14.1.8 30% spare Ports on Switches & Hubs etc. shall be kept spare for future use.
14.1.9 Failure of any single Wayside Communication Equipment shall not cause failure of
complete communication of CTC other than that of particular Wayside
Communication Equipment.
14.1.10 It shall be possible to interface and transfer the circuits on to the backup
communication on redundant OFC, wherever available.
14.1.11 All equipment shall be installed in standard 19" racks.
14.1.12 The time slots working shall have redundancy. However, it shall be possible to
transfer all data from one time slot to a redundant time slot, if required.
14.1.13 The transmission with field station shall be controlled by polling wherever
transmission is in serial mode and not in star configuration.
14.1.14 In-built safety provisions shall be available to detect data corruption / non- receipt of
packets/node defect problems.
14.2 Data Communication network between CTC & Field interlocking system:
14.2.1 Dedicated OFC network in ring network shall be used for interconnecting field
interlocking system with CTC. 100% redundancy in design shall be planned.
Protection of this network may also be planned through hired channel from Railnet
or other service provider.
14.2.2 Preferably Multi-Protocol Layering Switch (MPLS) data transport protocols shall
be used for better resource sharing.
14.2.3 WAN network shall be used for networking of field functions like Freight Operations
Information System (FOIS), Crew Management System (CMS), Wagon
Management System (WMS).
14.2.4 Design and bandwidth planning shall be done ensure that data between various
stations or OCC to Stations or stations to OCC can be transported simultaneously
without any delay or jitter or drop in packets with Guaranteed QoS. The designer
shall provide bandwidth details during detail design phase and the telecom
Printed:
JE/Signal DD/Signal
(TMS/CTC)
network to be provided accordingly.
14.3 Wayside Communication Equipment :
14.3.1 Integrated digital communication shall be provided covering all field nodes
(Station, Hut, LC gate etc).
14.3.2 It should be based on client-server technology on IP platform. Facility of Voice

logging shall also be made.
14.3.3 OFC should be used for media.
15 INTEGRATION WITH MOBILE TRAIN RADIO (MTRC) SYSTEM (optional):
15.1 A Mobile communication may be available between the motorman/Loco pilot/guard

& the section controller.
15.2 TDS shall send the Train ID/rake details file for auto registration of Mobile cab
radio.
15.3 It shall be possible to send the emergency caution order in the form of SMS through
his TDS/ MTRC terminal.
15.4 It shall be possible to generate SMS message for the drivers of trains stating name
of next halt station for that particular train. This SMS message shall be transmitted
by MTRC terminal.
16 POWER SUPPLY:
16.1 The CTC system in OCC shall be provided with UPS of suitable capacity based on
the load requirement at OCC.
16.2 Power supply units of all modules shall be operated from AC source ranging from 160
to 270 Volts (with tolerance of +10 V), 50 Hz AC, single phase with over voltage,
under voltage and short circuit protection.
16.3 All the power supply units shall be operated at 50% load of maximum working
capacity. Power supply units shall be SMPS type of standard make.
16.4 PVC insulated flexible 3 core x 2.5 sq mm multi strand power cables provided shall
conform to specification no. IS: 694:1990 reaffirmed 1995 or latest.
16.5 Suitable protection against transient voltages coming in the power supply source or
Printed:
JE/Signal DD/Signal
(TMS/CTC)
generated by some other source shall be provided by providing Class C protection

device.
16.6 Data Cable and Power Supply cable shall be taken through separate pipes/ conduits.
17 LIGHTNING AND SURGE PROTECTION FOR ELECTRONIC SIGNALLING

EQUIPMENTS:
17.1 The equipment shall be suitably protected against atmospheric voltage surges both for
common mode (voltage that appears between phase conductors and earth) and
differential mode (voltage that appears between neutral & earth) in order to limit the
harmful effects of lightning.
17.2 The IEC standards 61312, 61024, 61643, 62305 and VDE 0100-534 pertaining to
protection against lightning and surges shall apply for all electronic equipment to
withstand static electricity, electric fast transient and surge voltage.
17.3 The power line of electronic signaling equipment shall have Class B & C type 2-stage
protection in TT configuration. Stage 3 protection is also required for protection of
power/signaling/data lines. Class B & class C type protection devices shall preferably
be pluggable type to facilitate easy replacement.
17.4 Stage wise details of lightning and surge protection is given in annexure-V.
18 TESTS AND REQUIREMENTS:
18.1 Conditions of Tests:
18.1.1 Unless otherwise specified all tests shall be carried out at ambient atmospheric
conditions.
18.1.2 For inspection of electronic items like power supply equipment, FIU etc. relevant
clauses of RDSO/SPN/144 or equivalent international standard for indoor equipment
shall apply. Information technology/datacom equipment like Work station, Video
display system, Servers, router, switches etc should be of Industrial grade suitable for
24X7 working and should comply with IS 13252 (Part 1): 2010/ IEC 60950-1: 2005.
and should also comply IEC 61000/IS14700 for EMC requirement.
18.1.3 Certification for compliances of various standards as given in specification by Govt.
agency or NABL accredited Lab or any other reputed international certifying body
shall be submitted by Firm to engineer in charge for verification & acceptance.
18.1.4 Inspection and testing shall be carried out to the effect that all requirements of this
specification are complied with.
18.2 SAFETY PLAN:
18.2.1 Safety plan shall be prepared and submitted which shall include system description,
safety Integrity Level and safety case.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
18.2.2 Manufacturer shall check and verify that the system being offered meets the
requirements of safety integrity laid down by railways.
18.3 TEST PROCEDURE:
The test procedure shall be based on the system design. The methodologies to be
adopted for various tests shall be decided taking into account the system
design/configuration.
18.4 Visual Inspection:

Each equipment of the system shall be visually inspected to ensure compliance with
the requirement. The visual inspection shall broadly include:
18.4.1 System Level Checking:

i) Constructional details.
ii) Dimensional check.
iii) General workmanship.
iv) Configuration.
18.4.2 Module Level Checking:

i) Indications and displays.
ii) Mounting and clamping of connectors.
iii) Proper housing of cards.
18.5 Functional testing:
After installation and integration of all subsystem (internal as well external), all
functionalities as mentioned in specification shall be demonstrated by executing
agency to satisfaction of Railway engineer.
19 MARKING:
19.1 All markings/ indications shall be easily legible and durable. Where the marking is by
use of labels, the labels shall be firmly fixed and shall not be capable of being removed
by hand. Durability of marking shall be checked by rubbing the marking by hand with
a piece of cloth soaked with petroleum spirit.
19.2 All markings/ indications shall be placed in the vicinity of the components to which
these refer and shall not be placed on removable parts, if these parts can be replaced
in such a way that the marking / indications can become misleading.
19.3 The words ‘Indian Railway Property’ shall be etched, engraved or embossed on the
equipment at a conspicuous position. For it, the size of the letters shall be chosen
depending upon the equipment but shall not be less than 20mm high in any case.
19.4 the following information shall be shall be etched, engraved or embossed on the
equipment or on suitable name plate:
(a) Name or trade mark of the manufacturer.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
(b) Serial number of the equipment.

(c) Month and year of manufacture.
(d) Rating (Power/voltage/current)
20 DOCUMENTATION:
Two copies of the following manuals shall be supplied:
a. Instruction Manual
b. Installation and Maintenance Manual including Dos & Don’ts.
c. Mechanical drawings of each sub-system/ rack.
d. Guaranteed performance data, technical & other particulars of the equipment.
e. Schematic block diagram showing mounting arrangement of various

components & details of each type of assembled PCB.
f. Trouble shooting procedures along with test voltages and waveforms at various
test points in the PCBs.
g. Details of software viz. Source code, algorithm, flow chart, machine code along
with test/ validation procedure used and the results thereof.
h. Details of Hardware e.g. schematic diagrams of the system circuits/

components, details for each type of assembled PCB and part-list.
i. Pre-commissioning check list.
21 PACKING:
21.1 The equipment and its sub assemblies shall be wrapped in bubble sheet and then
packed in thermocole boxes and the empty spaces shall be filled with suitable filling
material. All PCBs shall be enclosed in anti-static shield cover. The equipment shall
be finally packed in a wooden case of sufficient strength so that it can withstand bumps
and jerks encountered in a road/ rail journey.
21.2 Each box shall be marked with code numbers, contents and name of manufacturer.
The upside shall be indicated with an arrow. Boxes should have standard signages to
indicate the correct position and precaution “Handle with Care” with necessary
instructions.
22 WARRANTY:
The manufacturer/supplier shall warrant the material supplied to be free from

defects in design, material and workmanship under ordinary use and service,
his obligation under this warranty being limited to replace free of cost those
parts which shall be found defective within 3 years after installation and
Printed:
JE/Signal DD/Signal
(TMS/CTC)
commissioning of the system. Beyond warranty period, AMC/ARC with OEM or

its authorized agency may be awarded as decided by Zonal Railway.
22 OTHER INFORMATION TO BE PROVIDED BY THE PURCHASER:
i. Signaling details of stations, LC gate, IBH etc in section.
ii. If interface with ETCS/KAVACH is needed.
iii. Details of location where CTC terminal shall be required.
iv. Location of OCC, BCC & NCC.
v. Resolution of video wall FHD (1920x1080 pixels) or 4K (3940x 2160 pixels).
vi. Details of PID/ PA system, COA to be interfaced.
vii. Detail of CMS to be interfaced with protocol.
*****
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Annexure-I: Indicative alarm list -

(In absence of any specific requirement from purchaser following minimum set of alarms
should be provided at appropriate terminal/s)
DESCRIPTION
GROUP INDICATIVE ALERT TEXT
1. Emergency SPAD alarm Control system has detected that a train has
actions/events passed beyond the limits of its movement
authority
SPAD inhibit failure Operator request to inhibit SPAD alarm on
a signal has been unsuccessful
2. Out of Sequence Track Track section occupied out of sequence Track section failure or incursion
Circuit Occupation
Track circuit cleared out of sequence Possible loss of train detection (e.g. rusty
track)
Train long time in section Train too long in section
3. Signalling Equipment Points failed to set normal/reverse/free Operator request for manual point
failure to operate on movement failed
request
Route failed to set TM or operator route request failed
Route failed to cancel Operator action to cancel route
unsuccessful
Automatic signal failed to replace to Operator request to operate emergency
danger or to return to normal replacement on auto signal failed
4. Level crossing events Level crossing failed Level crossing has failed (may
be separate alarm for level crossing
power failure)
Level crossing recovered Level crossing has returned to
Service
Level crossing switched to local control Level crossing switched to local control
5. Axle counter reset events Axle counter restoration failed Attempt to restore operation of an axle
counter has been unsuccessful
6. Signalling power events Earth leakage alarm Signalling power fault that can affect
operation
of signalling equipment
Signalling power primary supply lost Main electrical supply lost
Generator started Generator has started
Generator failed to start Where secondary supply provided by diesel

generator - so running on UPS battery
supply only with loss of power imminent
Generator stopped Generator has run out of fuel or has

stopped working, whilst primary supply still
out of operation
Signalling power primary supply Main electrical supply restored
restored
UPS fault Fault detected in UPS system
7. Train description events Non-described train entered area Train received into control area without a
headcode being assigned (shown by
**** on current NR TD systems)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
DESCRIPTION
Berth warning alarm Pre-configured alarm when train enters

specific TD berth to alert operator to a
manual action - such as warning a train is
approaching a level crossing
Train not in timetable Train received into control area with
headcode that is not in timetable
Train description duplicated Train received into control area with
duplicate of headcode of another train in
the area
8. Interlocking events – Interlocking critical alarm High priority group alarm from Electronic
Electronic interlocking interlocking - includes some field
equipment faults such as signal lamp
failed, point detection failed, point
operation failed, route indicator
lamp failed, but also major hardware
failures in the interlocking
Interlocking non-critical alarm Low priority group alarm from

interlocking that is not service affecting
(e.g. first filament failure)
Interlocking /non-critical alarms Interlocking have a limited alarm buffer
cleared that has to be flushed by technician when
full - this advises that the action has been
completed
9. Interlocking events – First filament failure Common alarm for first filament failure in
Relay interlocking one signal in group of signals attached to a
relay interlocking
Train operated route release failed to Failure of interlocking to release route after
operate passage of train (Train Operated Route
Release)
Pulse generator fault Indicative type of faults that might be
communicated from a relay interlocking -
Fuse fault
impact upon operations depends upon
Panel processor fault effect on functioning of interlocking
Local panel in operation Control of interlocking switched to standby

signalling panel
10. Interlocking events Points loss of correspondence Points not detected in requested position
Signal lamp failure Main signal aspect failed

Position Light Junction Indicator lamps Position Light Junction Indicator with less
failure (<3 lamps lit) than 3aspects lit
Position Light Junction Indicator lamp Position Light Junction Indicator with only 3
failure(3-4 lamps lit) or 4 aspects lit
SRI/MRI lamp failure Indicator lamp failure
Track circuit failure Failure in interface with track circuit
Ground frame interface failure Failure in ground frame interface system
Printed:
JE/Signal DD/Signal
(TMS/CTC)
DESCRIPTION
11. Communication Loss of communication with LINK Failure in communications links causing
complete loss of communications
Loss of communication between LINK Failure in communications links causing

and interlocking complete loss of communications
Loss of communication with GSM-R Failure in communication link for train
descriptions with GSM-R
12. TMS workstation events Workstation failure Failure in TM workstation causing a key
function or the whole workstation to stop
operating
Workstation restoration Workstation restored to operation after a
previous failure
13. TMS automation sub- Automation switched off Automation in an area has been switched
system events off
Automation not switched off/on TM or operator request to switch off or on

automation in an area unsuccessful
14. TMS planning event Joining portion of train overdue Current ARS alarm for joining trains
Timetable not received Current ARS alarm when timetable file not
downloaded
Train has invalid timetable data Current ARS alarm when downloaded
timetable found to have invalid timetable
data for a train
15. TMS sub-system failure System data logger failed TM system event logger has stopped
operating
System data logger recovered TM system event logger has resumed
working
Automation system failure Failure in automation system causing loss
of function
Automation system restoration Automation system returned to normal
working
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Annexure-2:Minimum technical requirement of Laser based rear Projection system

Parameters Minimum Technical Requirements
The Rear Projection Modules must be based on Single Chip DLP, Rear
Display Overview
Projection technology.
All cubes shall of 70” diagonal size and optimized to work in a multi-screen
Display Requirements
arrangement
Brightness >1600 lumen on screen
Light Source Laser with lifetime 100000 hours (In economical Mode)
Automatic colour and The system should have a continuous duty cycle of 24/7 for colour calibration
brightness adjustment and brightness uniformity using automated software
Panel uniformity >95%
Each display module shall have minimum Redundant DP1.2 and HDMI 1.4
Input signal flexibility:
(HDCP compliant), DVI-DL inputs for redundancy purposes may also be kept.
The control of the wall shall be possible via a network. All cubes shall have
their own IP address, and the control software can access all of them at the
same time. The available features shall be: On/Off, Brightness and Colour,
Remote control Input control
It should be possible to make Wall or Panel On/Off, Brightness and Colour

control, Input control, health monitoring.
To protect operator’s eyes from blue light coming from screen, provision of
Night Mode
night mode should be there.
Control option The system should support RS 232/ RS 422, IP & IR.
Schedule/time based ON/OFF of system can also be possible without any

Schedule On/Off
human intervention
Schedule Input Selection Schedule/Time based selection of input source can also be possible
Design should be modular for economical maintenance & replacement of

Modular Design
defective parts.
Redundant Power Supply Redundant Power Supply is required (internal/external)
Dust Protection Should be IP6X certified by third party laboratory
Projector should comply wit EMC (Electro-Magnetic Compatibility) as per IEC

61000/IS14700
Safety
As far as possible system should be green focus in the product design, 100%
free of harmful substances, eco-friendly materials
Printed:
JE/Signal DD/Signal
(TMS/CTC)
As far as possible recyclable materials to allow recycling for future use once
the product has served its useful life
Serviceability Rear
Native Resolution per

FHD (1920x1080 pixels) or 4K (3940x 2160 pixels) as specified by purchaser
Panel
Aspect Ratio 16:09
Screen Gap Less Than 0.2 mm
Contrast ratio 1800:01
Input Power supply AC 90 V- 240V& 50 Hz frequency
Power consumption Less than 350 watt in Normal/Typical Mode
Heat Dissipation Less than 1200 BTU/hr.
Operating Temperature system shall operate properly under 10ºC to 40ºC Temperature
Humidity 20%-80%
All features and functionality should be certified by the OEM.

OEM Certification
The Display Modules, Display Controller & Software should be from a single
OEM.
Annexure –II above, made generic and functional. Zonal Railway may prepare and approve Tech
specification at the time of project planning & tendering as per latest configuration of Laser based
video wall.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
ANNEXURE-3
CALCULATION OF VIDEO WALL SCREEN SIZE
Video wall refers to the common display system provided for the easy monitoring
by different personnel. The display is of Rear View projection type which receives
the image to be displayed from the CTC & SCADA systems.
1. Parameters affecting the size of Video Wall
1.1 Viewing angle: The total height of the display as positioned on the screen wall
must fall within the comfortable viewing cone. As per ISO 11064 standards,
viewing angle should not exceed 38 degree for comfortable viewing with vertical
head rotation. This criterion will decide the minimum distance at which 1st row of
seating arrangement can be placed. Picture given below gives the minimum
distance for first row for screen height of 3488mm. ( Min Distance = 3488/tan38
i.e 4465)
Video wall screen

(3488mm)
38
Eye level
Min distance for first row
(4465 mm)
Height above Floor
Floor level
1.2 Maximum distance of clear visibility: This is the factor for deciding the
minimum size of the character and subsequently the size of the screen. It is
proposed to have 04 layers of seating arrangement with stair like raised platform
to achieve the clear visibility requirements. First two layers of Section controller
and Dy. Controller working in the theater room will come within 7.5 meter,it is
proposed to have clear visibility from these two rows, so7.5 meters has been
taken as the maximum distance for the requirement of clear visibility.
1.3 Minimum text height:(a)To determine the critical height of the characters for
easy readability and legibility, the maximum viewing distance ‘D’ from the display
is first determined. Then the minimum size of the characters of the text is
calculated, using the following formula:
H = D* tan (σ)
A
Printed:
JE/Signal DD/Signal
(TMS/CTC)
EYE 15 arc min Height of Character
(b) Where D is the distance of operator position and H is the height of character. ‘σ’
is visual arc angle subtended on eye by a character/symbol. As per ISO 11064
‘σ’ should be minimum 15 minutes for clear visibility.
(c) The minimum height of character based on above, for a distance of 7.5 meters
(second row) comes to 33 mm. (H = 7.5x tan (15/60) = 7.5x0.00436 i.e. 33mm)
(d) This shows that character of minimum 33 mm heightwith correct color,

contrast and back ground is clearly legible from a distance of 7.5 meters.
Resolution of the screen: (a)This isanother main parameter affecting the size
of the video wall since, it gives the information of number of pixels in unit length.
For calculation, Full HD LED screens of resolution 1920x1080 of 70” (diagonal)
has been taken as used in OCC at ALD. However, the size of Video wall screen
will reduce if screen of higher resolution is used.
1550 mm
70” diagonal 872mm
Dimensions of one screen of 1920 X 1080 resolution
(b) Dimensions of one screen of resolution1920X1080is 1550 mm (W) x 872 mm

(H). Number of vertical pixels per mm is = 1080/872 i.e.1.2 pixels per mm.As per
calculation minimum character height is -33 mm. So text size shall be of 33*1.2
= 40 pixels.
(c) By using character of 40 pixels (on a screen of resolution 1920x1080) the number
of video wall required will be calculated. Now by keeping the pixel to be minimum
40 and representing all necessary symbols/information in the display, the total
pixels required for one station and one auto block section is calculated and then
further for the entire arrangement.
(d) The major focus while doing the calculations is on the horizontal pixel
arrangement, as sufficient space is available in the vertical section. One Screen
of resolution 1920x1080 is further divided in blocks of 40x40 pixels for ease of
calculation as one unit. One Video Wall screen will have 48 horizontal & 27
vertical such blocks.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
2. Calculation of Screen size for CTC system

Based on above parameters for calculating screen size for CTC system, the
whole depiction is divided in two parts. One is Auto section and other is Station
section. LC gates & train identity are also covered in auto section.
2.1 For Auto Section
In one auto section information of signal aspect, train ID, track circuit status and
LC gate is required to be displayed.
(a) As per the viewing requirement explained above, Max. 4 blocks of 40x40 pixels
each required to represent one 4 aspect auto signal i.e. 4x40=160 pixels/Signal.
Signal number will be displayed just above the signal with in the same length.
(b) Train ID (8 digits) requires minimum 06 Blocks i.e.06x40=240 pixels.
(c) One track circuit status can be displayed in each auto section.
(d) Length of one Auto Section requires minimum 06 blocksof 40x40 pixels each to
represent the information of one signal including track circuit status, train ID and
LC gate i.e. 06x40=240 pixels. Typically inter signal distance of auto signals is
01 Km, the minimum display length of one auto section is 240 pixels/Km. Even if
the inter signal distance is less or more than 01 Km in auto section, the minimum
display length for one auto section will remain same as 240 pixels.
(e) Based on above, Minimum width of one Auto Block section required is 240 pixels
and Height of section required = 160 pixels.
2.2 For Station Section
In station section information of signal aspect, point status, track circuit status,
and LC gate is required to be displayed. To depict this information for a way side
station of 04 lines having emergency crossover at both ends, minimum 07 blocks
of 200 pixels each are required. So, total pixels required = 7x200=1400
pixel/Station. This will increase or decrease depending upon the actual length of
the station.
01 block of 200pixels
1 2 3 4 5 6 7
Fig: Typical requirement for depicting one station
3. Screen size for Typical Section of 300 Km with 40 Stations & remaining
auto section: Based on above results the screen size for a typical section of 300
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Km with approx. 40 stations and auto signaling is being calculated including

SCADA system.
3.1 For CTC system
(a) Length of one station section is taken approximately 1.8 Km.For 40 Station the
total length is 40x1.8=72Km. Balance length of Auto Section = 300 – 72 =228
Km. With inter signal distance of 01 km there will be 228 auto sections.
(b) For 40 Stations total pixels required are 40x1400=56000, as 1400 pixels are
required for one station and for 228 blocks of auto signal, the total pixels required
are 228x240= 54720 pixels. Total pixel requirement for the typical section is
56,000+54720= 110720 pixels.
(c) Since, resolution of each screen is 1920 pixels, total No. of Video Wall Screens
required will be = 110720/1920 = 57.7. Arranging one above other in 4 rows, we
will require 57.7/4= 14.41Video Wall screens i.e. approx. 14 Video Wall screens
in each row.
(d) Size of one screen in mm is 1550x872(mm) so total length required for placing
14 screens is – 14x1550= 21700 mm and total Height is- 4x872= 3488 mm as
shown below
1st 1 ----------------------------------------------------- 14
Row -----
2nd 15 ----------------------------------------------------- 28
Row ----- 3488
3rd 29 ----------------------------------------------------- 42 mm
Row -----
4th 43 ----------------------------------------------------- 56
Row -----
21700mm
(e) Size of CTC Video Wall with 14 x 4 screen configuration for 300 km section length
having 40 stations and 228 km auto section comes to 21700mm (W) and
3488mm (H). i.e. 21.7 meter x 3.488 meter.
3.2 For SCADA system

(a) Similarly, the calculation of screen size for the display of SCADA system is also
done. Based on the data taken from the video wall for SCADA at OCC Allahabad,
following minimum pixel requirement is taken to represent different parts of
overhead catenary system
Sl. Location Pixels Required Pixels Required
No. (Horizontal) (Vertical)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
1 TSS 580 1080

2 SP 510 1080
3 SSP 345 1080
4 Stations Varies, approx. 280 Varies, approx. 440
(b) For the typical section of 300 Km with 40 stations and 04 TSS, 08 SP, 12 SSP
(No. taken approximately) the horizontal requirement of pixels is as given below:
Sl. Location Pixels Required No. of Total pixel

No. (Horizontal) Locations Requirement
1 TSS 580 04 2320
2 SP 510 08 4080
3 SSP 345 12 4140
4 Stations Varies, approx. 280 40 11200
Total 21740
(c) For total pixels 21740 for SCADA system, No. of Video Wall Screens required is
= 21740/1920 = 11.32. Arranging one above other in 4 rows, we will have
11.32/4= 2.83 Video Wall screens i.e.03 Video Wall screens in each row.
(d) Size of one screen in mm is 1550x872(mm) so total length required for placing
03 screens is –03 x1550= 4650 mm and total Height is- 4x872= 3488 mm as
shown below
1st Row 1 2 3
2nd Row 4 5 6
3rd Row 7 8 9
4th Row 10 11 12
(e) Size of SCADA Video Wall with 3 x 4 screen size for this typical section comes
to 4650mm (W) and 3488mm (H).
3.3 Total video wall screen size required for 300km section length having 40
Stns and 228 km auto section for CTC and 04 TSS, 08 SP, 12 SSP for SCADA
system is 21700 + 4650 = 26350mm. (Approx. 27mtrs length
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Annexure-IV
Methodology of Integration between CTC and COA Systems
In order to integrate both the systems, handshaking will be required to uniquely identify the train in
COA system. Primafacia, there are two methods to integrate the systems. The details are as
follows:
1. CTC shall provide the Train Number and Schedule date of train arrival at Station in case of
Passenger trains and Loco Number (which is attached to the train) in case of Goods trains. The
data in the following format will be required to update train movement in COA system by
invoking the Oracle stored procedure by CTC:
S.No. Data Element Type and Size

1. Train Number VARCHA R2 (6)
2. Train Schedule date at Station VARCHA R2 (10)
3. Loco Number VARCHA R2 (6)
4. Station Code VARCHAR2 (4)
5. Arrival/Departure Status Flag CHAR (1)
6. Arrival/Departure Time VARCHAR2 (16)
7. Line Number NUMBER (2)
2. The detail of the trains approaching to CTC territory alongwith unique Train ID of COA system
with following details can be provided by COA to CTC system by invoking the Oracle procedure
by CTC:

1. Train ID VARCHA R2 (22)
2. Train Number/Name VARCHA R2 (30)
3. Train Schedule date at station VARCHA R2 (16)
4. Loco Number VARCHAR2 (20)
5. Direction VARCHAR2 (4)
The CTC system needs to store the data provided by COA and accordingly map the respective
train at entry point of CTC system and subsequently, same Train ID shall be used to send
following data to COA by invoking the Oracle stored procedure by CTC:

1. Train ID VARCHA R2 (22)
2. Train Number VARCHA R2 (6)
3. Train Schedule date at station VARCHA R2 (10)
4. Loco Number VARCHAR2 (6)
7. Arrival/Departure Time VARCHAR2 (16)
8. Line Number NUMBER (2)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
Annexure-V
1. Stage 1 Protection (Power line protection at Distribution Level):
The protection of class 'B' type, against Lightning Electromagnetic Pulse (LEMP) &
other high surges shall be provided at the power distribution panel. Wherever available,
the modules shall have an indication function to indicate the prospective life and failure
mode to facilitate the replacement of failed SPDs. The device shall be spark gap type
and certified as per the VDE 0675 A1/A2 & IEC 61643. It shall be provided with a 63
Amp fuse in phase line. The protection shall be in compliance of IEC 61312, IEC 61024
& VDE 0100-534 with the following characteristics:
SN Parameters Limits
Line & Neutral &
Neutral Earth
1 Nominal Voltage (U0) 230V 230V
2 Maximum continuous operating voltage (Uc)  255V  255V
3 Lightning Impulse current between R, Y, B &  50KA, --
N (Imp) 10/350s for
each phase
4 Lightning Impulse current between N & E --  100KA,
(Imp) 10/350s
5 Response time (Tr)  100 ñs  100 ñs
6 Voltage protection level (Up) between L & N  1.3KV --
7 Voltage protection level (Up) N & PE --  1.5KV
8 Short circuit withstand and follow up current 10KA --
extinguishing capacity without back up fuse
(Isc)
9 Operating temperature / RH 70O C / 95% 70O C / 95%
10 Mounted on din rail din rail
2. Stage 2 Protection (Power line protection at Equipment Level):
The protection of class 'C' type against low voltage surges shall be provided at the
equipment input level connected between line & neutral. This shall have an indication
function to indicate the prospective life and failure mode to facilitate the replacement
of failed SPDs. This shall be thermal disconnecting type and equipped with potential
free contact for remote monitoring. The device shall be a single compact varistor of
proper rating and in no case a number of varistors shall be provided in parallel. This
protection shall be in compliance of IEC 61643-12, 61312 & 61024 and VDE 0100-534
with the following characteristics:
SN Parameters Limits
1 Nominal Voltage (U0) 230V
2 Maximum continuous operating voltage  300V
(Uc)
3 Nominal discharge current between  10KA, 8/20s for each phase
R,Y,B & N (In)
Printed:
JE/Signal DD/Signal
(TMS/CTC)
4 Maximum discharge current between L  40KA, 8/20s

& N (Imax)
5 Response time (Tr)  25 ñs
6 Voltage protection level (Up) at In  1.6 KV
7 Operating temperature / RH 70O C / 95%
8 Mounted on din rail
3 Stage 3 protection (Protection for Power /signalling / data lines)
All external Power/signalling/data lines (AC/DC) shall be protected by using preferably

pluggable stage 3 surge protection devices which consists of a combination of varistors
/suppressor diodes and GD tube with voltage and current limiting facilities.
4 Power line Protection (Class D)
The device for power line protection shall be of Class D type. This shall have an
indication function to indicate the prospective life and failure mode to facilitate the
replacement of failed SPDs. This shall be thermal disconnecting type and equipped
with potential free contact for remote monitoring. This protection shall be in compliance
to IEC 61643-1 and VDE -0675 Pt. 6 with following characteristics:
Nominal Voltage (U0) 24V 48V 60V 110V 230V

Max. continuous operating 30V 60V 75V 150V 253V
voltage (UC)
Rated load current (IL) 16A 16A 16A 16A 16A
Nominal discharge current 700A 700A 700A 2.0KA 2.5KA
(In) 8/20 s
Max discharge current (Imax) 2KA 2KA 2KA 5KA 5KA
8/20 s
Voltage protection level (UP) 200V 350V 500V 700V 1100V
Response time (Tr) 25 ñs 25 ñs 25 ñs 25 ñs 25 ñs
Note: Minor variations from above given parameters shall be acceptable.
5 Signalling/Data line protection
These devices shall preferably have an indication function to indicate the prospective
life and failure mode to facilitate the replacement of failed SPDs. If the device has any
component which comes in series with data/ signalling lines, the module shall have
"make before break" feature so that taking out of pluggable module does not
disconnect the line. This protection shall be in compliance to IEC 61643-21 & VDE
0845 Pt. 3 with the following characteristics:
Nominal Voltage(U0) 5V 12V 24V 48V

Arrester Rated Voltage(UC) 6V 13V 28V 50V
Rated load current(IL) 250mA
250m 250m 250m
A A A
Total discharge current, 8/20 s ( In) 20KA 20KA 20KA 20KA
Lightning test current 10/350 s 2.5KA 2.5KA 2.5KA 2.5KA
Voltage protection level (UP) 10V 18V 30V 70V
Note: Minor variations from above given parameters shall be acceptable.
Printed:
JE/Signal DD/Signal
(TMS/CTC)
6. If power supply /data/signalling lines (AC/DC) are carried through overhead wires or
cables above ground to any nearby building or any location outside the equipment
room, additional protection of Stage 2 (Class C) type shall be used at such locations
for power supply lines and Stage 3 protection for signal / data lines.
7. Coordinated type Class B & C arrestor shall be provided in a separate enclosure

adjacent to each other. This enclosure should be wall-mounting type.
8. Length of all cable connection from input supply and earth busbar to SPDs shall be
minimum possible. This shall be ensured at installation time.
9. Stage 1 & Stage 2 (Class B & C) protection should be from the same
manufacturer/supplier. Manufacturer shall provide Stage 1 & Stage 2 protection. Stage
3 protection shall be got provided by Railways separately.
10. The cross sectional area of the copper conductor for first stage protection shall not be
<16 mm2 and for second stage shall not be < 10mm2
11. Batch test report of OEM should be submitted by the manufacturer /supplier of
Lightning & Surge protection devices to RDSO at the time of acceptance test of
equipment.
Printed:
JE/Signal DD/Signal

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Document no. RDSO SPN /212/2020 Version 1.

RESEARCH DESIGNS & STANDARDS ORGANISATION

DRAFT SPECIFICATION FOR

Specification No. RDSO/SPN/212/2012

DOCUMENT DATA SHEET

Name: Upendra Bhumij

This document defines specification for Train Management System (TMS)

DOCUMENT CONTROL SHEET

NAME ORGANISATION FUNCTION LEVEL

K.K. Singh RDSO Member Prepare

Ajay Verma RDSO Member Review

Upendra Bhumij RDSO Approving Authority Approve

Specification No. Version Amendment Amendment Effective

Abbreviation Full form

2.0 BASIC REQUIREMENTS FOR TMS:

2.3 Spare capacity:

2.3.2 The system shall leave a minimum of 45% RAM available.

2.5 Hardware and Operating Systems:

2.5.7 Workstations shall be Linux/Windows-based, current product offering of a reputed

2.7.3 Server redundancy shall be based on a dual-active or hot-standby redundancy

2.8 Interlocking Interface:

2.9 Acquisition Protocols:

2.9.4 Communication Status – Communication status to devices shall be monitored by the

3.0 FUNCTIONALITIES OF TMS:

The system broadly envisages the functionality as described below:

3.1 Live Indications:

3.1.2 Live Indication to Train controller terminals:

3.2 Train Describer System:

(i) Single track circuit failure

(ii) Moving a train describer tag to a different location

(iii) Renaming a train describer tag.

3.2.10 It shall be possible to find the location of trains by search command.

(i) All trains

(i) Movement of train descriptions (track to track details with timing).

(ii) Operator’s commands to the train describer system.

3.3 Control Function:

a) Setting / cancellation of route

3.4 Automatic Route Setting (ARS):

3.5 Long Route Setting& Route stacking:

3.6 Block Working Operation:

3.7 MANAGEMENT INFORMATION SYSTEM:

3.7.1 MIS Edit:

3.7.2 MIS Reports:

(i) Various Train control charts

(ii) Various Punctuality reports

3.8 Train Graph:

3.9 Simulation studies on Simulation terminal

3.9.9 The simulation provides the following facilities:

3.10 Crew Management system (CMS)

3.11 Interfacing of TDS with Crew Management System(CMS):

3.12 Interfacing with OHE SCADA system (optional)

5.7.3 OHE failures and tripping details of FP, SP and SSP.

3.13 Time Table builder and editing:

(ii) Type of Train (Suburban, goods , mail etc)

(iii) Stopping pattern telling which station it stops at

(iv) Running section telling which path it takes

(v) Time and platform detail at each stations

(vi) Length of train in number of coaches. (9/12)

(vii) Creating train Id if required.