Few remarkable advancement in railways around the globe

2. Automatic Warning at Un-Manned
Level Crossing [UMLC]
• One of the most
expensive & ambitious
project of IR.
• A transmitter connected
to GSAT-6 (a
communication
satellite).
• Automatic Warning at
UMLC & in Locomotive
when train is 2 Kms
away from UMLC

3. • Emergency small
message
communication to and
from locomotive to
control center.
• Navigational aid to loco-
pilot.
• MSS Terminal &
Network designed for IR
supports both RTIS &
UMLC Project

4. First Trial
• The first trial run for
developing a satellite-
based system to warn
train drivers of
unmanned railway
crossings was
conducted by ISRO
scientists in
Ahmedabad in 2016.

5. • The project to build warning
systems will be taken
forward to cover the entire
railway network at a later
stage. A GIS (Geographical
Information Systems)
mapping will be done of the
entire route and a GIS map
will be created. “This will
help Indian Railways track
each train on its network
and also get timely alerts
about derailment and
accidents,”

6. Real-time Train Information System [RTIS]
• Developed by the Centre for
Railway Information Systems
(CIRE) with the help of Indian
Space Research Organization–
Airports Authority of India’s
GAGAN GPS aided geo-
augmented navigation.
• RTIS allows passengers to get the
real time location or train running
status of a train on their
smartphone.
• Mid-section updates with a
periodicity of 30 seconds.

7. Benefits
• Improve the overall
satisfaction of passengers
• Increase service usage
• Stress free work for train
controllers
• Optimum utilization of
resources
• Enables the train information
to be accessed through a web
or mobile service provider
• Richer MIS for management
• Handy for emergency
messaging from locomotive to
control center.

8. • Train movement events will be
determined based on predefined
logic applied to spatial coordinates.
• The train speed is received
continuously from the GAGAN
receiver.
• Data sent to the CLS of CRIS using
SMSs as well as 4G/3G mobile data
service.
• Data relayed from CLS to COA
• Already linked with NTES so, Accurate
real-time passenger information

9. • A body moving at high speed around a curve
experiences centripetal forces.
• For high speed train transport, we have to devise a
way to counteract this centripetal force
• A simple solution would be tilting the tracks ,
which will act as a super elevation just like in
highways and was done widely in the 1950’s and
1960’s
Tilting Trains
Basic Concept

10. KUCH likh dena yaha… workin or somtinig

11. The Solution
The Problem
NEW TRACKS
Japan's early bullet train
efforts of the 1960s avoided
this problem by laying all-new
lines as part of a re-gauging
effort, and France's TGV
followed the same pattern
The amount of tilt
appropriate for high-speed
trains would be over-tilted
for lower-speed local
passenger and freight trains
sharing the lines.

12. History of tilting trains
• Pendulum car 1937
– Pacific Railway Equipment
Company
• Talgo Pendular 1957
– Shared-bogie system
• UAC Turbo Train1968
– First tilting train to enter
into regular service in
North America
• Pendolino 1969
– Later iterations such as ETR
610 are still widely used

13. JAPNESE DESIGNS
• Attached pneumatic bogies to
their electric railcars.
• 2000 series DMU introduced
controlled passive tilt where tilt is
initiated passively but controlled
through computers
GERMAN DESIGNS
• Initial designs were scrapped
• First succesfull launch was DB Class
403 in 1979
• Today, Germany has DB class
401,403,411,415 which achieve
speeds upto 300km/hr and a tilt of
3 degrees.

14. Advanced Passenger Train (APT)
• The Advanced Passenger Train (APT) was initially an
experimental project by British Rail, with the train
entering service in 1984. Although eventually
abandoned, the train was the pioneer of active tilt to
negotiate tight curves at higher speeds than previous
passive tilting trains. For various reasons, political and
technical, after running in service for a year, the train
was withdrawn.
• Much of the technology developed for the power cars
was subsequently used in the non-tilting InterCity225
British Rail Class 91 locomotives, which run on the East
Coast Main Line route from London to Leeds and
Edinburgh.

16. The above video shows the tilting mechanism used in APT

17. Modern Modifications
The tilting train mechanism is
still used in various high speed
trains till date but has been
modified for maximum safety
after various prototype tests.
Modern trains use springs in
their wheel assemblies which
isolates the bogie and the
wheels and tilts only the wheels
and rhus removing the problem
of motion sickness.
Modern modifications cannot tilt
the trains to a large extent,
therefore needing gentler
curves.

18. Present Applications
Modern technology used for tilting high speed trains

19. Automatic train control (ATC)
• Automatic train control (ATC) is a general class of
train protection systems for railways that involves
a speed control mechanism in response to
external inputs.
• For example, a system could effect an emergency
brake application if the driver does not react to a
signal at danger. ATC systems tend to integrate
various cab signaling technologies and they use
more gradual deceleration patterns.
• It is usually considered to be the safety-critical
part of the system.

20. NEED
• The Automatic Train Control (ATC) system was developed
for high-speed trains which travel so fast that the driver has
almost no time to acknowledge trackside signals.
• In the case of super-high-speed trains it is difficult to fully
ensure safety with a conventional operation system; that is
one where the driver applies the brakes while watching
signals installed along the tracks.
• Therefore, ATC was introduced as a system that always
transmits signal information to indicate permissive speeds
to the driving cab and controls train speed automatically in
accordance with the permissive speeds indicated.

21. WORKING
• The ATC system uses the track
circuits to detect the presence
of a train in the section and
then transmits digital data
from wayside equipment to the
train onboard computer
according to the present
positions of preceding trains
and signal conditions.
• The data is about the number
of clear sections (track circuits)
to the next train ahead, and
the platform that the train will
arrive at.

22. • The received data is compared
with data about track circuit
numbers saved in the train on-
board memory and the
distance to the next train
ahead is computed.
• The on-board memory also
saves data on track gradients,
and speed limits over curves
and points. All this data forms
the basis for ATC decisions
when controlling the service
brakes and stopping the train.

23. • In the ATC system, the running
pattern creates determines the
braking curve to stop the train
before it enters the next track
section ahead occupied by another
train.
• An alarm sounds when the train
approaches the braking pattern and
the brakes are applied when the
braking pattern is exceeded.
• The brakes are applied more lightly
when the train speed drops to a set
speed below the speed limit in order
to decelerate in accordance with the
braking pattern, while ensuring ride
comfort.

25. SAFETY AND RELIABILITY
• In the ATC, both the ground and the on-board
equipment are made failsafe to ensure the safety of
the entire system
• The communication between them is performed by
control with consecutive numbers and conducting
transmission error verification.
• The ground equipment ensures safety and reliability
using two-out-of-three voting system verification. On
the other hand, the on-board equipment ensures
safety and reliability by incorporating dual processors
for comparison and verification.

26. • All of the communications that the ground equipment
transmits to the on-board equipment are given special
codes and consecutive numbers respectively.
• The on-board equipment confirms the codes and
numbers received and annuls incorrect
communications. Thus, the safety of communications
between the ground and the on-board equipment is
ensured.
• Trains are detected by verifying the receiving signal
level and the correctness of the communications
received.

27. ADVANTAGES
• Improved Riding Comfort as compared with the
conventional braking the ATC braking control enables
smooth speed control by virtue of variable braking
forces, thus improving riding comfort.
• It is possible to perform optimum train control by train
type because the on-board database has braking
patterns designed to the deceleration performance of
each type of train.
• Use of one-step brake control permits high-density
operations because there is no idle running time due to
operation delay between brake release at the
intermediate speed limit stage.

28. • Trains can run at the optimum speed with no
need to start early deceleration because braking
patterns can be created for any type of rolling
stock based on data from wayside equipment
indicating the distance to the next train ahead.
This makes mixed operation of express, local, and
freight trains on the same track possible at the
optimum speed.
• There is no need to change the wayside ATC
equipment when running faster trains in the
future

29. DISADVANTAGES
• The headway(distance between two
trains)cannot be reduced due to the idle running
time between releasing the brakes at one speed
limit and applying the brakes at the next slower
speed limit.
• The brakes are applied again and again when the
train achieves maximum speed causing more
wear and tear of brakes.
• Failure of any track circuit may result in
unnecessary stopping of trains resulting in delays.