This document provides an overview of Mobile Train Radio Communication (MTRC) systems. It discusses how MTRC systems allow trains to continuously communicate their exact position, speed, and direction to trackside equipment to safely manage train traffic and spacing. The document outlines the typical components, architecture, benefits, and risks of MTRC systems. It also provides examples of MTRC system projects in India and discusses the initial implementation and challenges of early MTRC systems in India.

1. Mobile Train Radio
Communicataion
Presented By:
Suraj Kumar
Talreja
Branch:
Electrical &
Electronics
Roll no.:
0832EX111057
Submitted To:
Ms. Rinki
Keswani &
Mr.Abhishek
Dubey
(Seminar
Coordinator)

2. Contents
 Introduction
 Background & Origin
 Main Features
 Main applications & Benefits
 Risks
 Architecture
 Projects
 Mobile Train Radio Communications in India.

3. Introduction
 Mobile Train Radio Communication(MRTC) is
a railway signaling system that makes use of the
telecommunications between the train and track
equipment for the traffic management and
infrastructure control.
 By means of the CBTC systems, the exact
position of a train is known more accurately than
with the traditional signaling systems.
 This results in a more efficient and safe way to
manage the railway traffic
Contnd……………….

4. Background & Origin
 The main aim of this MRTC system is to
increase capacity by reducing the time
interval(headway) between train travelling
along the line.
 In Signal System based in the detection of the
trains in discrete sections of the track called
'blocks.
 Each block is protected by signals that prevent
a train entering an occupied block.
 Since every block is fixed by the infrastructure,
these systems are referred to as fixed
block systems.

5.  Now a days, Moving Block is used. Unlike,
traditional Fixed Block each block is not
traditionally defined by the infrastructure.
 Besides, the trains themselves are
continuously communicating their exact
position to the equipment in the track by
means of a bi-directional link through Radio
Communication.
 Bombardier opened the world's first radio-based
CBTC system at San Francisco
airport's Automated People Mover (APM) in
February 2003.

6.  A few months later, in June
2003, Alstom introduced the railway
application of its radio technology on
the Singapore North East Line.

7. SFO Air Train, in San Francisco Airport, was the first
radio-based CBTC system deployment in the world

8. Main Features
 In the modern CBTC systems the trains
continuously calculate and communicate their
status via radio to the wayside equipment
distributed along the line.
 This status includes, among other parameters,
the exact position, speed, travel direction
and braking distance.
 It also enables the wayside equipment to
define the points on the line that must never be
passed by the other trains on the same track.

9. Safety distance (safe-braking distance) between trains
in fixed block and moving block signal system.

10.  CBTC systems based on moving block allows
the reduction of the safety distance between
two consecutive trains. This distance is varying
according to the continuous updates of the
train location and speed, maintaining
the safety requirements.
 Modern CBTC System allows different levels
of automation like GoA1, GoA2, GoA3,
GoA4……….

11. Main Applications & Benefits
 CBTC systems allow optimal use of the
railway infrastructure as well as achieving
maximum capacity and
minimum headway between operating trains,
while maintaining the safety requirements.
 The evolution of the technology and the
experience gained in operation over the last
30 years means that modern CBTC systems
are more reliable and less prone to failure than
older train control systems.

12. Risks
 The primary risk of a CBTC system is that if the
communications link between any of the trains is
disrupted then all or part of the system might have
to enter a failsafe state until the problem is
remedied.
 Communications failures can result from
equipment malfunction, electromagnetic
interference, weak signal strength or saturation of
the communications medium.
 In this case, an interruption can result in a service
brake or emergency brake application as real time
situational awareness is a critical safety
requirement for CBTC

13.  CBTC systems that make use of wireless
communications link have a much larger attack
surface and can be subject to various types
of hacking.
 With the increasing application of CBTC system,
there is an immense pressure over the
international community to reserve a frequency
band especially for Train Radio Communication.
Such decision would help to standarize the CBTC
systems across the market and ensure availability
for those critical systems.

14. Architecture
 The typical architecture of a modern CBTC
system comprises the following main sub
systems:
• Wayside equipment, which includes
the interlocking and the subsystems controlling
every zone in the line or network (typically
containing the
wayside ATP and ATO functionalities).
Depending on the suppliers, the architectures
may be centralized or distributed. The control of
the system is performed from a central
command ATS, though local control subsystems
may be also included as a fallback.

15. • CBTC onboard equipment,
including ATP and ATO subsystems in the
vehicles.
• Train to wayside communication
subsystem, currently based on radio links.

16. Architecture

17.  The following logical components may be
found generally in a typical CBTC architecture:
 Onboard ATP system. This subsystem is in
charge of the continuous control of the train
speed according to the safety profile, and
applying the brake if it is necessary.
 Onboard ATO system. It is responsible for the
automatic control of the traction and braking
effort in order to keep the train under the
threshold established by the ATP subsystem.

18. • Wayside ATP system. This subsystem
undertakes the management of all the
communications with the trains in its area.
Additionally, it calculates the limits of
movement authority that every train must
respect while operating in the mentioned area.
• Wayside ATO system. It is in charge of
controlling the destination and regulation
targets of every train. The wayside ATO
functionality provides all the trains in the
system with their destination as well as with
other data such as the dwell time in the
stations

19. • Communication system. The CBTC systems
integrate a digital networked radio system by
means of antennas or leaky feeder cable for the
bi-directional communication between the track
equipment and the trains. The 2,4GHz band is
commonly used in these systems (same as Wi-
Fi).
• ATS system. The ATS system is commonly
integrated within most of the CBTC solutions. Its
main task is to act as the interface between the
operator and the system, managing the traffic
according to the specific regulation criteria.

20. Automatic Transit System(ATS)

21. Projects

22. Mobile Train Rodio Communication
In India
 Mobile Train Radio Communication (MTRC)
over IR was introduced during 1980’s in
Nagpur – Durg, Nagpur – Itarsi and Nagpur –
Bhusawal sections of SER and CR zones of
IR.
 Although the system met, the requirements of
MTRC, yet bulky handsets provided to drivers
and guards and logistic for it’s charging made
this system very un-popular.

23.  GSM(R) based MTRC works were sanctioned
during 2005 and deployed over NFR, ER,
NCR and NR zones purely for train control
communication purpose.
 The investment of around 975 million INR
remains gainfully unutilised.

24.  As per report published on Nov. 10, 2013 in Times of India
 "We are implementing Mobile Train Radio Communication
(MTRC) system which would provide better communication
between the control room and the driver in speeding
trains," said a senior Railway Ministry official involved with
the project.
 The system will provide control rooms with emergency
brake for trains which can be used in case of signal
violation by drivers.
 While the MRTC system is currently being installed in the
2264-km route including Delhi-Ludhiana, Howrah-
Mughalsarai and Kolkata Metro sections, 2235-km-long
route including the New Delhi-Howrah and New Delhi-
Jammu will be equipped with the modern communication
system by March next year.

25. Literature Survey
 CBTC Radios- What to DO? Which way to go?
By Tom sullivan asses that Continuous bi-directional
communications forms the heart of
CBTC technology. By using two-way
communications instead of traditional fixed
block track circuits some transit operators
have been able to realize significant
performance improvements while at the same
time increasing safety and lowering operating
costs.

26. References
 Semi-automatic, driverless, and unattended
operation of trains .IRSE-ITC, 2010. Accessed
through www.irse-itc.net in June 2011.
 CBTC: más trenes en hora punta. Comunidad de
Madrid, www.madrig.org, 2010. Accessed June
2011
 Busiest Subways. Matt Rosenberg for About.com,
Part of the New York Times Company. Accessed
July 2011
 CBTC radios: What to do? Which way to go?Tom
Sullivan, 2005.