Engineering, Technology & Applied Science Research Vol. 6, No.
2, 2016, 945-951 945
Design and Simulation of a Decentralized Railway
Traffic Control System
Tolgay Kara M. Cengiz Savaş
EEE Dept, University of Gaziantep Turkish State Railways Corporation (TCDD)
Gaziantep, Turkey Gaziantep, Turkey
kara@[Link] cengizsavas@[Link]
Abstract—With the increasing use of railway transportation, conventional train traffic management, it is necessary to
various methods have been developed for the control and develop a time distance diagram in order to determine and
management of train traffic. Train traffic control systems that solve the problems of a railway system. In high-density lines
are currently in use are overwhelmingly centralized systems. In this diagram cannot be recovered quickly since information of
this study, the development of the general structure of railway the train traffic in stations is insufficient or not available. The
traffic control techniques is examined, centralized and centralized train traffic control (CTC) system that uses
decentralized control systems are investigated, and an alternative telephone lines in Turkey is called TMI, where the train
train traffic control system, the Decentralized Train Traffic management by dispatchers and staff in the station is congested
Management System (DTMS), is suggested. Simulation results on
and effective working time of the staff for the maintenance
the possible application of the proposed method to a railway line
in South-East Turkey are employed to evaluate the performance
work is reduced by telephone, as shown in Figure 1. TMI
of the developed system. system used in many regions of Turkey remains weak and
unreliable in many aspects [4]. An alternative to TMI tested in
Keywords-Train Traffic Control; Railway Traffic; sections of railway network is the Global System for Mobile
Decentralized Control; Decentralized Train Traffic Management Communication (GSM) based version, shown in Figure 2. The
System railway network in the region of interest of this study is
covered thoroughly by the GSM network supplied by a local
I. INTRODUCTION operator and TMI-GSM system is practiced for the NARLI-
NUSAYBIN line.
Management and control of railway traffic has been an
appealing field of research in recent years. Reliable and fast
train traffic control systems are needed to cope with the
increasing traffic density and high speed trains of today. In the
last few decades, the common approach to train traffic control
has been the use of Automatic Train Control (ATC) systems
along with radio communication. In Europe, the commonly
used ATC system is the European Train Control System
(ETCS) and Global System for Mobile Communications for
Railways (GSM-R) is the basis of the radio communication
functions of Level 1 with radio infill, Level 2 and Level 3.
Combination of ETCS and GSM-R constitutes the European
Railway Traffic Management System (ERTMS) [1, 2]. The
majority of Railway Traffic Management (RTM) systems Fig. 1. Configuration of TMI System
currently in use today are centralized systems where train
traffic is monitored and controlled by a supervisor. Train traffic
control is managed by a single center in many countries,
whereas in Turkey different regions are controlled by separate
control centers, which are unable to follow or control the
operations of other regions. In Turkey, train traffic operations
are managed by the use of traffic signals. Train positions are
sensed and notified to the control center via rail track circuits
wired to the control centers where available. Ordinary railway
signal systems mainly consist of logic relay circuits, which
need specific electric wiring. ATC systems receive data from
trackside components by local wireless units [3]. In Fig. 2. Configuration of TMI-GSM System
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 946
In the current study, a decentralized, flexible, low cost and on railway systems too. A novel railway control system that
reliable train traffic control system is investigated. Using operated in a distributed fashion was proposed in [11]. In these
simulations of a real railway line in Turkey, results illustrate years, the Thales Company developed Net-Trac 6617 CTC
the performance of the proposed system in usual and unusual 1000. Every train moving along a line controlled by this system
scenarios. could be monitored and displayed on supervision pictures and
time distance diagrams [12].
II. A GLANCE TO TRAIN TRAFFIC CONTROL In Turkey, the most significant breakthrough in train traffic
In early years of railway transportation, railway companies control in the last few decades took place in 2009 with the
used simple mechanical operation signals. The roadside introduction of the national railway signaling project (UDSP)
employees transmitted the information during railway traffic by the Turkish State Railways Corporation (TCDD) in
and passed commands to the train drivers by means of flags or cooperation with the Scientific and Technological Research
signs, manually. Then they would report the current situation of Council of Turkey-Informatics and Information Security
the train and line back to the control center. The control center Research Center (TÜBİTAK-BİLGEM) and İstanbul Technical
handled all train traffic with this information [1]. Today, the University. At a cost of 4.6 million pounds, the system was
methods of train traffic control and management vary from developed by Turkish engineers and for system testing
similar to these early practices to cutting edge high technology purposes, MITHATPAŞA-ADAPAZARI Station was
applications. Despite the fast progress and emerging methods commissioned, the purpose of which is to facilitate the border
in train traffic control, decentralized systems are still rare. crossing between EU countries [13]. Currently in Turkey, all
railway traffic control systems have a centralized nature
A. A Review commanded by a dispatcher at the control center. Internet
technologies and optics are used in the interlocking areas or in
The ordinary signaling system mainly consists of logic between control centers and local stations, one example of
circuits using relays, which need electric wiring. The which is the Autonomous Decentralized Transport Operation
Programmed Route Control (PRC) system is an automatic Control System (ATOS), but railway traffic control system as a
computer controlled system developed for the Sakaisuji Line in whole is CTC in nature [3]. The decentralized approach to
1971 and Sanyo Shinkansen in 1972 instead of CTC, which is a control systems for railway traffic management is becoming
system of manual control by dispatcher [5]. A different system popular with its lower costs and practicality [14].
was developed for driver errors in 1980's, when mechanical
Automatic Train Stop (ATS) was used, and then electrical ATS
was introduced along with line side equipment to prevent B. Conventional Train Traffic Control
hazardous human errors. One advanced control method for In RTM, electrical systems have replaced mechanical ones
train operation management developed in the 1980’s was the almost entirely today. Two common features of these systems
predictive fuzzy system by the Hithachi Company in Japan. are the central position of control or supervisory system and
Yasunobu and Miyamoto suggested a fuzzy control system, transmission of railway information by track circuits. Modern
which combined ATS with the Automatic Train Operation train control systems provide time-saving, traffic safety and
(ATO) system [6]. efficient train management using ATC. ATC includes three
subsystems; Automatic Train Protection (ATP), ATO, and ATS
The first mention of a management system that is not [1]. For the purpose of train control, the creation of a specific
centrally controlled was in [7]. A distributed approach to standard and the widespread use of it are required, so in
railway traffic control, which overcame the upper bounds European countries, ERTMS has been employed [2]. In recent
imposed on the size of areas under control by the requirement years, ERTMS has been widely used in most European
for real-time processing when centralized methodologies are countries, and various signaling and control systems have been
applied was described [7]. In a large scale critical real time employed in other countries including Turkey to comply and
control system, in [8] a real time control system constructed communicate with ERTMS. New standards are being planned
step by step over 8 years without halting train operations was and established for the adaptation to ERTMS and its
reported. To enable testing during system operation, an communication structure. In ERTMS, ATC systems are
autonomous decentralized online expansion technique was standardized in the context of ETCS, which has evolved in
proposed, then the effectiveness of the technique was recent years in three levels: ETCS Level 1, Level 2, and Level
demonstrated in a real system [8]. The "Distributed Positive 3. In Level 2 and Level 3, GSM-R communication system is
Train Control System” presented the idea of decentralized train integrated into ERTMS along with ETCS. The first two levels
traffic control in [9]. This system also aimed to control train are depicted in Figure 3. ETCS Level 3, a radio-based system
movement in a distributed manner [9]. An autonomous where track occupancy detection and marker board of roadside
decentralized traffic management system, different from the are not necessary, is still in testing phase [15].
conventional CTC was described in [5]. The problems of
Traffic Management Systems (TMS) were described and C. Future of Train Traffic Control
solutions were presented [5]. High degrees of safety and
reliability in this system needed high assurance technologies in One important problem of train traffic control is the need to
high density operational regions. This required the use of latest ensure compliance and standard for the different train control
technologies of communication for reliability and safety [10]. systems. A solution to this problem is suggested to be
Computer and internet technologies gradually had their impact ERTMS/ETCS [16-18]. In near future, railway lines will be
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 947
used in a similar fashion to motorways. Different railway signal and gives according instructions. The most appropriate
companies will be able to use the lines paying transit fees. They way to interact with the dispatcher and station personnel is
will have their own locomotives and track-mounted equipment maintained by the DTMS. If the operator of the system feels
and operate each train independently from other trains, which the necessity, switch positions can be submitted to the driver
implies companies may need to have their own control system and changed by GSM-Data. The human factor for the control
and track equipment. As a result of this necessity, on-board system is minimized in the proposed approach and investment
systems must be available and compatible with each other [14]. costs are lowered by decreasing the number of personnel.
Current technology and future plans of public and private
railway companies concentrate on a central train traffic control A. Components and Communication System
system that uses the best communication technologies, and The main component of DTMS is a computer that has
permits integration of local central control systems into the access to the internet, whose function is similar to the European
network without any problem. However, this central approach Vital Computer (EVC) in ERTMS. The proposed system is
will require extra effort to integrate systems. The new system designed to run in Microsoft operating systems for the time
proposed in this study will eliminate the necessity of this effort being, but it can be modified for compatibility with Linux
being a decentralized and modular system without any central based systems. The computer must be resistant to external
control [19]. disturbances such as vibration, heat, dust and shock in
accordance with European standards. A 3G modem is required
to connect to the internet via any operator. The GSM operator
is assumed to cover the entire region and a GPS device is used
to obtain time, speed, and position information of the train.
Location data can also be received via the 3G modem for
confirming the GPS. A schematic diagram of signal flow and
control in the region as it is currently operated is given in
Figure 4 and the diagram of the proposed DTMS is
schematically presented in Figure 5. There is no need for
roadside signals since all signals can be monitored from inside
the locomotive. This signaling approach is a solution to the
problem that roadside signals are difficult to follow at high
speeds and the driver may not have sufficient time to react to a
roadside signal in the conventional system. It also eliminates
hazards that may arise due to roadside equipment failure or
broken cables. In DTMS, communication is provided by a 3G
modem. If 3G connection is interrupted, the GSM/GPRS
support may be used. The driver manually inputs commands in
accordance with supplied data and instructions by the DTMS,
which are displayed on the DMI screen and read out loud
simultaneously by the system.
Fig. 3. ERTMS/ETCS Level 1 (a) and Level 2 (b).
III. A NEW APPROACH: DTMS
In this study, a decentralized train traffic control
methodology that we call DTMS is presented. DTMS is
developed as an alternative to the previously described
conventional train traffic control systems and components
needed for the implementation of DTMS are commercially
available and [20, 21]. In DTMS, every driver is able to
monitor their own route via the Driver Machine Interface
(DMI) system. Station personnel and dispatchers can monitor
the whole region and drivers can communicate with stations,
supervisors, and each other, eliminating the risk of blind spots
in railway operations. In extraordinary circumstances, drivers
and station personnel are notified immediately. The supervisors
are able to control the system in cases of emergency and
disable drivers with ATC/ATP/ATS if necessary. DTMS
eliminates the need for field elements. DMI displays
information about the situation along the road with the proper Fig. 4. Train Traffic Control Diagram of TMI-GSM
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 948
road is higher than the speed of diverse road because of
switches of the railway. If the train is for passenger transport,
preferred road of train is always the road where the passenger
platform exists.
Fig. 5. Train Traffic Control Diagram of DTMS
IV. SOFTWARE FOR DTMS
The DTMS software has been created using the Delphi
programming language, and special attention has been paid that
it complies with the rules and regulations of railway transport
in Turkey. The functions of all users are unified in a single
package. Upon arrival of the train to the station, DTMS
program controls the train traffic automatically. A diagram of
the algorithm in terms of data flow and decision processes is
given in Figure 6. The driver must follow all directives on
screen while DTMS processes the condition of the railway, the
status of the train and other data such as speed, arrival time,
departure time and destination station, and displays a green or
red signal on DMI to handle the train traffic. When there is no Fig. 6. Data flow and decision diagram of DTMS
emergency situation on the line, no train approaching from
opposite direction, or a contradicting order from the supervisor,
it is concluded that the route is available and the train motion
can be started with a green signal. The software and log-in
screen are common for each DTMS user. If the DTMS user is a
train driver, they should input the driver number and password
to access the DTMS interface. If the DTMS user is a
supervisor, then what they need to do is input the supervisor
number and password, and click on the button for the
supervisor screen. The log-in screen of the DTMS software is
shown in Figure 7. Examples of driver’s and supervisor’s view
of DTMS are given in Figures 8 and 9, respectively.
V. SIMULATION OF DTMS Fig. 7. Log-in Screen for DTMS
A. Assumptions and Application Area Switch positions are observed by means of switch lights,
and the train must stop in front of the railway switch in TMI
For the simulation of proposed DTMS, the program has and TMI-GSM systems. Similarly, the train will stop in front of
been executed in accordance with a number of assumptions and the switch, and then move according to the switch position in
a priori knowledge about the region of application. In train DTMS. All roads of the station and the main lines are identified
traffic management, straight roads are always easier to handle in terms of length in kilometers. This length information
and curves are generally undesirable. The speed on a straight
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 949
combined with GPS and GPRS position data is processed in a have mobile receivers. The entire region is covered by the
database so that location can be accurately determined and GSM operator. During the application of GSM-supported
reported to the system. communication and traffic control for more than five years, the
system has proven itself as a flawless control system. TMI has
been improved in quality of voice communication, which has
made it easier for trains in motion and at stations to contact
with the TMI-GSM center, as shown in Figure 2.
B. Simulation Results
Train traffic control in the region of application has been
simulated in three scenarios for normal operation and an
unusual case. The first two simulation tests are for the
assessment of the proposed system as it controls the operation
of the train traffic when no risk appears. The third scenario is
simulated for testing a case where the trains move
unexpectedly and some unusual traffic situations occur.
In Scenario I, Train A (TA) travels from NARLI to
ŞEHİTARİF, Train B (TB) travels from AKÇAGÖZE to
NARLI, and Train C (TC) travels from ŞEHİTARİF to
NARLI. All trains depart simultaneously. The schematic
diagram of the scenario is given in Figure 11. Time distance
diagram for the current case of TMI and the proposed DTMS
Fig. 8. Driver’s view of DTMS as simulated in accordance with the actual distances and train
speeds is given in Figure 12. Two control methods result in the
same travel times and dispatching schedules for this case.
Evidently, DTMS follows accurately the planned train traffic,
but does not improve the travel times.
Scenario II considers a more complicated traffic schedule.
Here, TA and TB are supposed to travel from NARLI to
ŞEHİTARİF, while TC and Train D (TD) will move in the
opposite direction from AKÇAGÖZE and ŞEHİTARİF to
NARLI, respectively. Diagram of the scheduled train traffic for
Scenario II is presented in Figure 13. Simulation results reveal
that both TMI and DTMS give the same time distance diagram
that is presented in Figure 14. In this scenario, train traffic is
controlled accurately as in TMI automatically by DTMS, and
travel times are the same.
Fig. 9. Supervisor’s view of DTMS
Commonly four roads in every station exist, two being in
the east direction and two in the west direction. DTMS permits
a maximum of three trains in every station in one direction and
keeps one line as a spare for a possible train in opposite
direction. All trains are numbered and it is assumed that, if the
train number is known, then the direction of motion, type of
train, region, and maximum speed are available.
In the region of application, which is the railway line
between NARLI and GAZİANTEP stations as given in Figure
10, TMI-GSM is currently in use. TMI and TMI-GSM are
basically two versions of the same system that differ in the
used communication technology. In this area, there exists no
signaling system or ATS, ATC, ATP system, its vehicles and
field equipment. This region is the test area of TMI-GSM,
which has been in use for five years. Dial up telephones are Fig. 10. Region of application for DTMS simulations: Narlı-Gaziantep
railway line
equipped with Fixed-to Cellular Terminal (FTC) and trains
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 950
In Scenario III, as TA approaches ŞEHİTARİF, the driver
is informed that all roads at the station are occupied by four
trains at halt. In this scenario, TMI and DTMS yield different
time distance diagrams. TMI, which manages this traffic
situation using dispatchers’ commands, keeps TA waiting at
the nearest station to ŞEHİTARİF until a road at the station is
evacuated. However, DTMS takes into account the departure
time of TB and estimated travel time of TA, and reaches the
conclusion of a vacant road at destination. Consequently,
DTMS permits a continuous trip from NARLI to ŞEHİTARİF.
Travel times of trains and total time saved by DTMS are given
in Table I.
Fig. 14. Time distance diagram for Scenario II with TMI and DTMS
Fig. 11. Scheduled Train Traffic in Scenario I
Fig. 15. Scheduled Train Traffic in Scenario III
Fig. 12. Time distance diagram for Scenario I with TMI and DTMS
Fig. 16. Time distance diagram for Scenario III with TMI
In Table I, travel time is the total duration of time from
departure to arrival, and dwell time is the total extra time spent
Fig. 13. Scheduled Train Traffic in Scenario II at the stations when the train is at halt, which excludes loading
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System
Engineering, Technology & Applied Science Research Vol. 6, No. 2, 2016, 945-951 951
and unloading times. Total time saved by DTMS in comparison without any problem in less time than TMI. DTMS is currently
with conventional TMI is at the last column. This saved time is under inspection by Turkish Patent Institute (TPE) for domestic
generally a result of zero dwell time in DTMS, but train speeds patenting. Future work is the implementation of DTMS to
between stations are also adjusted by DTMS for flawless suitable lines of Turkish railway network.
operation, which results in saved time being less than or equal
to the dwell time for each train. VI. REFERENCES
[1] R. Palacin, R. Mauck, Mapping Control Systems, Improving European
Railways Retrack an EU-Project, EU 6th Framework Programme Project
Report, 2011
[2] S. Dhahbi, A. Abbas-Turki, S. Hayat, A. El Moudni, “Study of the high-
speed trains positioning system: European signaling system
ERTMS/ETCS”, 4th International Conference on Logistics, pp. 468-473,
Hammamet, 2011
[3] Y. Çetin, Demiryollarında ATC ve ATO Sistemler, M.S. thesis, Dept.
Elec. Electronics Eng., İnönü Univ., Malatya, Turkey, 2008
[4] Turkish Ministry of Education, Raylı Sistemler Teknolojisi: TMİ
sistemi, Educational Report, Ankara, 2011
[5] F. Kitahara, K. Kera, K. Bekki, “Autonomous Decentralized Traffic
Management System”, Proc. of IEEE Assurance Conference, pp. 87-91,
Chengdu, 2000
[6] S. Yasunobu, S. Miyamoto, “Automatic Train Operation system by
Predictive Fuzzy Control”, in Industrial Applications of Fuzzy Control,
M. Sugeno (Ed.), pp. 1-18, 1985
[7] G. Vernazza, R. Zunino, “A Distributed Intelligence Methodology for
Railway Traffic Control”, IEEE Transactions on Vehicular Technology,
vol. 39, No. , pp. 263-270, 1990
[8] F. Kitahara, T. Iwamoto, K. Kikuchi, K. Fujiwara, “Widely-distributed
train-traffic computer control system and its step-by-step construction”,
Fig. 17. Time distance diagram for Scenario III with DTMS
2nd International Symposium on Autonomous Decentralized Systems,
(ISADS 95), pp. 93-102, Phoenix AZ, 1995
[9] J. B. Hungate, Distributed Positive Train Control System, US Patent,
TABLE I. TRAVEL AND DWELL TIMES FOR TMI AND DTMS, AND TIME
1999
SAVED FOR SCENARIO III (ALL TIMES IN MINUTES)
[10] M. Matsumoto, S. Kitamura, M. Sato, “High Assurance Technologies
for Autonomous Decentralized Train Control System”, 6th IEEE
Travel Travel Dwell Dwell Time International Symposium on High Assurance Systems Engineering
Train time for time for time for time for saved by HASE’01, pp. 220-227, Boco Raton FL, 2001
TMI DTMS TMI DTMS DTMS [11] Y. Fukuta, G. Kogure, T. Kunufuji, H. Suguhara, R. Ishima, M.
TA 250 205 80 0 45 Matsumoto, “Novel Railway Signal Control System Based on the
TB 130 125 15 0 5 Internet Technology and Its Distributed Control Architecture”, 8th
TC 160 150 10 0 10 International Symposium on Autonomous Decentralized Systems
TD 145 140 5 0 5 (ISADS'07), pp. 77-82, Sedona AZ, 2007
TE 105 90 10 0 15 [12] Thales Group, Nettrac 6617 CTC 1000 Centralized Traffic Control
System, Public Report, Thales Security Services and Solutions Division,
VI. CONCLUSION 2007
Train traffic control applications and related technologies [13] Republic of Turkey Ministry of Transport Maritime Affairs and
Communication, Demiryolu, Public Report, 2013
are prominently appealing to researchers in recent years.
[14] T. Kara, M. C. Savaş, “A Distributed Control System For Railway
Despite the progress in utilized technologies, the systems for Traffic Management”, International Federation of Automatic Control
train traffic control remain to be essentially and dominantly (IFAC), Turkish National Meeting on Automatic Control, TOK'12, pp.
centralized (Centralized Traffic Control or CTC systems). 349-354, Niğde University, 2012
Nevertheless, decentralized train traffic control may be [15] L. Aliadiere, R. Heinisch, “Global perspectives for ERTMS - ETCS and
promising as the future of Automatic Train Control (ATC). GSM-R”, ETF – Editions Techniques Ferroviaires, Railway Technical
This study proposes a Decentralized Traffic Management Publications, 2007
System (DTMS), which has been designed, coded and [16] C. R. Page, ERTMS for Australia, Westinghouse Signals Australia,
Institution of Railway Signal Engineers Australian Section Inc, 2001
simulated for a number of real cases. Simulations are executed
for three scenarios, first two of which reveal the capacity of [17] Alstom Transport, An Advanced Communication Based Train Control
System for Toronto, Public Report, 2010
DTMS to attain the same traffic control goals of TMI
[18] Transport Canada, Railway Signal and Traffic Control Systems
automatically. This proves the power of DTMS to manage a Standards, Public Report, 2013
train traffic situation without the need for supervisor and extra [19] A. S. Tanenbaum, M. van Steen, Distributed Systems Principles and
personnel for dispatching the trains. The third scenario Paradigms, Prentice Hall, US edition, 2002
investigates the assessment of DTMS in an unexpected traffic [20] L. Bakule, “Decentralized Control: An Overview”, Annual Reviews in
situation. The results prove that DTMS not only gives good Control, Vol. 32, pp. 87-98, 2008
ATC operation, but may also save significant amount of travel [21] B. G. Liptak, H. Eren, Process Software and Digital Network,
time, as all trains in this scenario completed the expedition Instrument Engineers' Handbook, Fourth Edition, CRC press, USA,
2012
[Link] Kara and Cengiz Savaş: Design and Simulation of a Decentralized Railway Traffic Control System