Implementation of TCAS (KAVACH) in Automatic

Block Signalling Territory

V N M Rao, IRSSE, CSTE/Projects/SC/SCR
M. Muni Kumar, IRSSE, [Link]/Projects/Tele/SC/SCR

Abstract or limitations and equipment failures by providing

additional layer of enhanced safety in the operations.
With the advent of high speed and high density Rail
Networks over IR, in order to ensure safety, it is TCAS (KAVACH) is meant to provide protection by
mandatory to implement Automatic Train Protec- preventing trains passing Signal at Danger (SPAD),
tions (ATP) Systems such as TCAS, ETCS-L1, L2 excessive speed over turnouts / speed restrictions
etc. As per the extant guidelines issued by Rail- and to avoid the situation where more than one
way Board, indigenously developed and RDSO ap- train are on the same track leading to imminent
proved TCAS should be implemented across Indian collision even in non-signaled territory if operations
Railways in line with the strategy of adapting Na- are not able to control so.
tional ATP system for Hon’ble PM’s vision of Atma
Nirbhar Bharat. In order to achieve line capacity It acts as a safety aid to provide assistance to Loco
enhancement TCAS and Automatic Block Signalling Pilots by means of real-time display of signalling re-
(ABS) systems are to be provided. At present works lated information such as Movement Authority, Tar-
over 35,000 RKms have been sanctioned for provi- get Speed, Target Distance, Signal Aspects, over
sion of TCAS along with Automatic block signalling speed alerts & beeps etc. in Loco Pilot’s cab.
(ABS) and CTC. Ministry of Railways has given an
ambitious target of completion of TCAS (KAVACH)
works by 2024. Fitness of TCAS to work in ABS sec-
tions has been tested and approved by [Link]
2 Implementation of TCAS in
document summarizes as how TCAS would be im- Auto section
plemented successfully in Automatic Block Section
territory based on the experience gained in South 2.1 Centralization of Signalling In-
Central Railway. formation
Depending upon Zonal Railway practices, Cen-
1 Introduction of ABS and tralized or Distributed Signalling Interlocking is
TCAS (KAVACH) adopted for Automatic signalling. In Distributed
Auto signalling, the Interlocking and Relay func-
Automatic block signalling (ABS) is a method of tions are available at particular Signal Location
railway signalling where a railway line is divided Box, this envisages provision of RIU/STCAS at
into a succession of track sections or blocks. Track Signal Location boxes. The disadvantages of this
circuits/Axle Counters are installed to enable Distributed Interlocking are Poor Maintainability,
continuous train detection along the rail line. These Poor accessibility and EMI/EMC issues. To meet
Track circuits/Axle Counters then control the stop the future/modern Signalling demands such as
signals, governing train entry into an automatic EI/CTC/TMS/TCAS etc., working over OFC
block section. backbone, it is required to convert the existing Dis-
tributed Auto-signalling to Centralized Architecture.
Indian Railways have taken up indigenous de-
velopment of an ATP system - called as Train Therefore, the primary requirement of Modern
Collision Avoidance System (TCAS) through its Signalling System is CENTRALIZATION i.e to
Research & Design wing RDSO to prevent dan- make signalling Information of Auto sections readily
gerous train collisions caused due to human errors available at centrally located Interlocking system at
Centralized Hut using redundant OFC Network. (b) Object Controller (OC): Object Controller to be
kept in ALH is a slave unit of EI placed at station
For this purpose, in Automatic signalling Territory, and transfers signalling I/Os to EI. However, in
masonry Auto Location Huts (ALH) are to be case of brown field projects, EI at stations shall
constructed and strategically located at every 3-3.5 be with Distributed architecture and the same
Kms to bring Signal, Track detection and LC gate make OCs shall be ensured at ALH. At times,
information. Each ALH will cover 3-4 signals on this may warrant premature replacement of non-
each line, i.e., for Double Line Section approximately distributed type EIs/RRI/PI at stations in order
6-8 Signals are catered. Based on the length of block to match with the proposed OCs to be kept at
section, the number of ALHs to be decided to cater ALHs. Modification of Application Logic data
both Up and Down signalling. has to be taken care at stations. Keeping OCs at
ALH is robust and give best response times be-
The ALH shall be spacious enough for accommo- ing common hardware platform. However, this
dating Track Detection Devices (MSDAC Evalu- arrangement is costlier and invites high main-
ators/ AFTC / DC Track circuits), Relay racks, tainability similar to Station EI system and high
Data Logging equipment (Data logger/RTUs), MTTR. By and large, this is an ideal solution for
Remote Diagnostic system, I/O Gatherers ( green field projects to have uniform EI with OCs
OC/FNMUX/UFSBI, STCAS/RIU), CTC/TMS throughout the section connected via redundant
Interface equipment etc. Further, IPMPLS and LTE OFC network and fed by uninterrupted IPS.
interface equipment may also need to be located
in ALHs. The equipment provided at ALH shall (c) Universal Failsafe Block Interface (UFSBI): This
be powered by IPS with LMLA/VRLA battery is an another RDSO approved legacy equipment,
bank. For effective communication between Station works on point-to-point basis unlike FNMUX
to ALH and ALH to ALH, 48 Fibre OFC shall be which works on point to multi point. A pair of
laid on UP & DN Lines to facilitate path diversity. UFSBI for either side demands large space inside
Fire detection and suppression systems also to be ALH and to be connected through redundant
considered for safety. OFC communication media to transmit/receive
the signalling data from ALH to ALH and ALH
ALH eliminates problems like fatigue of electronic to station.
components due to high temperatures, dry soldering
due to dust & humidity, EMI / EMC effects in RE (d) Remote Interface Unit (RIU): Remote Interface
area. Centralized IPS connected to UP/Down AT Unit (RIU) of TCAS, which captures the relay
ensures high Availability of redundant & uninter- inputs wired to it, multiplexes and exchanges
rupted power supply to the equipment. the data with master STCAS through dark fi-
bre. RIU does not demultiplex to generate Relay
There are different means available for transfer of I/Os at station and always works in conjunction
Signalling functions between Station to ALH and with STCAS. As such it is a proprietary device
ALH to ALH and are detailed below : of TCAS OEMs and hence cannot be used for
generic applications like any other I/O gatherer.
(a) Failsafe Multiplexer (FNMUX): This SIL4
equipment does multiplexing of signalling relay As such, Centralization in Automatic Signalling
information wired inside the ALH and transmits section needs the following basic infra for implemen-
to station through OFC network. At the other tation of TCAS and CTC along with ABS:
end of the station, demultiplexing takes place
and generates Relay I/Os to be wired to the In- (a) Construction of Masonry Huts at every 3-3.5
terlocking system, thus ensuring the entire block Kms.
section between stations can be made available
centrally for further processing. However, RDSO (b) Centralization of Signal, Track Circuit & LC
specifications for FN-MUX equipment are under gate information wired at ALH covering 6 to 8
issue. Nowadays, internal FNMUX is a part of Up & Down signals spread within 3-3.5 Kms.
RDSO approved MSDAC system being used for This needs laying of continuous 30 Core sig-
track detection in Auto sections and hence the nalling cables, Up & down Power cables (wher-
same can be used for transfer of signalling data ever AT supply is not available), 6 Quad cables
to central interlocking. for MSDAC/AFTC between stations.
(c) Continuous OFC (2 X 48 fibre) on either side of shall be transferred to new OFC cable. Separate
track with path diversity to ensure high avail- OFC shall be laid from the nearest joint(OFC
ability besides double ring protection. cahmbers) in existing OFC to extend to RIU
hut. The signal information of at least two/three
(d) UP/Down AT supply source at each ALH signals in overlap zone has to be wired to ei-
ther side of stations for relaying the Movement
(e) Centralized IPS connected to UP/Down ATs to
Authority (MA) information for seamless TCAS
ensure high availability of redundant & uninter-
functionality with smooth handing over of Loco
rupted power supply.
TCAS from one STCAS to another during com-
munication change over between stations. This
2.2 Criteria for Placement of Remote avoids abrupt braking by Loco TCAS due to con-
Interface Unit (RIU) and Com- tinuous availability of MA in Auto section. To
munication Network achieve this, additional/duplicated RIUs need to
be wired in the overlap communication zone to
(a) Placement of RIUs in Auto section : RIU pump the data to adjacent station TCAS units.
is a miniature version of STCAS without radio Alternatively, if the provision of direct STCAS
communication unit, which captures the relay to STCAS communication is available, which is
inputs wired to it, multiplexes and exchanges under development by RDSO, the requirement of
the data with master STCAS through dark these additional RIUs can be dispensed with fig.2
fibre. In a Ring network, each RIU is connected depicts the radiocommunication arrangement in
to two adjacent RIUs in primary and secondary overlap zone in Automatic block territory for
channels and capable of handling at least 32 TCAS.
field inputs.
Note for Fig.1:

RIU shall be used where remote signalling (a) RIU1 and RIU2A are wired with STCAS-1
functions are required to be fetched to a nearby at Station A. RIU2B and RIU3 are wired
Stationary TCAS unit, for example from end with STCAS-2 at Station B. AUTO HUT 2
cabin of distributed interlocking, a nearby LC data in overlap zone is required to be avail-
Gate, Intermediate Block Section or Automatic able at both Station A and Station B to
Signalling [Link] such RIU is an extended ensure continuous availability of Movement
signal condition card kept at remote place ( Authority, hence duplicate RIUs 2A and 2B
[Link] gate) and wired through OFC to send are used at AUTO HUT 2.
data to STCAS kept at adjacant station. (b) RIUs are connected with the concerned
STCAS unit and with adjacent RIUs
RIU shall be installed only if they are coming through dark fibre.
within the RF communication coverage of sta- (c) Double ring protection is to be made avail-
tion tower to maintain continuous connectivity able with two 48 fibre OFCs laid with path
between STACS and Loco TCAS. RIU shall not diversity. Alternatively, it can be achieved
be used when there is no radio coverage and by swapping between the existing Railtel
hence an independent tower to be provided along OFC and newly laid 48 fibre OFC on the
with LC TCAS/STCAS instead of RIU. other side of the track w.r.t Railtel OFC.
(b) Connectivity of RIUs:Fig.1 depicts the typ- (d) Single fibre is used for both Tx & Rx in
ical scheme for TCAS RIU connectivity in Au- each communication link.
tomatic signal territory. Minimum Four dark fi- (e) otal 4 fibres (2 fibres from each of the two
bres are needed for connecting the RIUs to their OFCs) are required from Station A to Sta-
respective STCAS with double ring protection tion B to achieve double ring protection
arrangement. If fibres are available same may (i.e., Channel-A and Channel-B).
be used otherwise one new 48 fibre OFC shall be
laid. Out of these 48 fibres, 6 fibres shall be used (c) Communication Requirements: Unlike ab-
for Signalling purpose (4 working + 2 spare). In solute block section, Radio communication is
addition to that, 4 fibres in existing OFC ca- mandatory for the entire automatic block sec-
ble shall also be used for ring protection. The tion. RF overlap of 1Km in Auto section is re-
circuits on these 4 fibres of existing OFC cable quired depending on Design speed, Emergency
 Figure 1: Typical scheme for TCAS RIU connectivity in Automatic Signal Territory

Braking Distance, communication handing over analysis conducted before taking up TCAS works is
time etc. It is generally considered that a 40m discussed below:
high TCAS tower will have 4.5km radio range Based on the survey, the following three schemes are
on either side, so additional towers with LC adopted:
TCAS at midsection is required wherever inter-
distance between stations is greater than 7 to
8 km depending on the geographical conditions, (i) Scheme 1: Centralized IPS available at power
vegetation, water bodies and high rise buildings huts, but signalling information (ECR, TR etc.)
which are impediments to Line of Sight (LoS) is available at distributed signal locations.
and received signal strength. Adaption of lower (ii) Scheme 2: Centralization of signalling and
height towers of 15m/20m may be planned in power at ALH at every 3-3.5 Kms.
these sections as per the required coverage area
to overcome the geographical limitations or if (iii) Scheme 3: Distributed signalling at location
the auto section length is more than 7 to 8 boxes and 110V AC power fed from UP/DN
[Link], towers with height of 30m or ATs through power cables.
suitable may be considered at station/ALH keep-
In case centralization of signalling information in
ing in view of future LTE migration for deciding
auto huts is not available, efforts shall be made to
height of the tower, RSSI survey may be carried
lay the signalling and Quad cables to bring signalling
out using Ligowave or any other software and
and track detection inputs in auto huts to feed RIUs.
first survey.
Based on the survey in the existing Auto section, the
following schemes are adapted:
Scheme 1 (Power hut is available with central-
3 Survey for TCAS in Auto ized IPS but without centralization of signals
& track detection information): This scheme is
Section adapted in Bolarum to Falaknuma section.
A detailed feasibility survey as per the standard for- (A) Existing Signalling Arrangements:
mat is required to ensure the availability of space for
accommodating the RIUs inside ALH or distributed ˆ Signals generally are spaced 1km apart and
location box, availability of reliable & uninterrupted have 4 aspects.
power supply, fetching signalling information and es- ˆ Track occupancy is detected by continuous
tablishing OFC connectivity. In SC Railway, TCAS DC track circuits. The section between two
Works are completed for about 56 Kms of Automatic signals is divided into 03 to 04 track cir-
Section and ready for deployment. A sample survey cuits.
 Figure 2: Radio Communication arrangement in overlap zone in Automatic Block

ˆ DC Functions – LED ECRs and TRs are ˆ One 12 core cable to be laid from RIU
available only at each signal location box. to signal location for each signal (10
conductors for 5 functions + 20% spare)
ˆ Signal control function (slotting) from the
for interfacing RIUs with signalling in-
signal in advance is brought by using 30
puts with double cutting and cross pro-
core cables to bring control / slot relays
tection arrangements. However, 30 core
like HYR, HHPR, DPR, AR, TPR, ATPR,
cable may be preferred for one pair of
BTPR.
UP & DN signals.
ˆ Signal AC Power Supply – A common
(c) Power Supply Arrangements: RIUs
[Link] power cable carrying 110 V AC
work on 230 V AC or 110 V AC supply.
from centralized IPS to extend to all sig-
110V AC power supply from the existing
nal locations.
IPS in auto section power huts / relay huts
is used to ensure reliable power supply to
(B) TCASArrangements:
RIUs.
(a) Placement of RIUs:RIUsare placed in the
Scheme 2 (Auto Location Hut with Central-
existing Power hutsfor better reliability, ac-
ization of signals & track detection informa-
cessibility, maintainability and safety.
tion): This scheme is adapted in Medchal to Bo-
(b) Interfacing RIUs with Signalling Inputs: larum and Falaknuma to Umdanagar sections. This
ˆ ECRs of four aspects and TPRs of three scheme is more suited for both brown field projects
tracks are available at signal location. where centralization is readily available as well as
Green field projects.
ˆ Repeater relays for existing ECRs of
four aspects and one combined TPR (A) Existing Signalling Arrangements:
(series of 3 TPRs) are picked up in RIU
location. ˆ Auto Location Huts are available for ac-
ˆ If two spare front contacts are not avail- commodating IPS, signalling relays, EI
able, then repeater relays are picked up Object Controllers and MSDAC evaluators
in the existing signal location box. ˆ Track occupancy is detected by Multi Sec-
ˆ Power supply for these repeaters would tion Digital Axle Counter (MSDAC).
be tapped from existing power supply ˆ OFC for MSDAC and EI is available and
in the location box. terminated in the auto huts.
 [Link] Section Length Auto Availability Availability Availability Action Required
(km) Signal of Power of Signal of Sig-
Hut Hut Inputs in nalling
Avail- Hut OFC
able
1. MED-GDPL 8.33 2 Nos NA Yes Yes No action needed as all
signal inputs available in
hut and OFC spares fibres
available.
2. BMO-CVB 4.41 NO 1 No No NO Only IPS available in
Power hut, space is avail-
able for installation of
RIU and relays a) Central-
isation of signal inputs to
be done in power hut b)
OFC to be laid on both
sides
3. MJF-STPD B 1.6 NA NA NA No Only one auto signal avail-
able in section. a) Sig-
nalling inputs to be ex-
tended to STPD B Cabin.
b) OFC to be laid on both
sides
4. STPD B - SC 1.5 NA NA NA NA OFC to be laid on both
sides

Table 1:

ˆ DC Functions – LED ECRs and axle 110V AC power supply from the existing
counter VPRs are available at Auto huts. IPS in auto section derived from UP/Down
ˆ Communication Protocol between EI & is used to ensure reliable power supply to
TCAS is under development by RDSO, RIUs.
hence RIUs are to be provided at ALH
through OCs are available. Scheme 3 (Masonry Huts are not availablei.e,
ECRs at signal posts with minimum signalling
ˆ In case internal FN-MUX facility is avail- cable): (DISTRIBUTED SIGNALLING IN
able with MSDAC system, then provision AUTO SECTION)
of RIUs are redundant. This scheme is adapted in Sanathnagar to Lingam-
palli section.
(B) TCAS Arrangements:
(A) Existing Signalling Arrangements:
(a) Placement of RIUs: RIUs are placed in
the existing Auto Location Huts for better
ˆ Signals generally are spaced 1km apart and
reliability, accessibility, maintainability and
have 4 aspects.
security.
ˆ Track occupancy is detected by continuous
(b) Interfacing RIUs with Signalling In-
DC track circuiting. The section between
puts: Repeater relays for existing ECRs
two signals is divided into 03 or 04 track
of signal aspects and axle counter VPR
circuits.
available in huts are picked up to interface
with RIU. Power supply for these repeaters ˆ DC Functions – LED ECRs and TRs are
would be tapped from existing power sup- available at each signal location box.
ply. ˆ Signal control function (slotting) from the
(c) Power Supply Arrangements: RIUs signal in advance is brought by using 24/30
work on 230 V AC or 110 V AC supply. core cables to bring control / slot relays
 like HYR, HHPR, DPR, AR, TPR, ATPR, Meticulous cable core survey of all types of cables
BTPR. for its spare capacity shall be taken to avoid the
ˆ Signal AC Power Supply – Two common most critical activity of cable trenching, more so
[Link] power cable carrying 230 V AC in suburban section filled with drainage canals
from both end CLS panels to all signal lo- and slum dwellings along the track. Damaging
cations & with 230/110V step down trans- the existing cables shall be avoided by survey-
former ing existing cable paths (which are often not
matching in terms of path/route and depth be-
ˆ DC Relay Power Supply –110V AC/24V low ground level) and quick restorations in case
DC Battery Charger at all signal locations. of cable cuts. Cable meggering of spare cables
and OTDR test for OFC cable loss measure-
(B) TCAS Arrangements: ments shall be done before utilising them for
TCAS. Blowing of OFC in existing ducts shall
(a) Placement of RIUs: RIUs are placed in also be considered duly ensuring OFC duct in-
the specially designed RTU Location boxes tegrity. Swapping of OFC fibres from RCIL or
(67% higher voluminous than regular loca- leasing out additional fibres may be resorted to
tion box)next to the Signal Location Box avoid laying of OFC on either side of the track
at each signal post. This will reduce the for path diversity and high availability. As such,
usage of signalling cable to the barest mini- brown field projects demand centralisation and
mum but requires termination of OFC and invite lot of time overruns in cable trenching, lay-
interface equipment at each signalling lo- ing of various cables between stations and con-
cation. RIUs are having 24V monoblock struction of masonry huts. However, in green
sealed battery for backup arrangement and field projects, 2 x 48 fibre OFC shall be laid to
should withstand higher temperatures. take care of CTC / LTE backbone requirements
(b) Interfacing RIUs with Signalling In- apart from TCAS and ABS.
puts:
(b) Mapping Scheme of PSR/TSR, Gradient
ˆ ECRs of four aspects and TPRs of Data Using Drone Survey
three tracks are available at signal lo-
cation.
Loco pilot regulates the train speed as per the
ˆ Repeater relays for existing ECRs of
Permanent Speed Restriction (PSR) and Tem-
four aspects and one combined TPR
porary Speed Restriction (TSR) in the section
(series of 3 TPRs) are picked up for
by referencing with Kilometer Stones / Traction
interfacing with RIUs.
Masts located along the track. During the sur-
ˆ Power supply for these repeaters would vey, it was noted that the existing Kilometer
be tapped from existing power supply Stones are not uniformly placed in the Medchal
in the location box. to Bolarum section; hence these locations are
ˆ To strengthen the existing power sup- not matching with absolute location measure-
ply, separate power cable/ 12C may be ments carried out through Drone [Link]
laid to cater for additional load. mapping of physical Kilometer Stones / Trac-
tion Masts to absolute locations shall be derived
(c) Power Supply Arrangements: RIUs
from Drone survey to ensure initiation of speed
work on 230V AC or 110 V AC supply. Ex-
controland actuation of brake application at the
isting power supply in the location box to
correct location in the true spirit of implemen-
be tapped for RIUs.
tation of KAVACH. As per the RDSO Technical
Advisory Note, Adjustment tag shall be placed
beyond 350 meter of Communication Mandatory
4 Challenges faced during im- Zone, hence adjustment tags are avoided in Au-
tomatic signalling territory being the continuous
plementation of TCAS in communication zone. Following measures are
Auto-section: taken to properly map the PSR/TSR and gra-
dient data to overcome the offset problem.
(a) Trenching and laying of OFC, Signalling &
Power cables: (a) Centre line of the first station building
 Figure 3: OFFSET error in MED-GDPL-BMD Autosection(14km)

shall be the reference point for the mapping KMPH. As the TCAS (KAVACH) works are sanc-
scheme. tioned along with ABS and CTC, planning shall be
(b) All the locations of KM Stones / Traction made for centralization of signalling at Auto Loca-
Masts are to be mapped to the absolute lo- tion Huts and laying of OFC (2X48 fibre) to form ba-
cations by carrying out survey using Drone sic signaling and networking backbone for ABS works
/ Loco mounted camera / foot survey with and to be useful for TCAS as well as CTC implemen-
odometer / surveyor wheel tation. In foggy weather conditions and winter sea-
son modified automatic signalling system is being in-
(c) Similarly, gradient data is also provided troduced in NCR & NR and TCAS shall be designed
with reference to Kilometer Stones . Here, and operated to suit this temporary working on mod-
the mapping is to be done as mentioned ified automatic signalling. Roll out of TCAS in 56
above. However, fractional distances (dis- kms of Automatic Block section posed many chal-
tances below 100m) are to be mapped to lenges due to extensive trench work requirements.
Drone survey absolute locations by using Survey, mapping and preparation of Roll diagrams
the principle of proportionality considering shall be made readily available before taking up field
distance between the two adjacent Kilome- works.
ter stones.

A sample OFFSET error in MED – GDPL –

BMO Auto section of 14 kms is furnished below:
It can be seen that in a stretch of 14 Kms auto
section, an offset error ranging from (+)180m
to(-)100m was found due to mapping errors
based on SIP/ESP and km location marked on
physical Kilometer stones / Traction masts .As
such mapping is very important activity while
implementing KAVACH in Auto section to avoid
repeated FAT/SAT and dynamic trials causing
time over runs in commissioning of TCAS .

5 Conclusion:
TCAS being an indigenously developed technology
with IP rights with RDSO and approved for speeds
upto 160 KMPH shall be rolled out on sections of
GQ/GD routes identified for running trains at 160
Shri V.N.M. Rao is an Shri M. Muni Kumar is an
IRSSE 1996 Batch officer IRSSE 2006 batch officer
joined Indian Railways in joined Indian Railways in
1998 after completing his 2008 after completing his
Masters Degree from IIT, [Link] from IIT Bombay.
Roorkee. He has 23 Years Presently he is working as a
of experience in Railway Project in-charge officer of
Signalling field. He has the Projects Tele unit, pri-
worked in the southern part marily handling implemen-
of Indian Railways as In-charge Maintenance En- tation of TCAS works of South Central Railway
gineer as well as Project Executing Officer. He and other modern signalling and telecom works. He
has handled various modern signalling projects like also worked as a coordinating officer from SCR for
TPWS(ETCS-L1),EI, AFTC, and MSDAC in South- RDSO’s in¬digenous developmental project of Train
ern Railway as CSTE/Projects, Chennai. He has Collision Avoidance System (TCAS) right from its
successfully commissioned TPWS projects of M/s inception and delivered the project successfully. He
Ansaldo make at Chennai Beach Gummidipundi Sec- has 13 years of experience in varied Railway Sig-
tion and M/s Thales make TPWS system at Basin nalling & telecommunication fields and worked in
Bridge Junction-Arakkonam Section with interop- maintenance wing of SCR as a sub-divisional and di-
erability between the vendors. He has four years visional officer at Secunderabad & Nanded divisions.
Signalling Design experience in UK Signalling while He worked as an In-Charge Maintenance officer of
working for UK Railways under M/s Atkins, Shar- Guntur [Link] spearheaded various Modern sig-
jah. He possesed an IRSE (UK) license for Sig- nalling technologies including UFSBIs, Digital axle
nalling Scheme Designer, Signalling Principles De- counters, Electronic interlocking, Automatic Train
signer and Signalling Design Verifier. He was in- Protection (ATP) Systems etc. He has successfully
strumental in successful commissioning of important deployed KAVACH in 600 Kms in the current year
Global projects such as Rugby and Nuneaton (RuN) in SC Railway.
SSI Project with Centralized Traffic Control etc,
while on deputation. He is an Executive Council
Member for IRSTELO which is responsible to oper-
ate Licensing Scheme for Competence assessment in
S&T field of Indian Railways. He is currently work-
ing as CSTE/Projects/South Central Railway, look-
ing after TCAS & other modern S&T projects in
SCR and spearheaded for successful deployment of
KAVACH in 600Kms in the current year in SC Rail-
way.