SIGNAL & TELECOMMUNICATION TRAINING

CENTRE
SOUTH-EASTERN RAILWAY
(MULTI-DISCIPLINARY ZONAL TRAINING INSTITUTE, KHARAGPUR)
88H6+VPM, South Side, Kharagpur, West Bengal 721301

VOCATIONAL TRAINING PROJECT REPORT

Submitted By-
SWAPNOMIT ROY
HERITAGE INSTITUTE OF TECHNOLOGY KOLKATA
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
(SESSION: 2023-2027)
On 07.02.2026
 ACKNOWLEDGEMENT

I express my sincere gratitude to Sri Tapan Kumar Mandal, Director, MDZTI/KGP, and Mr.
Sridhar Raghunath Bakshi, Principal, MDZTI(S&T)/KGP, for their valuable guidance,
encouragement, and constant supervision throughout the course of this project. Their
insights and constructive suggestions have been instrumental in shaping my research and
analysis.

I am also thankful to the Senior Instructors – Mr. J. Halder (Telecom-IC) & Mr. S.P. Pattanaik
(Signal-IC), Senior Instructor - Mr. A. Sarkar, Junior Instructor – Mr. S. Sen, and
Demonstrator Mr. M. Chakraborty of the Telecommunication Department along with
Senior Instructors – Mr. S.K. Biswas, Mr. K.C. Sahoo, Junior Instructor – Mr. S. Ghosh and
Demonstrator S.N. Mukhopadhyay of the Signal Department, for their continuous
support, cooperation, and guidance in successfully completing this project.

I have gained fundamental practical knowledge and developed further skills in the field
of signal systems during the course of this study.

Finally, I express my sincere gratitude to the college authorities for providing me with the
opportunity and scope of learning under the Signal and Telecommunication Training
Centre / Multi-Disciplinary Zonal Training Institute (S&T), Kharagpur.

---------------------------------------------- ---------------------------------------------- ------------------------------------

Signature of Signature of Signature of

Sr. Instructor/Telecom (IC)/MDZTI(S&T)/KGP Sr. Instructor/Signal (IC)/MDZTI(S&T)/KGP Trainee

 TABLE OF CONTENTS
SIGNAL

1. Introduction to Signalling 1

2. Classification of Signals 1-2

3. Signal Aspects and Indications 2-3

4. Subsidiary Signals 3-4

5. Designation and Location of Signals 4-6

6. Safety Markers and Boards 6-7

7. Core Operational Concepts 7-9

8. Systems of Working 9

9. Level Crossing Gate Management 9-10

10. Axle Counters 10-12

11. Wheel Detection Principle 12-13

12. Multi Section Digital Axle Counter (MSDAC – ELDYNE) 14-20

13. HITACHI Microlok-II Electronic Interlocking System 20-29

14. KAVACH – Indigenous Automatic Train Protection (ATP) System 29-37

Tele-Communication

1. Introduction to Passenger Reservation System (PRS) 38

2. PRS Server Configuration and Architecture 39-40
3. Network Connectivity and Interfaces 40-41
4. Data Communication Equipment (DCE) 42
5. Introduction to Unreserved Ticketing System (UTS) 43-44
6. UTS Architecture and Phase-IV Network 44-45
7. Unification of PRS and UTS Networks 45-46
8. Thin Client Technology 46
9. Reliability and Maintenance Action Plan 46
10. Automatic Ticket Vending Machine (ATVM) & JTBS 47
11. Conclusion 48
12. Bibliography 49
1. Introduction to Signalling

1.1 Definition and Objectives

In railway operations, a "Signal" serves as a medium to convey a specific, pre-determined meaning in

a non-verbal form. The primary objective of signalling is to ensure the safety of train movements and
to facilitate the efficient use of track capacity. By replacing verbal communication with standardized
visual or audible cues, signalling mitigates human error and allows for higher speeds and traffic
density.

Every signal has a pre-determined meaning rooted in safety; for example, a red aspect universally
signifies "stop dead," while Green signifies "proceed".

1.2 Fundamental Terminology

To understand signalling, one must distinguish between the physical machinery and the message it
conveys:

 Aspect: The physical appearance of the signal as seen by the driver of the train. This could be the
position of a semaphore arm or the colour of a light.

 Indication: The meaning conveyed by that aspect (e.g., "Proceed with Caution").

2. Classification of Signals

Signals on Indian Railways (I.R.) are broadly classified by their physical characteristics and their
operational function.

2.1 Operational Categories

Signals are categorized based on how they are displayed or used:

 Fixed Signals: These are installed at permanent locations to control train movements.

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 Hand Signals: Portable signals used by staff, typically flags (Red and Green) or lamps.

 Detonating Signals: Explosive devices (detonators) placed on tracks to warn drivers during poor
visibility or emergencies.

 Flare Signals: Fuses that emit a bright red flame, used for warning purposes.

2.2 Functional Categories

From an operational standpoint, fixed signals are divided into:

 Running Signals: These govern the movement of trains on main lines. They are further split into:

o Stop Signals: Require the train to stop if the signal is "ON" (Red).

o Permissive Signals: Allow the train to pass at a restricted speed even when "ON" (e.g.,
Distant or Warner signals).

 Subsidiary Signals: These control shunting movements and other secondary operations (e.g.,
Calling-on signals).

3. Signal Aspects and Indications

The "Aspect" is the visual code, and "Indication" is the instruction. The complexity of these aspects
has evolved from simple two-position mechanical arms to multi-coloured light systems.

3.1 Two-Aspect Lower Quadrant System

In older semaphore systems, the arm moves in the lower left quadrant.

 ON Position (Horizontal): Displays a Red light. Indication: "Stop Dead".

 OFF Position (Lowered): Displays a green light. Indication: "Proceed".

3.2 Multi-Aspect Colour Light Signalling (MACLS)

Modern railways utilize Multi-Aspect Signalling (MAS) to provide more information to the
driver about the next signal, allowing for better speed control.

Aspect Colour Indication Action Required

Stop Red Stop Dead Stop immediately.

Proceed with Proceed and be prepared to stop at the

Caution Yellow
Caution next signal.

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Aspect Colour Indication Action Required

Double Proceed at Proceed and be prepared to pass the next

Attention
Yellow Restricted Speed signal at a restricted speed.

Proceed Green Proceed Line Clear, maintain normal speed.

Note: The "Attention" aspect (Double Yellow) is unique to multiple-aspect signalling and helps
braking distances for high-speed trains.

4. Subsidiary Signals

Subsidiary signals are those used for shunting or specific movements where a running signal cannot
be cleared.

4.1 Shunt Signals

Used specifically for shunting operations in yards.

 Types: Can be independent (on their own post) or dependent (placed below a Stop signal).

 Identification:

o Position Light Type: When "ON" (Stop), it shows horizontal white lights. When "OFF"
(Proceed), it shows diagonal white lights.

o Note: If placed below a Stop signal, it shows no light in the "ON" position to avoid confusion.

4.2 Calling-On Signals

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 This is a small signal utilized to receive a train onto an obstructed line (a line already occupied by
another train).

 Purpose: Indicates to the driver to draw ahead with caution and be prepared to stop short of any
obstruction.

 Operation: Can only be taken "OFF" after the train has come to a complete stop.

 Marker: Identified by a 'C' marker plate on the post.

Subsidiary
signal

5. Designation and Location of Signals

The placement of signals is critical for defining the territory (Block Section vs. Station Section).

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 Location of signals in MACL

5.1 Reception Signals

Signals that control the entry of a train into a station.

 Outer Signal: The first stop signal in Two-Aspect Signalling (TAS).

 Home Signal: The first stop signal in Multi-Aspect Signalling (MAS). It is placed close to the first
facing point.

 Distant Signal: A permissive signal located 1 km in rear of the First Stop Signal (FSS) in MAS to
warn the driver of the aspect of the upcoming Stop signal.

5.2 Departure Signals

Signals that control the exit of a train from a station.

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  Starter Signal: Located just in rear of the facing point or fouling mark; authorizes the train to
leave the platform/line.

 Advanced Starter: The last stop signal of a station. It protects the entrance to the block section.
Located 180 meters (MAS) or 400 meters (TAS) from the outermost point.

5.3 Route Indicators

In complex yards with diverging lines, a single Home signal may lead to multiple routes. Route indicators
inform the driver which line they are entering.

 Junction Indicator: Used for speeds >15 Kmph (Directional type).

 Stencil/Multi-lamp: Used for slow speeds (<15 Kmph).

6. Safety Markers and Boards

Fixed boards are used to permanently warn drivers of track conditions or limits.

 Shunting Limit Board (SLB): Demarcates the station section from the block section on single
lines. It marks the limit up to which shunting is permitted.

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  Block Section Limit Board (BSLB): Provided on double lines (MAS) where there are no facing
points, to mark the fouling point of the block section.

 Warning Boards:

o Passenger Warning Board: 1 km in rear of the first stop signal.

o Goods Warning Board: 1.4 km in rear of the first stop signal.

7. Core Operational Concepts

7.1 Overlap

To provide a safety margin in case a train overshoots a signal, "Overlap" is the length of track that must
be kept vacant beyond a signal before it can be cleared.

 Signal Overlap: The distance kept clear in advance of a stop signal (120m in MAS).

 Block Overlap: The distance kept clear in advance of the First Stop Signal to grant "Line Clear" to
the rear station (180m in MAS).

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7.2 Isolation

Isolation prevents a train on one line from dangerously interfering with a train on another line (e.g., a
goods train in a siding rolling onto the main line). It is achieved by setting points (switches) away from the
main line.

7.3 Essentials of Interlocking

Interlocking is the mechanical or electrical relationship between signals and points to prevent conflicting
movements. The core principles are:

1. A signal cannot be taken "OFF" unless all points are correctly set and locked.

2. Conflicting signals cannot be taken "OFF" simultaneously.

3. Once a signal is "OFF," the points cannot be moved until the signal is put back to "ON".

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8. Systems of Working

Indian Railways primarily employs two systems to manage train traffic between stations:

8.1 Absolute Block System

The most common system.

 Rule: No train is allowed to leave a block station unless “Line Clear” has been received from the
station in advance.

 Safety Condition: The line must be clear not just up to the first stop signal, but for an adequate
distance beyond it (Block Overlap).

8.2 Automatic Block System

Used in high-density areas.

 Method: The line is divided into a series of automatic signalling sections.

 Control: The line is equipped with continuous track circuits or axle counters which automatically
control the signal aspects based on the train’s presence.

[Link] Crossing Gate Management

Level crossings (LCs) are critical intersection points between rail and road traffic.

9.1 Classification by Traffic Volume

LC gates are classified based on TVU (Train Vehicle Units), calculated as:

TVU = No. of Trains * No. of Road Vehicles

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 Class Criteria (TVU) Remarks

Special Class > 50,000 ROB (Road Over Bridge) required.

'A' Class 30,000 – 50,000 Compulsory Interlocking.

'B' Class 20,000 – 30,000 Compulsory Interlocking.

'C' Class < 20,000 Standard manned gates.

9.2 Operational Types

 Traffic Gates: Located within station limits, controlled by station staff.

 Engineering Gates: Located in mid-section, controlled by engineering gatemen.

AXLE COUNTERS
Definition:
An Axle Counter is a train detection system that determines whether a track section is occupied or
clear by counting the number of axles entering and leaving that section.

Unlike track circuits, it does NOT depend on rails, ballast resistance, sleepers, or insulation joints.

Transformer concept

 When an AC signal is applied to the primary coil (transmitter coil) of a transformer, it

produces an alternating magnetic flux.

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  When this magnetic flux links with a secondary coil (receiver coil), an induced voltage (emf)
is generated in the secondary.
 The magnitude of the induced voltage depends on the available magnetic flux paths linking
the secondary coil.

 In axle counters, a transmitter coil is continuously fed with an alternating current, generating an
alternating electromagnetic field.
 The associated receiver coil receives an induced voltage due to flux linkage between the
transmitter and receiver coils.
 When a wheel passes between the transmitter and receiver coils, the magnetic flux path is
interrupted/disturbed.
 This disturbance causes:

 Reduction in amplitude of the induced voltage, and

 Change in phase of the induced voltage in the receiver coil.

 The change in amplitude and phase of the receiver voltage is detected and processed by
electronic circuits.
 These processed signals are used for:
o Wheel detection
o Axle counting
o Tallying of axles
o Determining the occupancy status of the track section.

When only the change in amplitude of the receiver voltage is used for wheel sensing and processed
electronically, the method is known as Amplitude Modulation (AM).

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If the changes in Phase are used for wheel sensing and are processed by ‘Electronic circuits’ for counting,
it is called PHASE MODULATION.

Wheel Detection Principle

Definition:

Axle counters detect the presence and movement of wheels using the electromagnetic
transformer principle. This method is independent of rail condition, ballast resistance, and
insulation, which makes it highly reliable.

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 1. Basic Physical Principle
 Wheel detection works on the principle of electromagnetic induction.
 A transmitter coil (primary coil) is energized with an AC signal.
 This AC current produces an alternating magnetic flux around the coil.
 A receiver coil (secondary coil) is placed adjacent to the transmitter coil.
 Due to flux linkage, an induced voltage (emf) appears in the receiver coil.
 The magnitude and phase of this induced voltage depend on the magnetic flux path between the
two coils.

2. Effect of Wheel Passing:

 When a wheel passes between the transmitter and receiver coils:
o The wheel (made of ferromagnetic material) disturbs the magnetic field
o Magnetic flux is diverted, short-circuited, or interrupted
 Due to this disturbance:
o The amplitude of the induced voltage reduces
o The phase of the induced voltage changes
These changes form the basic detection signal.

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 MULTI SECTION DIGITAL AXLE COUNTER
MSDAC – ELDYNE(AZLM)
Introduction:

Indian Railways is one of the largest railway networks in the world, handling a massive volume of
passenger and freight traffic daily. Ensuring safe and reliable train detection is critical for preventing
accidents and maintaining smooth operations. Traditionally, track circuits were used for train detection;
however, they suffer from limitations such as poor reliability in bad ballast conditions, corrosion, and high
maintenance requirements.

To overcome these drawbacks, Indian Railways adopted Axle Counter Systems, among which the Multi
Section Digital Axle Counter (MSDAC) manufactured by ELDYNE / THALES / ALCATEL is widely used.
MSDAC is a vital signalling system that detects the presence or absence of trains in a track section by
counting axles entering and leaving the section.

The Eldyne MSDAC system provides fail-safe train detection, higher reliability, and reduced maintenance,
making it suitable for Automatic Block Signalling, station yards, and complex track layouts.

Applications of ELDYNE (MSDAC) in railways:

The Multi Section Digital Axle Counter system is extensively deployed in the following railway areas:

 Main Line sections

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  Loop Lines
 Platform Lines
 Common Lines
 Point Zones
 Dead Ends
 Stabling Lines
 Goods Lines

Because MSDAC does not depend on track insulation or ballast resistance, it performs reliably even in
coastal areas, deserts, tunnels, and high-pollution zones.

System overview of MSDAC (ELDYNE):

The MSDAC system works on the principle of axle counting. When a train enters a section, its axles are
counted, and when it leaves, the axles are counted again. If the count matches, the section is declared
CLEAR; otherwise, it remains OCCUPIED.

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Major Subsystems:

The Eldyne MSDAC system is divided into:

 Outdoor Equipment
 Indoor Equipment

This modular approach ensures easy maintenance and high system availability.

Outdoor equipment

Rail Contacts (SK1 & SK2)-

Rail contacts are mounted directly on the rails at the detection point. Each detection point has:

 SK1 (Rail Contact 1)

 SK2 (Rail Contact 2)

They detect the presence of wheels and generate signals corresponding to axle movement. Two rail
contacts are used to determine:

 Direction of train movement

 Correct axle counting

Trackside Electronic Unit (EAK)-

The EAK is installed near the rail contacts, usually inside a mushroom cover or location box.

Functions of EAK:

 Generates stable 24V DC for internal circuits

 Generates transmitter frequencies (30 kHz and 28 kHz)

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  Amplifies received signals from rail contacts
 Performs phase-sensitive rectification

Produces:

 MESSAB (Rectified analog axle pulse)

 RADIMP (Equivalent digital pulse)

The EAK converts raw wheel detection into usable digital and analog signals for further processing.

Power data coupling unit (PDCU):

The Power Data Coupling Unit (PDCU) acts as an interface between outdoor equipment (EAK) and indoor
equipment (ACE).

Key Functions:

 Superimposes power and data on the same cable

 Provides power to EAK through a 315-mA fuse
 Ensures isolation and protection
 Enables long-distance communication (up to 10.5 km with PDCU)
 If the fuse in the PDCU blows, the EAK stops functioning and a red LED indication appears,
helping maintenance staff quickly locate faults.

Indoor equipment:

Axle Counter Evaluator (ACE)

The ACE is the brain of the MSDAC system and is installed inside the relay room.

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Main Components of ACE

CPU Cards (2 out of 2 system)

Power Supply Cards

 Serial Card
 Parallel Card
 Vital Relays

CPU Card

 Performs axle counting and decision making

 Uses 2oo2 (two out of two) architecture for safety
 Stores site-specific configuration software
 Provides diagnostic information via PC interface
 The dual CPU arrangement ensures that even if one CPU fails, unsafe outputs are prevented.

Serial Card

 Receives detection data from EAK through ISDN communication

 One serial card can monitor two detection points
 Transfers axle data to CPU cards

Parallel Card

 Provides Section Clear / Section Occupied output

 Controls vital relays using potential-free contacts
 Commands section reset and fault indications

Communication system

The Eldyne MSDAC uses ISDN-based communication over twisted pair cables.

Key Features

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  High noise immunity
 Fault-tolerant data transmission

Maximum distance:

 10.5 km with PDCU

 12 km without PDCU

Proper cable selection (Star Quad cable) and termination are essential for reliable operation.

Reference count direction (RCD)

To ensure correct axle counting, a Reference Count Direction (RCD) is defined.

RCD determines the logical direction of travel

Axles are counted differently depending on:

 Which rail contact is crossed first

 Direction of train movement

Without proper RCD configuration, the system cannot correctly determine section occupancy.

Led indications and diagnostics:

Digital Card LEDs

Green LED flashing → Data transmission OK

Green LED OFF → Fault during self-test

Analog Card LEDs

Red LED ON → Wheel present on rail contact

Green LED → Sensor voltage within tolerance

H24V / H5V LEDs indicate power health

These LED indications allow quick fault localization and faster restoration.

Safety features

The Eldyne MSDAC system incorporates multiple safety measures:

 Fail-safe design
 2oo2 architecture
 Vital relays
 Continuous self-diagnostics
 Secure reset procedures

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  A section cannot be cleared unless all safety conditions are satisfied.

Advantages of ELDYNE MSDAC

 High reliability
 Low maintenance
 Independent of ballast condition
 Suitable for harsh environments
 Supports multiple track sections
 Fast fault detection and recovery

Limitations

 Requires trained personnel for adjustment

 Reset procedure must be followed strictly
 Power quality must be maintained
 Initial installation cost is high

HITACHI

The MLK-II EI Rack is a standard 19-inch Electronic Interlocking rack used to house Microlok-II signalling
equipment in railway installations. It provides mechanical protection, proper ventilation, earthing, and
organized cable management to ensure reliable and fail-safe operation.

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The VCOR (Vital Cut-Off Relay) acts as the master safety relay of the Microlok-II system and controls
power to all vital output circuits. It remains energized only when CPU diagnostics and power supply
conditions are healthy; any critical fault causes the VCOR to drop, forcing all signals to a safe (danger)
state.

The System-1 Card File contains a complete Microlok-II EI system with CPU, power supply, vital
input/output, non-vital I/O, communication, and synchronization boards, and normally operates as the
online system.

The System-2 Card File, identical to System-1, functions as a hot standby system and remains
continuously synchronized, automatically taking over in case of System-1 failure without traffic
interruption.

Output wiring carries 24 V DC vital commands from vital output boards to relays, signals, point machines,
and level crossing equipment, with proper segregation for safety and ease of maintenance.

Power supply wiring distributes 12 V DC to internal electronics and the VCOR relay, ensuring stable,
noise-free operation.

Overall, the rack arrangement ensures high safety, redundancy, reliability, and simplified maintenance for
railway signalling systems.

Card file:

The Card File is the main electronic housing unit of the Microlok-II Electronic Interlocking (EI) system,
mounted inside a standard 19-inch EI rack with front access for maintenance. It accommodates all
essential processing, power, input, output, and communication PCBs required for interlocking operation.

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Each card file consists of 20 slots mounted on a common motherboard, with boards plugged through 96-
pin / 48-pin connectors. Card guides ensure correct alignment, and unused slots are fitted with blank
panels.

The Communication Board (ECB) provides Ethernet-based communication for EI–EI, EI–Axle Counter,
and EI–VDU interfaces, supporting redundant networking.

A Synchronization Board (when provided) maintains data synchronization between online and standby
systems in hot standby configuration.

Vital Input Boards (IN16) accept 16 vital field inputs per board from track circuits, axle counters, points,
and relays, with green LEDs indicating input status.

Vital Output Boards (OUT16) provide 16 vital outputs per board to drive Q-series relays controlling
signals, points, and level crossings, with continuous CPU monitoring.

The non-vital I/O Board (NV IN32/OUT32) handles panel controls, indications, counters, and alarms.

The Power Supply Board converts 12 V DC input into regulated 5 V and 12 V supplies and provides VCOR
indication.

The CPU Board executes interlocking logic, diagnostics, communications, and controls VCOR through a
250 Hz CPS signal.

Overall, the modular card file design ensures fail-safe operation, high availability, easy maintenance, and
rapid fault diagnosis.

Redundancy in the Microlok-II Electronic Interlocking system is achieved by using dual systems
operating in online and standby modes. Both systems continuously run the same interlocking logic in
parallel. The synchronized card ensures real-time data consistency between the two systems. Under
normal conditions, one system remains active while the other stays in hot standby. If the online system
fails, the standby system takes over automatically without human intervention. This automatic
switchover minimizes downtime and prevents service disruption.

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High availability is ensured because critical components like CPU, communication, and power supply are
monitored continuously. Any internal fault causes the system to shift to a safe state while maintaining
signalling integrity. Vital outputs are enabled only when the system health and VCOR relay status are
correct. In case of any unsafe condition, outputs drop to the de-energized safe state.

CPU board:

The CPU board is the central processing unit of the Microlok-II Electronic Interlocking system. It executes
all interlocking logic and ensures safe train movements. The CPU processes both vital and non-vital input
data received from field devices. It continuously performs system diagnostics and monitors internal
faults. The CPU board also controls the energization and de-energization of the VCOR relay, which is
essential for system safety.

The board uses a Motorola 68332 microprocessor to execute application logic, safety checks, and
communication routines. A real-time clock (RTC) maintains accurate system time for event and error
logging. The RTC is battery backed, allowing time retention during power failures. Fast static RAM is used
for processing vital safety data and ensures deterministic real-time performance. This high-speed
memory supports quick execution of interlocking decisions.

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The CPU board interfaces with the motherboard through 48-pin and 96-pin connectors for power, data,
and synchronization. Red keying plugs ensure correct board insertion and prevent hardware damage.
Overall, the robust and modular CPU board design ensures high reliability, fail-safe operation, and
immediate transition to a safe state during faults

Power supply:

The power supply card provides regulated and reliable power to all cards in the Microlok-II Electronic
Interlocking system. It also acts as a critical safety interface between the CPU and the VCOR relay. The
card ensures fail-safe power cut-off during abnormal system conditions. It receives a nominal 12 V DC
input from the field power source. The input voltage range is wide, from 9.5 V to 16.5 V DC, to tolerate
railway voltage fluctuations. The system requires a minimum start-up voltage of 11.5 V DC.

The DC–DC converter section generates regulated +12 V, −12 V, and +5 V outputs. These voltages are
distributed to the CPU card, vital and non-vital I/O cards, communication cards, and synchronization
cards. Electrical isolation and voltage regulation ensure stable operation of all modules.

The power supply card contains a Conditional Power Supply (CPS), which is a vital safety circuit. The CPS
receives a 250 Hz health signal from the CPU card. It produces a 12 V output only when the CPU is healthy
and software execution is correct. CPS output is enabled only if all system diagnostics are normal.

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 Each Vital Input is assigned to read the status of outdoor gears.
 Each Vital Input PCB has 16 Inputs.
 Suitable for 24V DC application.
 Vital Inputs are normally configured with double cutting arrangement using relay contacts.
 The status of Vital Input is known from LEDs available in front of the PC

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  Vital Output card drives an output device such as any Q-Series relay.
 This output relay in turn controls signals, points, crank handle, siding control, level crossing etc.
 Each Vital Output PCB has 16 Outputs. Suitable for 24V DC application.
 Since Vital Output drives the relay which controls important outdoor gears, all the Vital Output
boards are continuously diagnosed by a CPU

This diagram shows the overall Microlok-II Electronic Interlocking system configuration for IRISET
Station-B. The system is divided into central, east, and west field locations. The central equipment room
houses the main EI racks, servers, and communication switches. Operator PCs are provided in the station
master’s room for train control and monitoring. Data loggers and maintenance consoles are connected for
diagnostics and troubleshooting.

Communication links connect EI systems with axle counters and control panels. Managed Ethernet
switches provide network redundancy and fault tolerance. Serial-to-Ethernet converters support legacy
field devices. The architecture supports centralized monitoring with distributed field control. Redundant
design ensures high availability and fail-safe railway signalling operation.

Non-vital input and output card used to read non-vital input status and to drive non-vital outputs. Each
non-vital I/O PCB has 32 inputs and 32 outputs in one PCB. Suitable for 24V DC application. Non-vital

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 inputs are Panel push buttons and keys. Non-vital outputs are Panel indication LED’s, counters and
buzzers. The status of Non-vital Input/ Output is known from LED’s available in front of the PCB.

The Synchronization PCB contains its own microprocessor. There are four external vital physical inputs,
two external vital physical outputs and an Ethernet communications link on the Sync I/O board. In
addition to the external I/O points, there are two non-vital inputs controlled by switches on the Sync I/O
board Mode determination and application synchronization are controlled by the cross connections of the
paired units through the Sync I/O boards

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Each card file will have one communication PCB, it allows a Microlok II system to connect directly to an
Ethernet network by means of two Ethernet ports. It must be one of the first six boards defined in the
Application program. But physically it can be placed in any of the IO slots.

Used to address particular slot of the card file. It is Installed at the rear end of the connector assemblies of
Input/output card. Except Power supply & CPU Card all cards provided with Address select PCBs. Each
address select PCB consists of 6 nos. of two position Jumpers. These jumper settings are unique and shall
match with the definition of cards in application program. The jumper settings must exactly match the
values set in the application program to ensure normal system operation & it does not depend on the
order of the boards that happen to appear in the card file.

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The EEPROM PCB is placed on the 48 Pin connector assembly of the CPU PCB. The purpose of EEPROM
PCB is to store Site specific configuration data. The data can be loaded using a laptop PC connected to the
CPU’s front panel Diagnostic port. Even if the CPU is replaced, the Configuration data remains intact
within the CPU connector’s EEPROM PCB.

KAVACH – INDIGENOUS AUTOMATIC TRAIN

PROTECTION (ATP) SYSTEM
Overview

KAVACH is the Indigenous Automatic Train Protection (ATP) System developed and adopted by Indian
Railways to enhance safety in train operations. The system has been standardized as the National ATP
System across Indian Railways in line with the Atmanirbhar Bharat initiative. KAVACH is implemented as
per RDSO specifications RDSO/SPN/196/2012 (Version 3.2) and RDSO/SPN/196/2020 (Version 4.0). As
per Para 7.8.9, Table-3 of the Indian Railway Safety Manual (IRSEM), Automatic Train Protection with Cab
Signalling is compulsory for train speeds beyond 140 kmph for mitigation of Signal Passing at Danger
(SPAD).

High-speed trains are essential for optimum utilization of section capacity and to compete effectively with
other modes of transportation. International experience from countries such as France, Germany, China,
Japan, Spain, Morocco, USA, and India demonstrates that safe high-speed operation requires a robust ATP
system. KAVACH fulfils this requirement for Indian Railways.

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Priority and Roadmap of KAVACH Implementation

The priority for implementation of KAVACH in Indian Railways is as

follows:

 Freight Dense High-Density Network (HDN) routes

 Freight Dense Highly Utilized Network (HUN) routes
 Other Passenger High Density Network routes
 Other routes

Advantages of Radio-Based ATP (KAVACH)

Non-radio-based train protection systems are detrimental to line

capacity, whereas radio-based cab signalling ATP systems enhance line
capacity. KAVACH is a radio-based ATP system and provides continuous
supervision and automatic intervention. Additional advantages include
multi-vendor interoperability, avoiding monopoly, with multiple
approved vendors. Centralized monitoring of real-time train movements
is provided through the Kavach Network Monitoring System (NMS).

Basic Functions of KAVACH

KAVACH performs the following basic functions:

 Mitigation of Signal Passing at Danger (SPAD)

 Continuous speed supervision
 Display of aspect of approaching signal in the loco pilot’s cab along with movement authority
 Automatic blowing of horn while approaching level crossing gates

Collision Prevention Functions

KAVACH provides collision prevention under multiple scenarios:

 Head-on collision prevention

 Rear-end collision prevention
 Side-on collision prevention

Head-on and rear-end collision prevention is achieved based on Track Identification Number (TIN), train
direction of movement, train location, and train length. In head-on collision scenarios, Loco KAVACH units
of both trains automatically apply brakes. In rear-end collision scenarios, the Loco KAVACH unit of the
rear train automatically applies brakes.

For side collision prevention, if a loco KAVACH-equipped train stops for a specified duration (default 15
seconds) in a block section, the system automatically generates an SOS message. The loco pilot has the
provision to cancel this SOS either before generation or even after transmission using the Driver Machine
Interface (DMI).

KAVACH System Architecture

The KAVACH system comprises:

 Stationary KAVACH System (SKAVACH)

 Loco KAVACH System
 Level Crossing KAVACH (LC KAVACH)
 Radio Interface Units (RIU)
 Radio Communication Infrastructure

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  RFID Tag System
 Network Monitoring System (NMS)
 Key Management System (KMS)

Stationary KAVACH System (SKAVACH)

 Installation & Safety:

Located in Relay Rooms/Huts;
certified SIL-4 with a 2-out-of-
2 redundant architecture.
 Data Collection: Gathers real-
time inputs like signal aspects,
point positions, track circuits,
and block instrument status.
 Transmission: Uses a 40m
tower to send signalling
aspects and movement
authority to locomotives.

 Positioning: Reads track-

mounted RFID tags to
determine absolute location
and direction (nominal/reverse).
 Communication: Sends position, mode, and Track Identification Number (TIN) to SKAVACH.
 Supervision: Receives Movement Authority from SKAVACH; monitors speed and auto-applies
brakes if limits are breached.

 SOS: Emergency brakes trigger upon receiving SOS messages from the Station Master or Driver
Machine Interface (DMI).
 Time Ref: GPS provides the time reference for radio communication.

KAVACH Towers and Radio Communication

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KAVACH uses UHF radio communication in the frequency band 427–430 MHz Communication between
Stationary KAVACH and Loco KAVACH occurs every two seconds. Towers of approximately 40 meters
height are provided, with antennae mounted at the top. Two adjacent stations communicate with Loco
KAVACH units without mutual interference.

RFID Tag Fixing and Placement Arrangement

RFID tags are provided in block sections at approximately one-kilometre intervals and in station yards for
each signal, signal approach, and turnout. RFID tags are used for track identification, correction of train
location, and determination of train movement direction.

Tags are fixed at the centre of PSC sleepers. No holes are drilled in sleepers; fixing is done using clamps
only. RFID tags are suitable for reliable operation at train speeds up to 250 kmph and can function even
when submerged in water up to rail level.

KAVACH Functional Operation

The KAVACH system uses RFID-based location detection and radio-based communication to determine
train position and movement authority. Loco KAVACH reads the location details programmed in RFID
tags mounted on the track. After passing two RFID tags, the system establishes the direction of
movement, either nominal or reverse.

Based on train location, direction, and interlocking inputs, the system ensures safe supervision of train
movement.

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Stationary KAVACH – Functional Description

Stationary KAVACH receives real-time information from the interlocking system, including:

 Signal aspect status

 Point position status
 Track circuit status
 Berthing track information

Stationary KAVACH is connected to the 40-meter tower to transmit signalling aspects and movement
authority to KAVACH-equipped locomotives. The transmitted information enables continuous cab
signalling and movement authority supervision.

Data Exchange Between Loco KAVACH and Stationary KAVACH

Loco KAVACH sends a data packet to Stationary KAVACH containing:

 Operating mode
 Absolute position of the train
 Last RFID tag crossed
 Direction of movement
 Track Identification Number (TIN)

Based on the status of these inputs and the routes set for trains travelling in the station vicinity,
Stationary KAVACH calculates the Movement Authority (MA) for each locomotive.

Speed Supervision and Brake Application

Loco KAVACH receives the Movement Authority and supervises the train speed in accordance with:

 Received movement authority

 Track-side speed restrictions

If the current speed of the train exceeds the permitted speed, brakes are applied automatically without
any driver intervention, ensuring fail-safe protection.

Emergency and SOS Operations

In emergency situations, SOS messages can be generated from the Station Master’s Operation Panel or
directly from the Driver Machine Interface (DMI). Upon receipt of an SOS message, the Loco KAVACH
system applies emergency braking.

For synchronization of radio communication, GPS is used as the time reference for both Stationary and
Loco KAVACH systems.

Head-On and Rear-End Collision Prevention

KAVACH can detect head-on and rear-end collision scenarios in all possible conditions. Collision detection
is based on:

 Track Identification Number (TIN)

 Direction of train movement
 Train location
 Train length

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In a head-on collision scenario, the Loco KAVACH units of both trains automatically apply brakes. In a
rear-end collision scenario, the rear train’s Loco KAVACH applies brakes automatically to prevent
collision.

Side Collision Prevention

For side collision prevention, KAVACH provides a provision for automatic generation of an SOS message
from the Loco KAVACH unit if the train stops for a specified duration, with a default value of 15 seconds,
in a block section.

The Loco Pilot is provided with the option to cancel the SOS transmission either before its generation or
even after transmission has started, using a button on the Driver Machine Interface.

Stationary KAVACH System Architecture

The Stationary KAVACH system architecture integrates:

 Interlocking interface
 Radio communication equipment
 Tower interface
 Redundant processing units

The architecture ensures that all vital inputs are processed in a fail-safe manner and that movement
authority is issued only under safe conditions.

Station Master’s Operation Cum Indication Panel (SM-OCIP)

SM-OCIP is installed in the Station Master’s panel room. The on-duty Station Master is responsible for its
operation and custody of keys to prevent unauthorized use. In emergency situations, the Station Master
inserts the key, turns it to ‘IN’, and presses SOS and Common buttons simultaneously. Upon SOS
generation, all approaching KAVACH-equipped trains within range are stopped automatically. After
removing the cause of obstruction, the SOS is cancelled by pressing Cancel and Common buttons. The
system of working is incorporated in Appendix-C of Station Working Rules.

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Key Management System (KMS)

KMS ensures secure communication between authorized Loco KAVACH and Stationary KAVACH units. It
ensures authenticity and integrity of exchanged information. Random numbers are generated by onboard
and trackside units for every session. Authentication keys with limited validity are issued by KMS, and a
session key is established for secure communication.

Network Monitoring System (NMS)

All KAVACH-equipped stations are networked to the Network Monitoring System. NMS provides real-time
display of train movements, centralized monitoring, offline simulation of train movements, and support
for analysis and troubleshooting of events.

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On-Board KAVACH System

The Loco KAVACH system is installed on:

 Electric locomotives
 Diesel locomotives
 EMU, MEMU, and DEMU rolling stock

The onboard system ensures continuous reception of movement authority, speed supervision, and
automatic brake intervention when required.

Basic Subsystems for Loco Fitment

The major subsystems provided on the locomotive include:

 KAVACH processing unit

 Radio modems
 GSM/GPS interface
 Driver Machine Interface (DMI)
 Brake Interface Unit (BIU)
 RFID reader
 Speed sensors
 RF and GPS/GSM antennas
 Power supply and interface equipment

These subsystems work together to provide complete onboard ATP functionality.

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Driver Machine Interface (DMI)

The Driver Machine Interface is the primary

human-machine interface for the loco pilot. The
DMI displays the following information:

 Current speed of the train

 Loco ID and operating mode
 Date and time
 Movement Authority
 Target speed and permitted speed
 Aspect of the approaching signal along
with route indicator
 Distance to the approaching signal
 Turnout distance and turnout speed
 Emergency and warning messages

The DMI provides both visual and audible alerts

and supports driver acknowledgement.

Brake Interface Unit (BIU)

The Brake Interface Unit acts as the interface between the KAVACH system and the locomotive braking
system. When KAVACH detects an unsafe condition such as over speeding, SPAD, or collision risk, the BIU
initiates automatic brake application without requiring manual intervention from the loco pilot.

RFID Reader and Speed Sensors

The RFID reader mounted on the locomotive reads RFID tags installed along the track to determine train
location and direction of movement. Speed sensors continuously measure train speed and provide real-
time inputs to the KAVACH processing unit for speed supervision.

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