Anti-Collision Device (ACD) Network (Raksha KavachTM) Frequently Asked Questions (FAQ)

Q1. What is Raksha Kavach.? Ans 1.ACD Network is a fully integrated, state of the art electronic control system, designed to minimize collisions and increase safety on any Railway network; of both freight and passenger trains. It is a non-signalled system providing an additional layer of safety in train operations to prevent dangerous train collisions caused due to human errors or limitations and equipment failures. Being a non-signalled system, Raksha KavachTM is not intended to replace any existing signaling & interlocking systems / procedures of train operations. a) Raksha KavachTM is a network of Anti-Collision Devices (ACDs) comprising of set of devices such as on-board (Mobile) ACDs for Locomotives and Guard vans and Track-side (Stationary) ACDs such as Station ACDs, Level Crossing ACDs, Loco Shed ACDs, Sensor based ACDs and ACD Repeaters. All ACDs work on the principle of distributed control systems and hence in order to prevent collisions, it is necessary that both trains, deemed to be at the risk of collision, should have ACDs fitted on them. b) All ACDs along ACD route communicate with each other through radio communication when they are within a radial range of 3 Kms. c) Train ACDs (i.e. Loco & Guard ACDs) having on-board computers use inputs from Global Positioning System (GPS) for determination of train location, speed, course of travel and time. Deduction of change in Track-ID by Train bound ACDs on Points & Crossing is made using Deviation Count Theory (DCT) for which KRCL holds the patent. d) Both mobile and stationary ACDs of the Raksha KavachTM exchange information through Radio communication when they are within a radial distance of 3 Kms and take decisions to apply brakes, automatically, without any manual input from the users, based on train working rules including provisions made in Functional Requirements Specification (FRS) of ACD (issued by RDSO), embedded in the ACD software. e) If two ACDs are deemed to be at a risk of collision, ACD system activates automatic braking to prevent collisions. Loco ACD is designed to interface with various types of loco braking systems. f) Raksha KavachTM also provides audio-visual Train Approach warning to road users at both manned and un-manned Level Crossings. Further, at manned non-interlocked LC Gates, if an approaching Loco ACD detects Gate Open condition; it reduces the speed of the train/loco and does not permit it to exceed a pre-defined speed limit (presently 30 Kmph), till such time it crosses the Level Crossing.

Q2 .What type of Collisions ACD Prevents? Ans.2. The Following Accidents are prevented by ACD a) Detection and Prevention of Head-on, Rear-end and Side Collisions Only system in the world to provide these UNIQUE features even when a train is not protected by a signal, as in a block section. b) Detection of fouling and prevention of collision due to fouling Except when a Train on main line overshoots the Fouling Mark c) Detection & generation of Train Parting / Jumbling Consequently bringing any approaching train on the adjoining line to a dead stop. d) Station Approach Warning to Drivers - Can result in saving of manpower for deployment of detonators during foggy weather, provided 100% coverage of ACD fitted trains is available on the concerned ACD route. e) Speed limit imposition - Based on preset conditions in FRS of ACD f) Train Approach Warning for road users at Level Crossings both manned and unmanned - In addition, at manned non-interlocked level crossings, reducing the train speed to 30 Kmph in case the gate is detected in open condition through Gate ACD.

g) Manual SOS functionality available for Drivers, Guards and Station Masters - To bring all trains to a halt within a radial distance of 3 Kms, in emergencies Q.3 What is Auto Brake Test.? Ans.3. Auto Brake Test Generating braking characteristics for a train without manual feeding of data of coaches / load - A UNIQUE feature as train characteristics are required to be fed manually in all other systems in the world. Q.4 What are the Situations in which ACD Network CAN NOT Prevent a Train Collision.? Ans.4. An analysis of preventable and non-preventable accidents by Safety Directorate of Railway Board of a total of 128 train collisions on Indian Railways during the five years period namely, from April 1997 to January 2002, indicated that 82% of these collisions were preventable by ACD. The balance 18% of the collisions were non-preventable in any case due to various reasons like failure of brake power of train, inadequate reaction time, insufficient braking distance, etc.

Various collisions/situations which are not preventable in any case, with or without ACD network, are enumerated below: a) Other train is a NON ACD Train ACD functions by reacting to another ACD, as such if one of the two trains is a non-ACD train, the protection against collision will be missing. b) Adequate braking distance at that speed is not available when a dangerous collision-like situation arises suddenly However, severity of the collision would be reduced as a function of the reaction time.

c) Train derails and its wagons/coaches dash with another Train, already on adjacent track No reaction time situation d) Failure of brake power of the Locomotive/train e) Rolling backward/forward of a Stabled load Q5. How the ACD detects track on which it is traveling with the help of GPS Receiver, which has an inaccuracy of 25m.? Ans 5. It is true that the GPS Receiver gives location error of up to 25M due to various reasons. However, this error remains constant in that region and the relative error gets nullified. Therefore the data given by the GPS Receiver for course angle of the travel by the Loco/Train is accurate. Since the entry and exit points are marked 25m away from the toe of the switch, the point zone entry and exit is not missed by the ACD, as explained under: A) Techniques to Deduce the Change in Track-ID by Train bound ACDs on Points & X-ing 1. Using GPS Input [Deviation Count Theory (DCT), patented by KRCL]

3 deg Reversal of Angle 3 deg change in angle 25 m

5m

25 m

TID = 16

TID = 15

B (Lat, Lon)

A (Lat, Lon)

No change in Angle

Point Zone is defined between A and B on the Track

a) Even with a locational inaccuracy in GPS readings of + 25 metres, the Loco/Guard ACD will not miss the beginning of Point Zone. b) Once inside the Point Zone, reversal of Angle of travel in the GPS reading decides the change in Track-ID for Loco ACD and Guard ACD, as the case may be. Further, both Loco and Guard ACDs would continue to carry and radiate the same Track-ID inside the block section, without any change. 2. Using Point Position Detection Input derived from Signaling Relay Room and radiated by Station ACD - In case of negotiating a Points and X-ing Zone where DCT (Deviation Count Theory) is non-workable, may be due to presence of GPS shadow zones over such points and crossing zones or due to complex points and crossing layouts; the points position (Normal or Reverse, read from point position detection circuits in the signaling relay room), radiated by Station ACD would enable Loco ACD and Guard ACD to auto-deduce the change in their Track-ID, after coming out of such Dead Points & Crossing Zone (DPXZ). 3. Improving Reliability of Carrying a Correct Track-ID in Single and Double lines Block sections (a redundancy feature) a) Single line section A UNIQUE Track-ID of the section would be selfforced on Loco ACD and Guard ACD of a train, while entering the block section.
TID = 14 TID = 15

T1

TID = 16

b) Double line section - Based on occupation of TWO consecutive track circuits in a sequence (for direction determination at dispatch ends), the Track-ID of these occupied track circuits is communicated by Station ACD to Loco ACD of a train at the time of entering the block section. In case due to any reason, Station ACD is not able to communicate Track-ID even after train has entered in block section, both Loco and Guard ACDs of the train will match their TIDs and in case of mismatch, would assume TID-FS.
TID = 14 TID = 15

T1

TID = 16

Track Ckts.

TID = 17

Track Ckts.

4. Multiple lines section Based on detection of TWO consecutive Radio Frequency (RF) Tags fitted inside the tracks near the dispatch ends of a Station, the on-board RF Tag Reader fitted inside the under frame of Locomotive and connected with Loco ACD helps Loco ACD to self-deduce its Track-ID.
TID = 14 TID = 15 TID = 16 TID = 17

T1

RF Tags

RF Tags

Q6 How braking characteristics calculated in gradient section is compensated on subsequent braking? Ans 6.Automatic Braking Test is conducted by Loco ACD mostly in the immediate first block section after the station where the train is formed. In case this block section is having down gradient the Deceleration constant calculated by the Loco ACD will be lower than the value that it would have calculated on a flat block section. With this low value of DC, the Loco ACD will apply brake from a longer distance than required. This may hamper the operation to a certain extent, however, safety is ensured. In case the block section is having an up gradient, the DC calculated by the Loco ACD will be higher than the actual value. In case of dangerous condition is perceived during the travel, the Loco ACD will apply brakes from a shorter distance. However, as it goes on calculating the current DC achieved at every 2 seconds interval after first brake application, it will continue to apply brakes in this case, as the current DC will be less than the actual requirement. Further, if the actual distance remaining with respect to the target becomes less than the emergency braking distance, Loco ACD applies emergency brake to avoid or reduce the impact of collision. Therefore, DC calculated during the automatic brake test is relevant only for deciding the distance at which brake application is to be initiated for each incidence and further decisions are taken by the Loco ACD based on the current DC achieved and distance with respect to the target available. With this logic the impact of calculating DC in gradient section gets nullified. -0O0Updated as on 28.02.2013