Ganapatipro PDF

TRAIN MANAGEMENT SYSTEM AND HMI DESIGN
FOR ESTERN DEDICATED FRIEGHT CORRIDOR
Project Report Submitted by

GANAPATI ANANT BHAT
(4NM15ME068)
UNDER THE GUIDANCE OF

Mr. KRISHNENDU DAN
V&V Team Lead
Alstom Transport India Pvt Ltd
Dr. MALLIKAPPA
Professor
NMAMIT, Nitte
in partial fulfillment of the requirements for the award of the Degree of
Bachelor of Engineering (Mechanical)

from
Visvesvaraya Technological University, Belagavi
DEPARTMENT OF MECHANICAL ENGINEERING
MAY 2019
CERTIFICATE
Certified that the project work entitled

“TRAIN MANAGEMENT SYSTEM AND HMI DESIGN FOR ESTERN
DEDICTED FRIEGHT CORRIDOR”
is a bonafide work carried out by
GANANPATI ANANT BHAT (4NM15ME068)
in partial fulfillment of the requirements for the award of

Bachelor of Engineering Degree in Mechanical Engineering
prescribed by Visvesvaraya Technological University, Belagavi
during the year 2018-2019.
It is certified that all corrections/suggestions indicated for Internal Assessment have
been incorporated in the report deposited in the departmental library.
The project report has been approved as it satisfies the academic requirements in respect
of the project work prescribed for the Bachelor of Engineering Degree.
Signature of Guide
CERTIFICATE
Certified that the project work entitled

“TRAIN MANAGEMENT SYSTEM AND HMI DESIGN FOR ESTERN
DEDICATED FRIEGHT CORRIDOR”
is a bonafide work carried out by
GANAPATI ANANT BHAT (4NM15ME068)
in partial fulfillment of the requirements for the award of
Bachelor of Engineering Degree in Mechanical Engineering
prescribed by Visvesvaraya Technological University, Belagavi
during the year 2018-2019.
It is certified that all corrections/suggestions indicated for Internal Assessment have been
incorporated in the report deposited in the departmental library.
The project report has been approved as it satisfies the academic requirements in respect of
the project work prescribed for the Bachelor of Engineering Degree.
Signature of Guide Signature of HOD Signature of Principal
Semester End Viva Voce Examination
Name of the Examiners Signature with Date
1.
2.
ACKNOWLEDGEMENT
This project work has been one of our most educating experiences I have had. It was
great pleasure and unique experience to work on this project. I would like to express
my sincere thanks and gratitude to those who have extended their valuable time, co-
operation and guidance during this wonderful journey.
I am extremely grateful to Dan Krishnendu, RC ICC Department head, for his

support, believing in me and giving this wonderful project even though I was an
intern. I am also grateful to Rajesh M Adiga, V&V Team Lead, for his immense
support, guidance and ideas without which the project would not have been
completed with full merit. I also would like to thank KN Manasa for her support and
guidance to the project also would like to thank all my team members who guided
me well and tutored me when needed. I also want to thank my internal guide Dr.
Mallikappa, Professor of Department of Mechanical engineering, NMAMIT, Nitte for
their timely help, immense support, guidance.
I express my heartfelt gratitude to Dr. Shashikantha Karinka, Head of Mechanical

Engineering department for encouraging me during the project tenure. I convey my
gratitude to Dr. N Niranjan Chiplunkar, Principal, NMAMIT, Nitte for his constant
support during the tenure of the project. Further I would like to thank Dr. Nitin
Kumar, Professor, Department of Mechanical Engineering, NMAMIT, Nitte for his
constant support throughout the project work. I cordially acknowledge and give due
credits to my friends and family for the constant support they have extended and the
faith they have shown in me during the tenure of this project work and finally to god
who made all the things possible for me till the end
GANAPATI ANANT BHAT
i
ABSTRACT
TMS is a part of the signalling system for the Bhaupur- Khurja section of the eastern
DFC (EDFC). The TMS provides real-time and consolidated information about the
trackside equipment and the train movements of the above-mentioned section of
EDFC. Thereby, it enables an efficient supervision of the traffic operation from a
single control Point (OCC).
The TMS system for DFC consists of an Operational Control Centre at Allahabad
from where the operation of the whole Bhaupur- Khurja section of the eastern DFC
shall be supervised. The OCC is connected on a dedicated backbone network to
various station locations along the section for real-time field data exchanges. The
field interface is achieved through Front End Processors which communicate with
the SMARTLOCKTM interlocking systems. The data from field is processed at central
level to perform the various TMS functions.
In this project customer requirements have been captured in documentation part with
to documents (HMIRs and SsyRs). When the documentation finalised a mock-up has
been presented to the costumer with animations and other major signals. After the
finalisation all the requirements data preparation and servers will be set in this
project the server is ICONIS. After that we will proceed to the HMI development. In
this project There are 10 station views and block section between the stations.
These stations and block section view will be designed on “Client Builder”. This tool
enables us to design and animate the view. Also, video-Wall of the all the stations
will be designed which will be in OCC. After all the development verification and
validation of both data preparation and HMI design will be made and finally the
corrected design will be Delivered to the Client.
We can monitor the number of trains either from the OCC or from the station. This
system will allow the operator to operate in any adverse conditions. Operator can
upload the time table into the system and monitor accordingly. Operator at the
station will have certain control on monitoring and can monitor the predefined block
sections which falls under his supervision. At OCC, all the stations can be monitored
with train ID, type of train (Type of goods it‟s carrying) and can set routes.
ii
Abbreviations:
Abbreviation Full English Name

CTC Centralized Traffic Control
HMI Human Machine Interface
ICONIS Integrated Control and Information System
IMD Integrated Maintenance Depot
IMSD Integrated Maintenance Sub Depot
IXL Interlocking
OCC Operations Control Centre
SCADA Supervisory Control and Data Acquisition
TAS Territory Assignment
TBD To Be Done
TDS Train Describer System
TI Train Indicator
TMS Train Management System
TSR Temporary Speed Restriction
V&V Verification & Validation
3
LIST OF FIGURES
Figure No. Description Page No.
2.1 Lower quadrant signal 4
2.2 Semaphore Signals that raise (upper quadrant) 5
2.3 Use of distant and normal main signal 5
4-aspect signals showing movement of train with and

2.4 signal changing 6
3.1 Redundancy of communication 8
3.2 HMI color pallet 9
4.1 Videowall architecture 11
5.1 Plain track symbol 14
5.2 Block section track symbol 15
5.3 Point Symbol 17
5.4 Automatic Signal 20
5.5 Semi-Automatic symbol 23
5.6 Independent shunt signal symbol 27
5.7 Calling on signal symbol 30
5.8 Dependent Shunt signal 32
5.9 Signal blocking indication Symbol 33
5.10 Level crossing symbol 35
5.11 Power failure indication symbols for station area 37
5.12 Power failure indication for symbol for block section 39
5.13 Auto block signal for working indication symbol 43
5.14 Modified auto block symbols 45
5.15 Signal equipment room system symbol 47
4
6.1 New Tundla Jn Station view 48
6.2 New Daudkhan Jn station view 49
6.3 Daudkhan to Hatras Block sections 50
6.4 Hatras station view 50
6.5 Hatras to Tundla Block sections 50
6.6 New Khurja Jn station View 51
6.7 Khurja to Daudkhan Block sections 51
6.8 Videowall at OCC (Allahabad) 52
v
LIST OF TABLES
Table Page
Description
No No
5.1 TRACK PORTION STATUS SYMBOL ANIMATION 15
SUPERVISORY TRACK SECTION STATUS AND SYMBOL

5.2 16
ANIMATION
PRIMARY TRACK SECTION STATUS AND SYMBOL

3 17
ANIMATION
POINT NORMAL INDICATOR STATUS AND SYMBOL

4 18
ANIMATION
POINT REVERSE INDICATOR STATUS AND SYMBOL
5 19
ANIMATION
6 POINT LOCKING SYMBOL ANIMATION 20
7 SIGNAL SYMBOL ANIMATION 21

8 SIGNAL DOUBLE YELLOW TEXT „DY‟ SYMBOL ANIMATION 22
9 SIGNAL STEM SYMBOL ANIMATION 24
10 ROUTE INDICATOR 26
11 SIGNAL ROUTE INDICATOR SYMBOL ANIMATION 26
12 INDEPENDENT SHUNT SIGNAL SYMBOL ANIMATION 28
13 CALLING-ON SIGNAL SYMBOL ANIMATION 30

14 DEPENDENT SHUNT SIGNAL SYMBOL ANIMATION 32
15 SIGNAL BLOCKING FOR MAIN SIGNAL SYMBOL ANIMATION 33
16 LXBOOM SYMBOL ANIMATION 34
17 SLIDING BOOM + TEXT “SLB” SYMBOL ANIMATION 35
18 POWER FAILURE OF UPAT SYMBOL ANIMATION 36
19 POWER FAILURE OF DNAT SYMBOL ANIMATION 37
20 POWER FAILURE OF IPS SYMBOL ANIMATION 37
21 POWER FAILURE OF BATTERY SYMBOL ANIMATION 38
vi
22 POWER FAILURE OF UPAT AT ALH SYMBOL ANIMATION 39
23 POWER FAILURE OF DNAT AT ALH SYMBOL ANIMATION 40
24 POWER FAILURE OF IPS AT ALH SYMBOL ANIMATION 40-41
25 POWER FAILURE OF BATTERY AT ALH SYMBOL ANIMATION 41
26 POWER FAILURE OF UPAT AT RH SYMBOL ANIMATION 42

27 POWER FAILURE OF DNAT AT RH SYMBOL ANIMATION 42
28 POWER FAILURE OF IPS AT RH SYMBOL ANIMATION 43
29 AUTO BLOCK WORKING UP DIRECTION SYMBOL ANIMATION 44
AUTO BLOCK WORKING DOWN DIRECTION SYMBOL

30 45
ANIMATION
MODIFIED AUTO BLOCK WORKING UP DIRECTION SYMBOL
31 46
ANIMATION
MODIFIED AUTO BLOCK WORKING DOWN DIRECTION
32 46
SYMBOL ANIMATION
33 STATION SER‟S DOOR CLOSE AND OPEN ANIMATION 47
vii
CONTENTS
Acknowledgment i
Abstract ii
Abbreviations iii
List of Figures iv-v
List of Tables vi-vii
Chapter 1 Introduction
1.1 Overview 1
1.1.1 TMS sub system 1
1.1.1.1 Signals 1
1.1.1.2 Point machines 2
1.1.1.3 Train detection devices : Axle Counters 2
1.1.1.4 LC gates 2
1.1.1.5 Relays 2
Chapter 2 Literature Review
2.1 History 3
2.2 flag System 3
2.3 Fixed Signals 3
2.4 Early signalling in India 3
2.4.1 Lower Quadrant 4
2.4.2 upper Quadrant 4-5
2.5 signalling development 5
2.6 Multi aspect signalling 6
2.7 Routing System 6
8
Chapter 3 Methodology
3.1 EDFC-TMS architecture 7

3.2 2 Signalling and communication 7
3.3 HMI colour palette Definition 8-10
Chapter 4 Development Particulars
4.1 ICONIS railway application division 11

4.1.1 online 11
4.1.2 offline 11
4.1.3 Monitor 11
4.1.4 plan 12
Chapter 5 Model Development

5.1 Track Section vs Track Portion (in station) 13
5.1.1 Track Portion without Point 14
5.1.2 Block Section Tracks 15
Summary 16
1.1.1 Supervisory Track Sectio 17
1.1.2 Primary Track Section
5.2 Point (Switch) 17
5.2.1 Summary 17
5.2.2 Point Normal and Reverse Indicators 17
5.2.3 Point Locking 20
5.3 Main Automatic Signal 21
5.3.1 Summary 22
5.3.2 Marker Board – “A” 23
5.3.3 Text – “DY” 23
5.4 Main Semi-Automatic Signal 24
5.4.1 Summary 24
5.4.2 Signal Stem 25
5.5 Signal Route Indicator 26
9
5.6 Independent Shunt Signal 28
5.6.1 Summary 28
5.6.2 Representation of Different Objects of Shunt Signal 28
5.7 Calling-ON Signal 30
5.7.1 Summary 30
5.7.3 Calling-ON Circle 30
5.8 Dependent Shunt Signal 31
5.8.1 Summary 31
5.8.3 Dependent Shunt Box and OFF Aspect 32
5.9 Signal Blocking Indication 33
5.9.1 SIGBLCK for Signal Post having Main Signal 34
5.10 Level Crossing 34
5.10.1 Summary 34
5.10.2 Level Crossing Boom 35
5.10.3 Sliding Boom + Text “SLB” 36
5.11 Power Failure Indications 37
5.11.1 UP Auxiliary Transformer Failure 37
5.11.2 DN Auxiliary Transformer Failure 38
5.11.3 Integrated Power Supply Failure 39
5.11.4 Battery Failure 39
5.12 Power Failure Indications of ALH/RH 40
5.12.1 Summary 41
5.12.2 ALH UP Auxiliary Transformer Failure 41
5.12.3 ALH DN Auxiliary Transformer Failure 42
5.12.4 ALH Integrated Power Supply Failure 43
5.12.5 ALH Battery Failure 43
5.12.6 RH UP Auxiliary Transformer Failure 44
5.12.7 RH DN Auxiliary Transformer Failure 45
5.12.8 RH Integrated Power Supply Failure 45
5.12.9 RH Battery Failure 45
5.13 Automatic Block Working Indication 45
5.13.1 Text “UP AUTO-ON” 46
5.13.2 Text “DN AUTO-ON” 46
5.14 Modified Automatic Block Working Indication 47
5.14.1 Text “UP MABS-ON” 47
Chapter 6 Results And Discussion
10
6.1 Slice 102, New Tundla Jn station view 48
6.2 Slice 103, New Daudkhan Jn station View 49
6.3 Videowall View at OCC Allahabad 51
Chapter 7 Summary, Conclusion and Scope for future Work
7.1 Summary of the work 53
7.2 Conclusion 53
7.3 Scope for Future work 53
11
CHAPTER 1
INTRODUCTION
1.1 OVERVIEW
1.1.1 TMS (train management system) SUB SYSYTEM
[1] TMS is a part of the signalling system for the Bhaupur- Khurja section of the eastern DFC
(EDFC). The TMS provides real-time and consolidated information about the trackside
equipment and the train movements of the above-mentioned section of EDFC. Thereby, it
enables an efficient supervision of the traffic operation from a single control Point (OCC).
A centralized Operational Control Centre (OCC) for entire Eastern Dedicated Freight Corridor
(Ludhiana-Khurja-Dadri-Bhaupur-Mugalsarai) Sections shall be located at Allahabad along
with the Regional Office of Eastern Dedicated Freight Corridor. The OCC shall house the
‘Train Management System’ and ‘Traction Power SCADA Control’ for EDFC. All the controllers
such as Traffic Controllers, Track Controller, Traction Power Controllers, and Signal Fault
Controller etc. shall monitor and manage all train operations and associated activities,
including maintenance of entire EDFC from the OCC.
The TMS system for DFC consists of an Operational Control Centre at Allahabad from where
the operation of the whole Bhaupur- Khurja section of the eastern DFC shall be supervised.
The OCC is connected on a dedicated backbone network to various station locations along the
section for real-time field data exchanges. The field interface is achieved through Front End
Processors which communicate with the SMARTLOCKTM interlocking systems. The data from
field is processed at central level to perform the various TMS functions.
TMS is a part of the signalling system for the Bhaupur- Khurja section of the eastern DFC
(EDFC). The TMS provides real-time and consolidated information about the trackside
equipment and the train movements of the above mentioned section of EDFC. Thereby, it
enables an efficient supervision of the traffic operation from a single control point (OCC).
Concerned operators are Traffic operators such as Supervisor or Regulator. The various
operators may use the system either off-line or on-line and will, in both cases, operate from
central or station control rooms.
TMS system is developed on the Alstom ICONIS system for railways (Hereafter referred to as
ICONIS RW). It’s built on Windows environment and can work on variety of hardware which is
widely available as COTS from various OEMs.
1
1.1.1.1 Signals
The entire stretch from New Bhaupur to New Khurja will be provided with automatic Signalling
system. Automatic Signalling will be provided in the block sections and main lines of the
stations. The LC gates in the section shall be protected with semi-automatic Gate signals.
Automatic signalling shall be provided on Main lines in a continuous stretch from New Bhaupur
to New Khurja with 4 Aspect Colour Light Signals at a nominal spacing of 2 Kms.
1.1.1.2 Point Machines
On the EDFC system modern turnouts and derailing switches are programmed to be used.
The turnouts will be on 60 Kg rail, PSC sleepers, will be canted (1 in 20 cant), with thick web
switches and weldable CMS crossings suitable for 25 tonne axle load and Speed potential of
100 Kmph on Main lines and 50 Kmph on Loop lines.
All Turn outs fitted with Electric Point Machines.
1.1.1.3 Train Detection Devices: Axle Counters
Multi-section digital Axle counters implemented in EDFC stations and in auto block sections.
Single section digital Axle counter shall be implemented in Absolute Block section between
EDFC and IR. Train detection system has a Main and a Supervisory unit in Block sections. In
station area, only the Main system shall be implemented.
1.1.1.4 LC Gates
The LC gates in the section shall be protected with semi-automatic Gate signals. A common
indication panel will be provided by DFCCIL in the gate hut, where in indication for the ‘ON’
and ‘OFF’ aspects of gates signals for both the systems (IR and DFCCIL) as also the
occupation/ clearance of the controlling track circuits up to the point of approach warning will
be displayed. Direction of movement of the trains also be displayed on the panel.
1.1.1.5 Relays
A relay is an electrically operated switch. Most relays are of the tractive armature, type, having
an internal electromagnet which, when it is energised by an electric current, creates a
magnetic field which attracts an armature towards it. Mechanically connected to the armature
are a number of internal contact arms which move with the armature and make contact with
fixed internal contacts at one or both ends of their travel. External terminals allow current to be
fed to the relay coil and allow circuits to be connected to each of the relay contacts. When the
relay is energised the armature moves, causing those contacts which are normally closed
when the relay is de-energised to open, and causing other contacts to close. Contacts closed
when the relay is energised are known as ‘front’ contacts; and contacts closed when the relay
is de-energised are known as ‘back’ contacts. Energised and de-energised states are
frequently referred to as ‘picked’ or ‘dropped’; or ‘Up’ and ‘Down’ respectively.
2
CHAPTER 2
LITERATURE REVIEW
2.1 HISTORY
[4] Back in the 1830s and 40s in the very early days of railways there was no fixed signalling –
no system for informing the driver of the state of the line ahead. Trains were driven “on sight”.
Drivers had to keep their eyes open for any sign of a train in front so they could stop before
hitting it. Very soon though, practical experience proved that there had to be some way of
preventing trains running into each other. Several unpleasant accidents had shown that there
was much difficulty in stopping a train within the driver’s sighting distance. The problems were
inexperience, bad brakes and the rather tenuous contact which exists on the railway between
steel wheel and steel rail for traction and braking. The adhesion levels are much lower and
vehicle weights much higher on railways than on roads and therefore trains need a much
greater distance in which to stop than, say, a motor car travelling at the same speed. Even
under the best conditions, it was (and is even more so nowadays with high speeds) extremely
difficult to stop the train within the sighting distance of the driver.
2.2 FLAG SYSTEM
Red, yellow and green flags were used by “policemen” to show drivers how to proceed. A red
flag was shown for the first five minutes after a train had departed. If a train arrived after 5
minutes, a yellow caution signal was shown to the driver. The full-speed green signal was only
shown after the full 10 minutes had elapsed.
2.3 FIXED SIGNALLING
Even with the time interval system, the basic rule of signalling was to divide the track into
sections and ensure that only one train was allowed in one section at one time. This is still
good today. Each section (or block section as it is often called) is protected by a fixed signal
placed at its entrance for display to the driver of an approaching train. If the section is clear,
e.g. there is no train in it, the signal will show a “Proceed” indication. For many years it was
usually a raised semaphore arm. There are a few of these left around the country but
nowadays it is usually a color light or “aspect”, as the railways call it. If, however, the section is
occupied by a train, the signal will show a “Stop” indication, usually a red aspect. The next
train will be made to wait until the train in front has cleared the section. This is the basis upon
which all signalling systems are designed and operated.
3
2.4 EARLY SIGNALLING IN INDIA
The List system of interlocking (named for G H List) for signalling was introduced in 1892 at six
single-line crossing stations of the North Western Railway. These employed a detector and
locking system for protecting facing points. The system was enhanced by A Morse and came
to be known as List & Morse interlocking.
2.4.1 Lower Quadrant :

In IR’s lower quadrant system (Two-aspect Lower Quadrant) the semaphore arm can only be
in two positions. The horizontal ON position shows the most restrictive indication (requiring the
train to stop or slow down or proceed with caution depending on the kind of signal), and a
lowered position (OFF) where the semaphore arm is at about 60 degrees or more from the
horizontal shows the clear or proceed indication allowing a train to go past the signal. As shown
in figure 2.1
Figure 2.1: Lower quadrant signal
2.4.2 Upper Quadrant

Properly, [4] Multiple Aspect Upper Quadrant, in this system there are three signal positions.
The 12 o’clock position is clear or proceed, which gives a train permission to go past the signal
without stopping. An intermediate position (at 45 degrees to the vertical) is the attention or
caution indication; the meaning depends on the kind of signal. The horizontal position, where
the semaphore arm is horizontal, the position, is the most restrictive indication of the signal; it
may require the train to stop, or to proceed with caution, etc., depending on the kind of signal.
As shown in the figure 2.2
4
Figure 2.2 : Semaphore Signals that raise (upper quadrant)
2.5 SIGNALLING DEVELOPMENTS
[4]The first development was to provide advanced warning of a signal’s position or aspect2 by
the use of a “distant” signal. It provided an indication showing the condition of the next signal
ahead, i.e. whether this signal showed “stop” or “proceed”. The introduction of the distant
signal provided an earlier sighting point and thus increased the available braking distance,
allowing higher train speeds. With the introduction of warnings, it. As shown in the figure 2.3
Figure 2.3 : Use of distant and normal main signal

became necessary to differentiate between the indications offered to drivers and yellow
became the distant signal colour while red and green became “stop” and “proceed”.
5
2.6 MULT-ASPECT SIGNALLING
The division a line into blocks or sections presents a restriction on the capacity of the railway.
The degree of the restriction becomes dependent on the length of the blocks. Indeed, the
ultimate restriction will be the length of the longest block. On routes where traffic developed to
a level where more and more trains were required, block length became critical. Capacity
could only be increased by reducing block length. However, shorter blocks will not allow the
operation of higher speed trains unless the signalling is arranged to provide warning of the
state of several blocks ahead. From this requirement, multi-aspect signalling was born. The
purpose of multi-aspect signalling is to allow a mix of trains to operate at high frequency and
varying speeds of the same track. There are various forms of this type of signalling. As shown
in the figure 2.4
Figure 2.4 : 4-aspect signals showing movement of train with and signal changing
2.7 ROUTING SYSTEM
Turnouts [5] are provided where tracks are divided or joined. In order to prevent the possibility
of derailments, it is a requirement that, when selected, turnouts are mechanically secured and
electrically monitored whilst trains are approaching and traversing the route. This process,
known as interlocking, is also used to prevent any conflicting routes or movements being set
up. Routes are protected by signals which cannot show a proceed aspect unless the route
over which they can admit trains is set, locked and proved locked. An interlocking can be
controlled by a manned, local signal cabin, a remote control room or through an automated
computer control programme supervised from the control room. It is normal to provide the
interlocking equipment and its safety systems local to the turnouts it controls. This was
originally necessary because of the physical limitations of the mechanical locking systems and
control rodding but now it is done to reduce the hard wiring usually mandated for such
systems. Remote control need not be vital but the local interlocking system must be.
6
CHAPTER 3
METHODOLOGY
3.1 EDFC-TMS ARCHITECTURE
The [1] Network topology of EDFC-Ph1 Data Networking system based on the Ring network
consisting of redundant (1+1) L3 Switches is used to connect all stations with links to alternate
stations. The Primary Network is created using two outdoor single mode optical fiber cables,
each of 24 fibers, one laid along the up-track and the other along the down-track and
terminated at Optical Distribution Frames (ODFs) in TERs at all the ten Stations and OCC.
Since OCC is geographically far away from the last station namely “New Bhaupur”,
connectivity from “New Bhaupur” to OCC will be established through hired STM-16 SDH and
10G Data Links from RCIL from RCIL POP at Bhaupur (IR) to RCIL POP at Subedarganj (IR).
Therefore, the First Network will be extended from “New Bhaupur” Station to the RCIL POP at
Bhaupur (IR) as well as from RCIL POP at Subedarganj (IR) to OCC.
7
Secondary network is created using two outdoor single mode optical fiber cables, each of 24
fibers, one laid along the up-track and the other along the down-track and terminated at
Optical Distribution Frames (ODFs) in TERs at all the ten Stations, Auto Section Locations, LC
Gates, Interfacing IR Stations, GSM-R Locations, TSSs, SPs, SSPs, IMDs, IMSDs, Staff
Residential Colonies and any other location as required
3.2 Signalling Communication
The [2] redundancy of signaling system communications and infrastructure uses the principle
of SDH/DNS Nodes. The SDH/DNS backbone shall provide a transmission network between
all stations & OCC with enough transmission bandwidth to cater for the DFCC operational
needs. The SDH/DNS network is developed for ensuring wayside wired communications of
end user system applications. The SDH/DNS Backbone main role is to carry seamlessly
several data for Signaling and Telecom applications to guarantee correct ground-to-ground
communication among devices of applications using the backbone for their communication
needs. SDH/DNS backbone at Stations and ALH locations will have L2 Switch equipment
connects to the L3 Switch of near station. As shown in the figure 3.1
The Fiber Optic Transmission Network is designed to maximize the system availability and
reliability.
Figure 3.1 : Redundancy of communication
8
3.3 HMI Color Palette Definition
These [3] are all the RGB ratios which are to be used in the entire project. As shown in the figure 3.2
Basiccolors
Name Appearance RGBvalues
R G B
Col_ Black 0 0 0
Col_ Gray32 32 32 32
Col_ Gray64 64 64 64
Col_ Gray96 96 96 96
Col_ Gray128 128 128 128
Col_ Gray160 160 160 160
Col_ Gray192 192 192 192
Col_ Gray215 215 215 215
Col_ Gray238 238 238 238
Col_ White 255 255 255
Col_ Red 225 0 0
Col_ Green 0 224 0
Col_ Blue 0 0 224
Col_Magenta 255 0 224
Col_ Purple 128 0 172
Col_ Orange 255 128 0
Col_ Yellow 255 224 0
9
Specificcolors
Name Appearance RGBvalues
R G B
Col_ Cyan 0 224 255
Col_ LightRed 224 192 192
Col_ LightGreen 192 224 192
Col_ LightBlue 192 192 224
Col_ LightMagenta 255 192 224
Col_ LightPurple 224 128 255
Col_ LightYellow 255 255 192
Figure 3.2 : HMI color pallet
10
CHAPTER 4
DEVELOPMENT PARTICULARS
4.1 ICONIS Railway applications can be divided into two main groups based on functionality:
4.1.1nline: The online activities are related to the regulation of the present traffic circulation
with a short term view in the future (some hours). That is also called Current Activities. They
include the monitoring of the field equipment, the management of the current timetable with
the forecast of the future trip of the train following real time events, the current state of the
infrastructures and its effect on the trip of the trains.
4.1.2ffline: The offline activities are related to the planning of the future traffic circulation
(from next day onwards). That is also called Planning Activities. These activities include the
management of the provisions of the trains (temporary or final modifications, insertions and
deletions of the trains), the management of the resource used by the trains, the management
of the composition of the trains, the management of the planned state of the infrastructures,
the management of messages between Operators due to offline actions.
4.1.3 Monitor: It refers to the basic functions those permit the Operator to manually monitor.
Monitors [5] of are of 2 kind where one will be at the individual stations which are of 32*2 inch
screen with 1980/1040 resolution. And the Videowall which will be at the OCC and of 32*7 in
horizontal and 4 in the vertical. which is a huge screen which gives the overall view of all the
10 stations and the respected block sections too. As shown in the figure 4.1
Figure 4.1 : Architecture of videowall [7]
11
4.1.4n: It includes all functionalities to manage timetables, compositions, state of the
infrastructures in order to forecast correctly the near future of the traffic circulation permitting
an optimal regulation of the dispatching activities. These functionalities can be both online and
offline.
An additional and common group of the online functions is called Support Functionality and
provide for some basic online common features like the territory assignment management, the
alarms and events management, the playback management, the quality of service and the
archiving.
12
CHAPTER 5
MODEL DEVELOPMENT
5.1 Track Section vs Track Portion (in station)

In [3] the following we will refer to Track Portion (TP) instead of Track Section (TS).
A Track Portion is defined as:
A. The same as a Track Section in case of Track Section that doesn’t contain any Point
End. In this case the name of the Track Portion corresponds to that of the Track
Section.
B. A portion of a Track Section that contains one or more Point Ends.

A Track Section with one Point End corresponds to three Track Portions:
1. Common Track Portion
2. Normal Track Portion
3. Reverse Track Portion

Naming convention for each of these Track Portion objects is to include: the name of the Point
End, PLUS the name of the Track Section, PLUS the portion related to the point end (C for
common, N for Normal, R for Reverse, par. 5.2.3 for reference).
A Track Section containing n Point Ends corresponds 2n + 1 Track Portions in total:
n + 2 Track Portions will be defined as part of its own Point End. Naming convention for
these Track Portions will be like the one of a Track Section with one Point End: the
name of the Point End, PLUS the name of the Track Section, PLUS the portion related
to the point end (C for common, N for Normal, R for Reverse).
n - 1 Track Portions will be shared by two subsequent Point Ends. Naming convention
for each shared Track Portions is to include: the name of both two subsequent Point
Ends (from left to right, as they appear in the schematic plan), PLUS the name of the
Track Section, PLUS the portion related to SECOND point end (C for common, N for
Normal, R for Reverse).
The Plain Track Portion that doesn’t contain any points or turnouts is represented as below.
This object shall be placed only at the Station Section. It comprises of the following objects:
13
1. Track Portion. As shown in the figure 5.1
2. Track Portion ID (the same as Track Section ID defined in the Static Objects Section)
FIGURE 5.1: PLAIN TRACK PORTION SYMBOL
5.1.1 Track Portion without Point End

This object shall be of the following dimension:
Distance between two adjacent lines- 140 (Mainline) , Loop line varies as per requirement
Length- X
Height- 10 pixels
Horizontal Distance between two adjacent tracks- 5 pixels
CLASS NAME:
TrackPortion
GRAPHIC STATES:
Track Portion
Flavors: HMI
OPC TAG: S2K:<StationCode>_TP_<Tpr>
Value Description Aspect Appearance
Occupied: Track
4 Red
section is occupied
Failed: Track
Flashing
6 section is failed due
Red
to any error.
Blocked : Track
5 Blue
section is blocked
Route set: Track

3 section not Yellow
Occupied, Route is
set
14
Free: Track section
2 not Occupied nor White
Route is set
Unknown: Track
1 section occupancy Gray96
status is Unknown
Table 5.1: TRACK PORTION STATUS SYMBOL ANIMATION
5.1.2 Block Section Tracks
Summary
The [3] Supervisory Track Section is an added functionality in the Block Sections, which
comprises of two primary track sections. This object shall be placed only at the Block Section.
It comprises of the following objects:
1. Supervisory Track Section
2. Primary Track Section
3. Supervisory Track Section ID (Defined in the Static Objects Section)
4. Primary Track Section ID (Defined in the Static Objects Section)
FIGURE 5.2 : BLOCK SECTION TRACKS SYMBOL
5.1.3 Supervisory Track Section

This is always placed near the primary tracks in the block sections. This object shall be of the
following dimension :
Vertical Distance between one primary and supervisory track- 10 pixels
Length- X
Height- 3 pixels
15
Horizontal Distance between two adjacent tracks- 5 pixels as
shown in the above figure 5.2
GRAPHIC STATES:
Supervisory Track Section
Flavors: HMI
OPC TAG: S2K:<StationCode>_STS_<STpr>
Unknown: Supervisory
Track section
1
occupancy status is Gray96
Unknown
Free: Supervisory Track

2
Section clear White
Occupied: Supervisory
3
Track Section Occupied Red
Failed: Supervisory
4 Track section is failed Flashing
due to any error. Red
Table 5.2: SUPERVISORY TRACK SECTION STATUS AND SYMBOL

ANIMATION
5.1.4 Primary Track Section

This object shall be of the following dimension:
Distance between two adjacent lines- 140 (Mainline) ,
Loop line varies as per requirement Length- X
Height- 10 pixels
Horizontal Distance between two adjacent tracks- 5 pixels
CLASS NAME:
TrackPortion
GRAPHIC STATES:
Primary Track Section
16
Flavors: HMI
OPC TAG: S2K:<StationCode>_PTP_<PTpr>
Valu
Description Aspect Appearance
e
Unknown: Primary
Track section
1
occupancy status is Gray96
Unknown
Free: Primary Track

2
Section clear White
Occupied: Primary
4 Track Section
Red
Occupied
Failed: Primary Track

6 section is failed due to Flashing
any error. Red
Table 5.3: PRIMARY TRACK SECTION STATUS AND SYMBOL ANIMATION
5.2 Point (Switch)
5.2.4 Summary
Point is composed of the following dynamic objects:
1. Point Detection Indication – (a) Normal Position indicator N and (b) Reverse Position
indicator R
2. Point Locking Indicator (as shown in the figure 5.3)
3. Point ID (Defined in the Static Objects section)
FIGURE 5.3: POINT SYMBOLS
5.2.5 Point Normal and Reverse Indicators

Points shall be displayed with normal detection in horizontal direction. It is represented by the
point normal indicator (N) objects having the following dimensions:
17
Point Angle- 45°
Normal height - 10 pixels
Normal width- 30 pixels
Points shall be displayed with reverse detection in the oblique direction. It is represented by
the point reverse indicator (R) objects having the following dimensions:
Point Angle- 45°
Point Reverse Angle- 45°
Reverse height- 23 pixels
Reverse Length- X
CLASS NAME:
PointEnd
GRAPHIC STATES:
Point Indicators
Flavors: HMINormal
OPC TAG: S2K:<StationCode>_PNT_<Pnt>
Unknown,
1 Point detected status
N: Gray96
in unknown
Point Detected in
Reverse position or
2
(Point not detected in N: Invisible
normal)
Detected normal
position & free of
3 route N: White
Point Motor in
motion, controlling
N: Flashing
4 normal or Normal
White
point detection is
lost.
18
5 Detected normal N: Yellow
position & route set
Detected normal
position & Point
6 N: Red
Track section
occupied
7 Point Blocked in N: Blue

Normal Position
8 Point Detection failed N: Flashing

in Normal Position Red
Table 5.4 : POINT NORMAL INDICATOR STATUS AND SYMBOL

ANIMATION
19
GRAPHIC STATES:
Point Indicators
Flavors: HMIReverse
Unknown,
1 Point detected status in
R: Gray96
unknown
Point Detected in Normal

2 position or (Point not
R: Invisible
detected in reverse)
Detected reverse position
3 & free of route R: White
Point Motor in motion,

controlling reverse or R: Flashing
4
Reverse point detection White
is lost.
5 Detected reverse position R: Yellow

& route set
Detected reverse position

6 & Point Track section R: Red
occupied
7 Point Blocked in Reverse R: Blue

Position
8 Point Detection failed in R: Flashing

Red
Reverse Position
Table 5.5: POINT REVERSE INDICATOR STATUS AND SYMBOL

ANIMATION
5.2.6 Point Locking

The [3] point locking object has the following dimensions:
20
Diameter- 10 pixels
CLASS NAME:
PointEnd
GRAPHIC STATES:
Point Locking
Flavors: HMI
Unknown,
Point locking
1
status in Gray96
unknown
3
Point Locked White
2
Point not Locked Invisible
Table 5.6: POINT LOCKING SYMBOL ANIMATION
5.3 Main Automatic Signal
5.3.4 Summary
The Main Signal object is composed of the following:
1. Signal Stem
2. Signal Ball/Circle
3. Text A
4. Text DY
5. Signal ID (Defined in the Static Objects section)
As shown in the below figure 5.4
21
FIGURE 5.4 : AUTOMATIC SIGNAL SYMBOL
CLASS NAME:
Signal
GRAPHIC STATES:
Signal Circle Status
Flavors: HMISignalBall1
OPC TAG: S2K:<StationCode>_SG_<MainSig>
1 Unknown,
Signal status is unknown Gray96
Proceed
2 Proceed towards destination with
Green
maximum permissible speed
Caution
Proceed and be prepared to stop
at the next Stop Signal or stop
short of any obstruction, or,
3
Attention Yellow
Proceed and be prepared to pass
the next signal at such restricted
speed as may be prescribed by
special instructions.
Stop Dead, or,

4 Most restrictive aspect of any
Red
Stop Signal
5 Flashing
Red Aspect failure Red
22
Table 5.7: SIGNAL SYMBOL ANIMATION
5.3.5 Marker Board – ‘A’

While defining the manual signals in the loop lines, the ‘A’ text is not present.
This text ‘A’ shall always be displayed only when the signal is an Automatic signal. This object
is represented in HMI using the following dimensions:
Character Font Size: 10
Width & Height: 13
Flavors: EqpState
5.3.6 Text – ‘DY’

The text ‘DY’ shall be displayed only when a ‘double yellow’ aspect is intended in case of a
four aspect signal or three aspect permissive signals. This object is represented in HMI using
the following dimensions:
Character Font Size: 12
Width: 21 pixels, Height: 13 pixels
CLASS NAME:
StateEquipment
GRAPHIC STATES:
Signal Double Yellow - Text DY
Flavors: EqpState
OPC TAG: S2K:<StationCode>_SG_<MainSig>_YY
Unknown,
Signal Double
1
Yellow status is Gray96
unknown
Stop, or,
2 Caution, or, Invisible
Proceed
23
Attention
Proceed and be
3 prepared to stop
Yellow
short of any
obstruction
4 Double yellow Flashing

aspect failure Yellow
Table 5.8: SIGNAL DOUBLE YELLOW TEXT ‘DY’ SYMBOL ANIMATION
5.4 Main Semi-Automatic Signal
5.4.4 Summary
The Main Signal object is composed of the following:
1. Signal Stem
2. Signal Ball/Circle
3. Text A
4. Text AG
5. Text DY
As shown in the figure 5.5
FIGURE 5.5: SEMI-AUTOMATIC MAIN SIGNAL SYMBOL
24
5.4.5 Signal Stem
The Signal Stem of MABS signal in block section is represented by “Green” color when the
signal is acting in Auto-Mode and “Yellow” color when the signal is acting in the manual mode.
These signals are present as MABS signal in the Block Section.
The Signal Stem is represented by “WHITE” color when signal is present in Main lines of the
Station Section.
This object is represented in HMI using the following dimensions:
Horizontal Stem: Height – 3 pixels, Width – X pixels
Vertical Stem: Height – 26 pixels, Width – 3 pixels
CLASS NAME:
Signal
GRAPHIC STATES:
Signal Stem in Semi-Automatic
Flavors: HMISignalPost
OPC TAG: S2K:<StationCode>_SG_<MainSig>
1 Unknown,
Signal status is unknown Gray96
Automatic Signal in the

Block Section or,
2 Manual Signals in station White

section or signals of the
existing Indian Railways
line
3 MABS Signal in Automatic

mode Yellow
4 MABS Signal in Manual

mode Green
Table 5.9: SIGNAL STEM SYMBOL ANIMATION
25
5.5 Signal Route Indicator
The Route Indicator is used to indicate any diverging routes from the main line to the
corresponding loop lines. It shall be lit only when any diverging route is set. These are
applicable to Semi-Automatic and Manual Signal. This is not applicable for the Block Section
signals.
Width and Height - 11 pixels
Route indicator is different for three different loop line routes
A. Route indicator with angle 30°: This is for the first loop line.
B. Route indicator with angle 45°-: This is for the second loop line.
C. Route indicator with angle 90°: This is for the third loop line.
Each signal that has got one or more Route Stick Indicator will have n different graphical
objects, with its own inclination. Each of these objects will have its own Sigrule and graphical
aspect, as defined below.
Starting No. Of Destination

Station Name Inclination
Signal RI Signal
S58 -30
S90 3 S50 45
S48 90
S58 -90
S70 3 S56 -45
S48 30
S56 1 S38 -30

TUNDLA
S91 30
S55 2
S71 45
S53 1 S71 30
S51 1 S91 -30
S48 1 S30 -30
S51 45
S35 2
S53 30
26
S33 1 S51 30
S35 -45
S11 2
S33 -30
S31 1 S53 -30

MAKHANPUR
S70 1 S48 30
S11 1 S33 -30

BHADAN
S70 1 S48 30
Table 5.10 : ROUTE INDICATOR
Route indicator
CLASS NAME:
StateEquipment
GRAPHIC STATES: Values are getting from HMI Animation
Signal Route Indicator
Flavors: EqpState
OPC TAG: S2K:<StationCode>_SGRI_<OriginSig>_<DestinSig>
Unknown,
1 Signal Route
Indicator status is Gray96
unknown
No diverging
2 movement into
Invisible
first loop line
Proceed at
restricted speed
3 and prepare for
Yellow
moving into a loop
line
4 Route indicator Flashing

aspect failure Yellow
27
5.11 :SIGNAL ROUTE INDICATOR SYMBOL ANIMATION
5.12Independent Shunt Signal
5.12.1 Summary
Independent Shunt Signal is subsidiary signal that are provided at the exit from sidings and for
shunt-back movement from Advanced Starter. As shown in the f igure 5.6. The
independent shunt signal is composed of the following objects:
1. Signal Stem
2. Shunt OFF-Aspect
3. Shunt ON-Aspect
4. Shunt Box
5. Shunt Signal ID (Defined in the Static Objects section)
FIGURE 5.6: INDEPENDENT SHUNT SIGNAL SYMBOL
5.12.2 Representation of Different Objects of Shunt Signal
1. Signal Stem
This is like stem in section 5.4.2
2. Shunt OFF-Aspect
Height- 5 pixels
Width- 5 pixels
Angle of inclination – 45 degrees
Should fit within the shunt box
3. Shunt ON-Aspect
28
Height- 7 pixels
Width- 1 pixels
Thickness – 1
4. Shunt Box- Triangle

Height- 22 pixels
Width- 22 pixels
CLASS NAME:
Signal
GRAPHIC STATES:
Independent Shunt Signal
Flavors: HMITriangle
OPC TAG: S2K:<StationCode>_SHSG_<ShuntSig>
Unknown,
1 Signal status is
Gray96
unknown
Horizontal Strip:
Shunt Signal ‘ON’ White
2
position Angular Strip:
(Shunt Signal Stop) Invisible
Shunt Signal ‘OFF’

Horizontal Strip:
position
Invisible
3 (Shunt Signal Proceed
Angular Strip:
with caution for
White
shunting)
Horizontal Strip:
Invisible
4
Shunt Signal ‘ON’ Angular Strip :
Position Failure Blinking White
5 Shunt Signal ‘OFF’ Angular Strip:

Invisible
Position Failure
Horizontal Strip :
29
Blinking White
Shunt ON & OFF:

Invisible,
6 Communication is ok
Stem and Box:
White
Table 5.12: INDEPENDENT SHUNT SIGNAL SYMBOL ANIMATION
5.13 Calling-ON Signal
5.13.1 Summary
A Calling-ON signal is a subsidiary signal and is always associated with its main. It’s been
shown in figure 5.7. In HMI the object is composed of the following
1. Signal Stem
2. Calling-ON Circle
3. Signal Circle
4. Text DY
6. Calling-ON Signal ID (Defined in the Static Objects section)
FIGURE 5.7: CALLING-ON SIGNAL SYMBOL
5.13.2 Signal Stem

The class name, code, variables, Graphic states and Truth Table of this object is similar to that
defined in section 5.5.2
5.13.3 Calling-ON Circle

This is represented in HMI using the following dimension:
Width -14 pixels
30
Height -14 pixels
CLASS NAME:
StateEquipment
GRAPHIC STATES:
Calling-ON Signal
Flavors: EqpState
OPC TAG: S2K:<StationCode>_COSG_<CONSig>
Val
ue
Calling-On not lit, or,

Should follow
associated main signal
1
aspect, or, Gray96
Signal status is
unknown
2 Gray160
Calling-On not lit,
Calling-On signal is lit

Proceed with limited
3 speed and be Yellow
prepared to stop short
of any obstruction
Flashing
4
Calling-ON signal fail Yellow
Table 5.13: CALLING-ON SIGNAL SYMBOL ANIMATION
5.14Dependent Shunt Signal
5.14.1 Summary
Dependent Shunt signal always exists with main signal as shown in the figure 5.8 and is
composed of the following objects:
1. Signal Stem
31
2. D-Shunt Box
3. D-Shunt OFF Aspect
4. Signal Circle
5. Text DY
6. Shunt Signal ID (Defined in the Static Objects section)
7. Main Signal ID (Defined in the Static Objects section)
FIGURE 5.8: DEPENDENT SHUNT SIGNAL SYMBOL
5.14.2 Signal Stem

The class name, code, variables, Graphic states and Truth Table of this object is similar to that
defined in section 5.6.2
5.14.3 Dependent Shunt Box and OFF Aspect

1. D-Shunt Box (Triangle):

Horizontal length- 22 pixels
Vertical length – 22 pixels
2. D-Shunt OFF-Aspect
Length- 5 pixels
Width-5 pixels
Angle of inclination – 45 degrees
CLASS NAME:
Signal
32
GRAPHIC STATES:
Dependent Shunt Signal
Flavors: HMITriangle
OPC TAG: S2K:<StationCode>_DSHSG_<ShuntSig>
Val
ue
Unknown,
1 Signal status is
Gray96
unknown
D-Shunt Box:
WHITE
6
D-Shunt OFF
Signal Status is know aspect: Invisible
Shunt Signal ‘OFF’

D-Shunt Box:
position
WHITE
3 (Shunt Signal Proceed
D-Shunt OFF
with caution for
aspect: WHITE
shunting)
D-Shunt Box:
WHITE
D-Shunt OFF
5
aspect:
Shunt Signal ‘OFF’ FLASHING
Position Failure WHITE
Table 5.14: DEPENDENT SHUNT SIGNAL SYMBOL ANIMATION
5.15Signal Blocking Indication

The indication for Signal Blocking is represented as a small indication behind the Signal post.
This object should be created for all signals in a signal post viz. Main, Independent Shunt and
Main with and/or Calling-ON and/or Shunt.
Width and Height- 14 pixels
33
FIGURE 5.9: SIGNAL BLOCKING INDICATION SYMBOL
5.15.1 SIGBLCK for Signal Post having Main Signal

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Signal Blocking For Main Signal
Flavors: EqpState
OPC TAG: S2K:<StationCode>_SGBLOCK_<MainSig>
Val
ue
Unknown,
1 Signal Block
Gray96
status is unknown
Signal is
2
Unblocked Invisible
3 Blue with
Signal is Blocked White Outline
Table 5.15: SIGNAL BLOCKING FOR MAIN SIGNAL SYMBOL ANIMATION
5.16Level Crossing
5.16.1 Summary
In HMI the Level Crossing object is composed of the following components:
1. Level Crossing Boom: LXBOOM
2. Sliding Boom
3. LX ID (Defined in the Static Objects section)
4. Text “SLB”
34
FIGURE 5.10: LEVEL CROSSING INDICATION SYMBOLS
5.16.2 Level Crossing Boom

This object is represented in HMI using the following dimensions and as figure 5.10 shows:
i. LXBOOM: Vertical Straight line with above parameters

Length-X pixels (may be 180 pixels)
Width-8 pixel
ii. LXBOOM: Angular ‘Y’ shaped boom
Length-20 pixels
WIidth-20 pixel
CLASS NAME:
LevelCrossing
GRAPHIC STATES:
Level Crossing Gate
Flavors: HMILXBOOM
OPC TAG: S2K:<StationCode>_LXBOOM_<LCGate>
Unknown: LC
Gate/Boom
1
status is Gray96
unknown.
Gate closed and

2 locked to road
Yellow
traffic
35
Gate Not Closed
3
to road traffic Red
Gate closed but

boom detection
Flashing
4 failed with train
Red
in approach of
the gate
Table 5.16: LXBOOM SYMBOL ANIMATION
5.16.3 Sliding Boom + Text “SLB”

Length- X pixels (may be 180 pixels)

Width-4 pixel
CLASS NAME:
LevelCrossing
GRAPHIC STATES:
Level Crossing Gate
Flavors: HMISLB
OPC TAG: S2K:<StationCode>_LXBOOM_<LCGate>
Unknown:
Sliding Boom
1
status is Gray96
unknown.
Gate is not
closed by
2
operation of Invisible
Sliding Boom.
36
Gate is closed
3 by operation of
Yellow
Sliding Boom.
Table 5.17: SLIDING BOOM + TEXT “SLB” SYMBOL ANIMATION
5.17 Power Failure Indications

The HMI allows for the provision of several power failures related indications. These are text
related alarms which will normally be steady White and when failure occurs it flashes red and
buzzer will continues until it is acknowledged. After acknowledgement buzzer mutes and
indication continues to flash until failure is restored.
Power failure indications are as given below and for power failure alarms, buzzers shall be
provided which is detailed in Alarm & Events document (A2).
This is represented by the following objects:
1. Text “IPS”
2. Text “UPAT”
3. Text “DNAT”
4. Text “BATT.FAIL”
FIGURE 5.11: POWER FAILURE INDICATION SYMBOLS FOR STATION

AREA
5.17.1 UP Auxiliary Transformer Failure

Character Font Size- 16
CLASS NAME:
StateEquipment
37
GRAPHIC STATES:
Power Failure Indication
Flavors: EqpState
OPC TAG: S2K:<StationCode>_UPAT
Unknown: UPAT status

1
is unknown. Gray96
2
UPAT in functional state White
UPAT in non-functional Flashing

3
state Red
Table 5.18: POWER FAILURE OF UPAT SYMBOL ANIMATION
5.17.2 DN Auxiliary Transformer Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_DNAT
Unknown: DNAT status

1
is unknown. Gray96
2
DNAT in functional state White
3 DNAT in non-functional Flashing

state Red
38
Table 5.19: POWER FAILURE OF DNAT SYMBOL ANIMATION
5.17.3 Integrated Power Supply Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_IPS
Unknown: IPS status is

1
unknown. Gray96
2
IPS in functional state White
IPS in non-functional Flashing

3
state Red
Table 5.20: POWER FAILURE OF IPS SYMBOL ANIMATION
5.17.4 Battery Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
39
Flavors: EqpState
OPC TAG: S2K:<StationCode>_BATT
Unknown: Battery status is

1
unknown. Gray96
2
Battery in functional state White
Battery in non-functional Flashing

3
state Red
Table 5.21: POWER FAILURE OF BATTERY SYMBOL ANIMATION
5.18Power Failure Indications of ALH/RH
5.18.1 Summary
The HMI allows for the provision of ALH/RH power failures related indications.
For ALH/RH, text related alarms which will normally be invisible and when failure occurs it
appears in flashing red on HMI. The below mentioned failure indications represent power
failure indications of ALH/RH. As shown in the figures 5.12
The following objects are represented for ALH and RH areas:
1. Text “ALH<NUM>_IPSFAIL”
2. Text “ALH<NUM>_UPATFAIL”
3. Text “ALH<NUM>_DNATFAIL”
4. Text “ALH<NUM>_BATT.FAIL”
5. Text “RH<NUM>_IPSFAIL”
6. Text “RH<NUM>_UPATFAIL”
7. Text “RH<NUM>_DNATFAIL”
8. Text “RH<NUM>_BATT.FAIL”
40
FIGURE 5.12: POWER FAILURE INDICATION SYMBOLS FOR ALH AND
RH AREA
5.18.2 ALH UP Auxiliary Transformer Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Power Failure Indication at ALH
Flavors: EqpState
OPC TAG: S2K:<StationCode>_UPAT_<ALH NUM>
Val
ue
Unknown: UPAT status

1
is unknown. Gray96
UPAT in functional
2
state Invisible
UPAT in non-functional Flashing

3
state Red
Table 5.22 : POWER FAILURE OF UPAT AT ALH SYMBOL ANIMATION
5.18.3 ALH DN Auxiliary Transformer Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
41
Flavors: EqpState
OPC TAG: S2K:<StationCode>_DNAT_<ALH NUM>
Val
ue
Unknown: DNAT status

1
is unknown. Gray96
2
DNAT in functional state Invisible
DNAT in non-functional Flashing

3
state Red
5.23 POWER FAILURE OF DNAT AT ALH SYMBOL ANIMATION
5.18.4 ALH Integrated Power Supply Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_IPS_<ALH NUM>
Val
ue
Unknown: IPS status is

1
unknown. Gray96
2
IPS in functional state Invisible

3
state Red
42
Table 5.24: POWER FAILURE OF IPS AT ALH SYMBOL ANIMATION
5.18.5 ALH Battery Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_BATT_<ALH NUM>
Val
ue
Unknown: Battery
1
status is unknown. Gray96
Battery in functional
2
state Invisible
Battery in non- Flashing

3
functional state Red
Table 5.25: POWER FAILURE OF BATTERY AT ALH SYMBOL ANIMATION
5.18.6 RH UP Auxiliary Transformer Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Power Failure Indication at RH
Flavors: EqpState
43
OPC TAG: S2K:<StationCode>_UPAT_<RH NUM>
Unknown: UPAT
1
UPAT in functional
2
state Black
UPAT in non- Flashing

3
Table 5.26: POWER FAILURE OF UPAT AT RH SYMBOL ANIMATION
5.18.7 RH DN Auxiliary Transformer Failure

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_DNAT_<RH NUM>
Unknown: DNAT
1
DNAT in functional
2
state Black
3 DNAT in non- Flashing

Table 5.27: POWER FAILURE OF DNAT AT RH SYMBOL ANIMATION
5.18.8 RH Integrated Power Supply Failure
44
CLASS NAME:
StateEquipment
GRAPHIC STATES:
Flavors: EqpState
OPC TAG: S2K:<StationCode>_IPS_<RH NUM>
Unknown: IPS status

1
is unknown. Gray96
2
IPS in functional state Black

3
state Red
Table 5.28: POWER FAILURE OF IPS AT RH SYMBOL ANIMATION
5.18.9 RH Battery Failure

CLASS NAME:
StateEquipment
5.19 Automatic Block Working Indication

This indication is represented in HMI is comprised of the following two objects which is been
shown in the figure 5.13:
1. Text “UP AUTO-ON”
2. Text “DN AUTO-ON”
FIGURE 5.13: AUTO BLOCK SYSTEM OF WOKING INDICATION SYMBOLS
45
5.19.1 Text “UP AUTO-ON”
CLASS NAME:
StateEquipment
GRAPHIC STATES:
Automatic Block Working
Flavors: EqpState
OPC TAG: S2K:<StationCode>_AUTO_UP_<MABS SIG Num>
Val
ue
Unknown: Block
1 Working Indications
Gray96
are unknown.
System not in
2 Automatic Mode in
White
the UP Direction
System in Automatic
3 Block Signalling in
Green
the UP direction
Table 5.29: AUTO BLOCK WORKING UP DIRECTION SYMBOL ANIMATION
5.19.2 Text “DN AUTO-ON”

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Automatic Block Working
Flavors: EqpState
46
OPC TAG: S2K:<StationCode>_AUTO_DN_ <MABS SIG Num>
Val
ue
Unknown: Block
1 Working Indications
Gray96
are unknown.
System not in
2 Automatic Mode in
White
the DN Direction
System in
Automatic Block
3
Signalling in the DN Green
direction
Table 5.30: AUTO BLOCK WORKING DOWN DIRECTION SYMBOL ANIMATION
5.20 Modified Automatic Block Working Indication

This indication is represented in HMI is comprised of the following two objects which has been
represented in the figure 5.14:
1. Text “UP MABS-ON”
2. Text “DN MABS-ON”
FIGURE 5.14: MODIFIED AUTO BLOCK SYSTEM OF WOKING INDICATION

SYMBOLS
5.20.1 Text “UP MABS-ON”

CLASS NAME:
StateEquipment
GRAPHIC STATES:
MABS Block Working
Flavors: EqpState
47
OPC TAG: S2K:<StationCode>_MABS_UP_ <MABS SIG Num>
Val Aspec
Description Appearance
ue t
Unknown: Block
1 Working Indications Gray9
are unknown. 6
System not in Modified

2 Automatic Mode in the
White
UP Direction
System in Modified
Automatic Block
3
Signalling in the UP Green
direction
Table 5.31: MODIFIED AUTO BLOCK WORKING UP DIRECTION SYMBOL ANIMATION
5.20.2 Text “DN MABS-ON”

CLASS NAME:
StateEquipment
GRAPHIC STATES:
MABS Block Working
Flavors: EqpState
OPC TAG: S2K:<StationCode>_MABS_DN_ <MABS SIG Num>
Val
ue
Unknown: Block
1 Working Indications are
Gray96
unknown.
System not in Modified

2 Automatic Mode in the
White
DN Direction
48
System in Modified
Automatic Block
3
Signalling in the DN Green
direction
Table 5.31: MODIFIED AUTO BLOCK WORKING DOWN DIRECTION SYMBOL

ANIMATION
5.21Signal Equipment Room (SER)

This [5] object is used to indicate the Open/Close of the Signal Equipment Room or Relay
Room in station/ ALH/RH. In HMI this object is represented as below figure 5.15
1. SER static box, SER in station
2. OPEN
3. CLOSE
FIGURE 5.15: SIGNAL EQUIPMENT ROOM INDICATION SYMBOLS
5.21.1 SER Door Status in Station

CLASS NAME:
StateEquipment
GRAPHIC STATES:
Signal Equipment Room in Station
Flavors: EqpState
OPC TAG: S2K:<StationCode>_SER_INDR
Unknown: SER Open

1 and Closed status is Open : Gray96
unknown. Closed : Gray96
Open :
2 Signalling Equipment ssInvisible
Room Closed Closed : White
49
Open : Flashing
Red
3
Signalling Equipment Closed :
Room Open Invisible
Table 5.32: STATION SER’S DOOR CLOSE AND OPEN ANIMATION
50
CHAPTER 6
RESULTS AND DISCUSSIONS

6.1 SLICE 102, NEW TUNDLA JN STATION VIEW
Station view of New Tundla Jn has been shown in the fig below. As per the
methodology followed all the track sections are set free. Signals are set in the Blocked
state and it’s been shown in blue signal block. C11XT, 10XT, C70XT, 71XT, C90XT
track section has been shown in red colour as per the signalling standards to make the
train driver know about the presence of station ahead. SER is been in the OPEN state
which represents the opening of equipment room. It’s been connected to the IXL server
or SHMI server which sends the bits to run the HMI animation. That has been shown in
figure 6.1
Figure 6.1: New Tundla Jn
Right side represents the alarms section which are differentiated in Critical and Normal alarms.
Which after acknowledged will be changed but will be recorded. The icons below will give the
access to the many options which will give a banner to all the 10 stations. The access can be
restricted to the operators and can be controlled by the higher authority.
51
6.2 SLICE 103, DAUDKHAN JN
HMI design of New Daudkhan Jn. Where the routes have been set from the main
signals which are at the beginning of down line to i.e., S70 to the signal S46 which are
on the same side of the down line. The route set has been shown in animating color
yellow on the track sections as shown in the fig 6.2. and again, route from main signal
S50 to S70 has been set inn the same manner. And another route from Independent
Shunt signal SH119 to track ULXT1 has been set. This region will be used for the
connecting the new boogies or removing some and moving them to the desired
location. In here speed will be restricted to not more than 15 Kmph. Which has been
shown in figure 6.2
Figure 6.2: New Daudkhan Jn
Similarly, all the other station has to be tested for different conditions of the routes and signals
accordingly. Following stations are developed according to the scheme plan and the route
other related documents. Following are the screen shots of the stations and it’s block sections
from figure 6.3 to 6.7
52
Figure 6.3: Daudkhan to Hatras Block sections
Figure 6.4: Hatras station view
53
Figure 6.5: Hatras to Tundla Block sections
Figure 6.6: New Khurja Jn station View
Figure 6.7 : Khurja to Daudkhan Block sections
6.3 Videowall View at OCC Allahabad
Videowall has been placed at the OCC for testing and for the look and feel. Videowall
will give a view of all the 10 station as well it’s respective block sections. It will not be
having the SER and other power indicators but will have all other indications as on the
station views. This is a critical part of HMI design. As per the standards specified the
videowall has been set to 1980*7 pixels in the horizontal and the 1080*4 pixel in the
vertical direction. As per the documents route set and all the representation of the
station view must be followed in the Videowall too.
It has been installed in the sight and pic of has been shown in the figure 6.8
54
Figure 6.8: Videowall at OCC (Allahabad)
55
CHAPTER 7
CONCLUSIONS AND SCOPE OF FUTURE WORK
7.1 SUMMARY OF THE WORK
1. The tool used for designing the HMI screens is Client Builder one of the Alstoms
internal designing tool which has been using since 90’s.
2. This tool is sill level “Nill”.
3. The scheme plan has been followed for every instinct.
4. HMI RS and other related documents has been followed and designed the screen
accordingly.
5. In broader view following steps has been carried for the success or near success of the
project, and the steps are:
• TMS Central Server Data Preparation
• TMS FEP Server Data Preparation
• HMI Design
• Server and Client Integration
• Integration Testing
• Verification & Validation
7.2 CONCLUSION
EDFC is one of its kind and where a Dedicated Freight Corridor has been completely
electrified and the used of HMI for monitoring. HMI removed old and replaced
it with easy, simple, computerized system which is quicker in communication, aesthetically
good and foul proof. Which [6] is also a user friendly as well as protected from unknown users.
Which visually displays the data and can easy to install also can help reduce railway accidents
because of foul in signaling or any break in the track.
7.3 SCOPE FOR FUTURE WORK
There is scope for future work:
• As EDFC has been just monitored, it can be controlled with TMS HMI in coming future.
Which will help in handling trains in excellent passion. Electrifying and Integrating HMI
for controlling will also decrease the train accidents drastically.
• Converting other railway lines to TMS controlled. Which can replace present faulty
signaling system.
56
REFERENCES
[1] “W3SG2006_B_TMS Subsystem Architecture and Design” Alstom internal documents

[2] HMI Requirement Specification for EDFC “W3SG2005_G_HMI - Requirement
Specifications (TMS)” Alstom Internal Documents.
[3] W3SGxxxx_4A_TMS HMI Detailed Design Specifications_REVIEWED_Updated file”
Alstom internal documents
[4] https://www.railway-technology.com/projects/eastern-dedicated-freight-corridor-edfc/
[5] https://irsse.wordpress.com/basics-of-signalling/
[6] https://www.quora.com/What-is-HMI-Human-Machine-Interface-What-is-the-use-of-HMI-
in-industrial-automation
[7] http://www.indianrailways.gov.in/railwayboard/uploads/directorate/rail_elec/downloads/1
_DFC.pd
57
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CHAPTER 1 INTRODUCTION OVERVIEW 1.1.1 TMS SUB SYSYTEM TMS is a part of the
signalling system for the Bhaupur- Khurja section of the eastern DFC (EDFC). The TMS
provides real-time and consolidated information about the trackside equipment and the
train movements of the above-mentioned section of EDFC. Thereby, it enables an
efficient supervision of the traffic operation from a single control Point (OCC).
A centralized Operational Control Centre (OCC) for entire Eastern Dedicated Freight
Corridor (Ludhiana-Khurja-Dadri-Bhaupur-Mugalsarai) Sections shall be located at
Allahabad along with the Regional Office of Eastern Dedicated Freight Corridor. The
OCC shall house the „Train Management System‟ and „Traction Power SCADA Control‟
for EDFC.
All the controllers such as Traffic Controllers, Track Controller, Traction Power
Controllers, and Signal Fault Controller etc. shall monitor and manage all train
operations and associated activities, including maintenance of entire EDFC from the
OCC. The TMS system for DFC consists of an Operational Control Centre at Allahabad
from where the operation of the whole Bhaupur- Khurja section of the eastern DFC shall
be supervised. The OCC is connected on a dedicated backbone network to various
station locations along the section for real-time field data exchanges.
The field interface is achieved through Front End Processors which communicate with the
SMARTLOCKTM interlocking systems. The data from field is processed at central
level to perform the various TMS functions. TMS is a part of the signalling system for the
Bhaupur- Khurja section of the eastern DFC (EDFC).
The TMS provides real-time and consolidated information about the trackside

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TRAIN MANAGEMENT SYSTEM AND HMI DESIGN

FOR ESTERN DEDICATED FRIEGHT CORRIDOR

Project Report Submitted by

UNDER THE GUIDANCE OF

in partial fulfillment of the requirements for the award of the Degree of

Bachelor of Engineering (Mechanical)

Visvesvaraya Technological University, Belagavi

DEPARTMENT OF MECHANICAL ENGINEERING

Certified that the project work entitled

in partial fulfillment of the requirements for the award of

Certified that the project work entitled

Signature of Guide Signature of HOD Signature of Principal

Semester End Viva Voce Examination

Name of the Examiners Signature with Date

I am extremely grateful to Dan Krishnendu, RC ICC Department head, for his

I express my heartfelt gratitude to Dr. Shashikantha Karinka, Head of Mechanical

GANAPATI ANANT BHAT

Abbreviation Full English Name

Figure No. Description Page No.

2.1 Lower quadrant signal 4

2.2 Semaphore Signals that raise (upper quadrant) 5

2.3 Use of distant and normal main signal 5

4-aspect signals showing movement of train with and

3.1 Redundancy of communication 8

3.2 HMI color pallet 9

4.1 Videowall architecture 11

5.1 Plain track symbol 14

5.2 Block section track symbol 15

5.3 Point Symbol 17

5.4 Automatic Signal 20

5.5 Semi-Automatic symbol 23

5.6 Independent shunt signal symbol 27

5.7 Calling on signal symbol 30

5.8 Dependent Shunt signal 32

5.9 Signal blocking indication Symbol 33

5.10 Level crossing symbol 35

5.11 Power failure indication symbols for station area 37

5.12 Power failure indication for symbol for block section 39

5.13 Auto block signal for working indication symbol 43

5.14 Modified auto block symbols 45

5.15 Signal equipment room system symbol 47

6.2 New Daudkhan Jn station view 49

6.3 Daudkhan to Hatras Block sections 50

6.4 Hatras station view 50

6.5 Hatras to Tundla Block sections 50

6.6 New Khurja Jn station View 51

6.7 Khurja to Daudkhan Block sections 51

6.8 Videowall at OCC (Allahabad) 52

5.1 TRACK PORTION STATUS SYMBOL ANIMATION 15

SUPERVISORY TRACK SECTION STATUS AND SYMBOL

PRIMARY TRACK SECTION STATUS AND SYMBOL

POINT NORMAL INDICATOR STATUS AND SYMBOL

6 POINT LOCKING SYMBOL ANIMATION 20

7 SIGNAL SYMBOL ANIMATION 21

12 INDEPENDENT SHUNT SIGNAL SYMBOL ANIMATION 28

13 CALLING-ON SIGNAL SYMBOL ANIMATION 30

25 POWER FAILURE OF BATTERY AT ALH SYMBOL ANIMATION 41

26 POWER FAILURE OF UPAT AT RH SYMBOL ANIMATION 42

28 POWER FAILURE OF IPS AT RH SYMBOL ANIMATION 43

29 AUTO BLOCK WORKING UP DIRECTION SYMBOL ANIMATION 44

AUTO BLOCK WORKING DOWN DIRECTION SYMBOL

List of Figures iv-v