Tender invited for Development of Train Collision Avoidance System

ISO 9001: 2008 Effective from 18.06.2012 RDSO/SPN/196/2012 Version 3.1.1
Document Title : Specification of Train Collision Avoidance System
that it does not get detached during the run of the train.
4.16 All units shall store events essential for performance monitoring and diagnostic
purpose, for a period of 90 days in Loco unit& 30 days in other units, and
logging of last five collision type situations will be stored in central server. It
shall not be possible to interfere with this data by any person. It shall also be
possible to generate print reports based on such stored data using a portable
PC. Event storage equipments shall be of rugged design to escape damage
during physical collision. The data logger, as individual, shall have SIL-2 level
of safety as per CENELEC or equivalent standards.
4.17 The system shall be compatible & interoperable with the existing TCAS system
on Indian Railways.
4.18 Modes:
The Loco unit shall be able to provide protection to the train in various modes of
operation depending upon the information available to it from station, lineside &
trackside equipments. These are:
4.18.1 Normal Mode – When Loco unit receives all the data, which is required for
performing full functionality, it shall switch to Normal mode.
4.18.2 Controlled Mode – Loco unit shall switch to this mode when it is unable to
deduce the correct Track Identification Number. The working in this mode
is defined in Clause 5.17. As soon as TIN is acquired by the Loco unit, it
shall exit from this mode & shall enter into other mode depending upon
other conditions.
4.18.3 Restricted Mode – This mode is entered into by the Loco Pilot or
automatically & it allows the Loco Pilot to move the train under his own
responsibility in a TCAS equipped area under certain situations. However,
it shall monitor the speed of the train to a maximum limit of 15 KMPH
(configurable in steps of from 0 to 30 KMPH in steps of 5 KMPH).
4.18.4 Staff Responsible Mode – This mode is entered into by the Loco Pilot it
allows the Loco Pilot to move the train under his own responsibility
4.18.5 Coupled/ Banking operation – This mode shall be entered & exit
manually. This mode shall be entered if the locomotive is not the leading
locomotive. The loco equipment in ‘Coupled/ Banking’ mode shall not apply
any brake. The brake in banking loco shall be applied through its normal
brake system. However, the locomotive in this mode shall carryout all the
functions related with track identification.
4.18.6 Isolation Mode – The Loco unit automatically transitions to this mode
when in standstill condition of the locomotive, Isolation switch is operated
by the Loco Pilot to isolate the Brake Interface Unit (BIU) physically from
the brakes. If Isolation switch is operated in running condition of the
locomotive, Loco unit shall command the emergency brake till the train
stops & shall then switchover to ‘Isolation Mode’. In this mode, Loco unit
has no role/ responsibility for its functionality. However, under this mode
Loco unit shall not affect the normal working of locomotive including its
brake system.
4.18.7 Failure Mode – The Loco unit equipment shall switch to this mode, in case
of a fault, which affects safety and shall permanently command the
Emergency Brake.
4.18.8 Unfitted Mode – Loco unit shall automatically switch to this mode after
exiting out of TCAS territory. In this mode, the Loco unit has no other role/
responsibility for its functionality but shall carry out the functions defined in
Clauses 5.10, 5.11, 5.15&5.16.
4.18.9 Reverse Mode – This mode is entered into by the Loco Pilot & permits
movement of the train in reverse train direction. The speed of the train shall
be supervised against a defined value (programmable, 0 to 30 KMPH in
steps of 5 KMPH).
Signal Directorate RDSO/Lucknow Page 14 of 56