Effective from 30.06.

2010

RDSO/SPN/183/2010

Version-1

SPECIFICATION FOR TRAIN PROTECTION & WARNING SYSTEM (TPWS)

Version 1 Number of Pages 29 (& Annexure-I in 2 sheets) Specification No. RDSO/SPN/183/2010

SIGNAL DIRECTORATE RESEARCH DESIGNS & STANDARDS ORGANISATION LUCKNOW-226011

Specification for Train Protection & Warning System (TPWS)

Page 1 of 29

Effective from 30.06.2010

RDSO/SPN/183/2010

Version-1

DOCUMENT DATA SHEET Designation RDSO/SPN/183/2010 Title of Document Specification For Train Protection & Warning System (TPWS) Authors:

Version 1

A. K. Jain Designation: Executive Director/Signal, RDSO Approved by

Name: Shri Mahesh Mangal Designation: Sr. Executive Director/Signal, RDSO Abstract This document defines specification for Train Protection & Warning System (TPWS)

Specification for Train Protection & Warning System (TPWS)

Page 2 of 29

Effective from 30.06.2010

RDSO/SPN/183/2010

Version-1

DOCUMENT CONTROL SHEET NAME A. K. Jain ORGANISATION RDSO FUNCTION Member LEVEL Prepare

Sh. Mahesh Mangal

RDSO

-

Approve

Specification for Train Protection & Warning System (TPWS)

Page 3 of 29

2009 30.2004 20.Effective from 30.10 Modified Clause 11.3.2010 RDSO/SPN/183/2010 Version-1 AMENDMENTS Specification No.06.4.03. Version Amendment 1 2 Amendment Details First issue Cl.2004 12.2010 RDSO/SPN/183/2004 0 RDSO/SPN/183/2004 0 RDSO/SPN/183/2004 0 RDSO/SPN/183/2010 1 Specification for Train Protection & Warning System (TPWS) Page 4 of 29 .06. 6.0 added Second issue Effective date 4/5.

9 5.5 5.14 5.11 5.Effective from 30.18 6.6 5.0 10. DOUMENTATION & TRAINING REQUIREMENTS ENVIRONMENTAL CONDITIONS TESTS & REQUIREMENTS TEST PROCEDURES QUALITY ASSURANCE & WARRANTY PACKING INFORMATION TO BE SUPPLIED BY PURCHASER SDMI LAYOUT – ANNEXURE .2010 RDSO/SPN/183/2010 Version-1 TABLE OF CONTENTS 1.16 5.0 12.17 5.3 5.0 5.15 5.0 5.06.0 13.0 2.0 8.13 5.4 5.8 5.0 4.7 5.0 9.2 5.1 5.0 FOREWORD APPLICABLE DOCUMENTS TERMINOLOGY GENERAL REQUIREMENTS FUNCTIONAL REQUIREMENTS HEALTHY CONDITION OF SYSTEM DATA FROM BALISE CALCULATION OF SPEED CALCULATION OF SPEED PROFILE CALCULATION OF PERMITTED SPEED RELEASE SPEED AUDIO VISUAL INDICATIONS MONITORING OF SPEED APPLICATION OF EMERGENCY BRAKE WHEN PASSING MANUAL STOP SIGNAL AT ON (TRAIN TRIP) PASSING MANUAL STOP SIGNAL / IB SIGNAL / GATE SIGNAL AT ON PASSING OF SEMI AUTO / AUTO SIGNAL AT ON BALISE TRACKING / BALISE LINKING BRAKE APPLICATION ISOLATION OF TPWS MODE DATA LOGGING & DIAGNOSTICS MULTIPLE TRACTION UNITS SPEED RESTRICTIONS TECHNICAL REQUIREMENTS PERFORMANCE.0 11.10 5.12 5.I (2 Sheets) 6 6 7 8 11 11 11 11 11 11 11 12 12 13 13 14 14 15 16 16 17 17 17 17 22 23 24 27 28 28 28 Specification for Train Protection & Warning System (TPWS) Page 5 of 29 .0 7.0 3.

Safety related communication in closed transmission systems.Effective from 30. This specification supersedes specification no.Safety related communication in open transmission systems. technical and performance requirements of Train Protection & Warning System (TPWS) for the Indian Railways. Railway Applications-Communications. EC and EU.1 2 EN 50128 3 EN 50129 4 EN50159-1 5 EN50159-2 6 7 8 9 10 11 12 EN 50121 EEIG: 97s066 IEC 60571 ELRS/SPEC/SI/0015 RDSO/SPN/144 IRS: S 36 IRS: S 23 Specification for Train Protection & Warning System (TPWS) Page 6 of 29 . Availability. UIC. together with the following documents – 1 EN 50126 Railway ApplicationsSpecifications and demonstration of Reliability. functional.5 FOREWORD This specification covers the general.2 1. Relay Interlocking systems.0 1. Signalling and processing systems. Railway Applications-Communications.1 1. in no way. EEIG.2010 RDSO/SPN/183/2010 Version-1 1. Signalling and processing systems .06. infringe/ overrule the rules of normal train operations on Indian Railways. APPLICABLE DOCUMENTS This specification requires reference to the latest approved documents on ETCS/ ERTMS of UNISIG. The operation of TPWS will. In the event of a conflict between this Specification and any other standards or specifications quoted herein.Safety Related Electronics Systems for Signalling. Maintainability & Safety. TPWS will be provided on sections equipped with Multi Aspect Colour Light Signalling and train driver will follow Line Side signals as per prevalent operating rules.3 1. Railway Applications-Communications. Signalling and processing systems-Software for Railway Control and Protection Systems. RDSO/SPN/183/2004 & its amendments.4 1. Electrical Signalling and Interlocking Equipment 2. Provision of TPWS will be an additional safety aid to the train driver to prevent consequences arising out of Signal Passing At Danger (SPAD) and to control train speed within specified limits. Signalling and processing systems . the requirement of this Specification shall prevail.0 2. Railway Applications Electromagnetic compatibility (EMC) ERTMS/ETCS Environmental requirements Electronic Equipment Used on Rail Vehicles Reliability of electronics used in rolling stock application Safety and reliability requirement of electronic signalling equipment. Railway Applications-Communications.

TERMINOLGY List of abbreviations: Abbreviation Full Form/ Description AC Alternating current CENELEC European Committee for Electrotechnical Standardization DC Direct Current DEMU Diesel-Electric Multiple Unit DMI Driver Machine Interface EC European Commission EEIG European Economic Interest Group EMU Electrical Multiple Unit EOA End Of Authority EPROM Electrically Programmable Read Only Memory ERTMS European Rail Traffic Management System ETCS European Train Control System FRS Functional Requirement Specification G&SR General & Subsidiary Rules IB Signal Intermediate Block Signal IEC International Electrotechnical Commission Kmph Kilometers Per Hour LEU Line side Electronic Unit MEMU Mainline Electrical Multiple Unit MTBF Mean Time Between Failures MTBWSF Mean Time Between Wrong Side Failures OBC On Board Computer RAM Random Access Memory RAMS Reliability. Page 7 of 29 3.2 Wherever in this specification. any of the above mentioned specifications are referred. Availability.1 3. the latest version/ issue of the same is implied.Effective from 30.06.2010 RDSO/SPN/183/2010 Version-1 2.2 Specification for Train Protection & Warning System (TPWS) . Maintainability & Safety RDSO Research Designs & Standards Organisation RE Railway Electrification ROM Read Only Memory SIL Safety Integrity Level SDMI Simplified Driver Machine Interface SPAD Signal Passing at Danger SRS System Requirements Specification TPWS Train Protection & Warning System UIC International Union of Railways UNISIG European Signalling Industries For the purpose of this specification. the terminology given in ERTMS/ ETCS latest FRS & SRS shall apply.0 3.

• Infill balises – These balises are also interfaced to signal through LEU. These balises transmit fixed telegrams/ data only. Line side electronic unit (LEU). • Fixed balises – These balises are provided wherever required. its power supply & interfacing system with signalling c. DEMU or any other self propelled vehicle running on Indian Railways. Interface to existing brake control system which in turn controls application of service/ emergency brakes or interface to existing brake system directly. b. Communication link (data cable) between the LEU & the balise ii) On board system comprising of a. The TPWS equipments shall consist of following: i) Track side system comprising of a.2010 RDSO/SPN/183/2010 Version-1 3. indications & and audio alarms. d. On Board Computer (OBC) b.06. System Isolating Unit (Both Electrical & Mechanical) 4. GENERAL REQUIREMENTS Unless otherwise specified in this specification. Train Interface Unit (TIU) h. Data logger for diagnostics & investigation (JRU) c. Balises: • Switchable balises – This balises are interfaced to signal aspect through LEU.0 4. Balise antenna fixed to the under frame f. These are provided at a location near the signal. These balises cannot effect change of mode of On board system. TPWS covered in this specification shall conform to latest approved FRS & SRS issued for ETCS/ ERTMS Level-1.1 Specification for Train Protection & Warning System (TPWS) Page 8 of 29 . Drivers’ indication-cum-control panel (SDMI or DMI). The telegrams/ data transmitted by these balises depend on the aspect of the signal.3 The word ‘locomotive’ wherever used in this specification shall also mean the driving coach of EMU. Speed and distance measurement unit g. The telegrams/ data transmitted by these balises depend on the aspect of the signal. i. These are provided in advance of the signal to update the movement authority in advance. Power supply arrangement j.Effective from 30. Balise transmission module (BTM) e. MEMU. • Repositioning data balises – These balises are provided wherever required to correct the previously given information. It shall work on the principle of target distance and target speed.

TPWS shall be suitable for all types of EMUs. TPWS shall have two levels of brake commands i Service brake command ii Emergency brake command The brake commands generated by the TPWS shall be used for application of service & emergency brakes of locomotives in one of the following manners: 4.13 The system shall be capable of working satisfactorily up to speeds of 250 Kmph. 1500V DC RE. Electronic interlocking. TPWS shall be universally suitable for all types of sections of Indian Railways e. DMUs.13. Purchaser can specify the duration of back-up in case it is required for more than half an hour.9 4. including all types of microprocessor based locomotives.10 4. TPWS shall be capable of being correctly & effectively interfaced to existing Air/Vacuum/Dual/Electro-pneumatic brake system of Diesel and Electric Locomotives as well as other self propelled vehicles treated as train. There shall be a suitable DC back-up with charging arrangement to manage power outages for the minimum duration of half an hour. double or multiple line sections on Suburban/ Non-suburban section.2 4.7 4. The manufacturer shall mention the maximum speed up to which their system shall work satisfactorily.8 4.06. The track side system of the TPWS shall work on DC power supply. the brake commands of TPWS shall be interfaced to the existing brake system of the locomotive either Specification for Train Protection & Warning System (TPWS) Page 9 of 29 . The On board equipment of TPWS shall work on the DC power supply available in the locomotive (which is normally 72V DC in Diesel locomotives & 110V DC in Electric locomotives/EMU/MEMU. The system shall be suitable for single. Automatic Signalling.12 4.2010 RDSO/SPN/183/2010 Version-1 4.11 4.6 4.1 On the locomotives not provided with electronic/ microprocessor controlled brake system. electric and diesel locomotives. It shall be suitable for use on AC/DC EMUs/DMUs/MEMUs/single or multi-headed electric/diesel locomotives. A suitable conversion from 110V AC supply to DC supply shall be provided by the supplier to work the track side system on DC power supply. Multi-aspect Colour Light Signalling. A nominal 110V AC 50 Hz power supply (with variation of +20%/-30%) shall be provided by the railways at the signal location. Intermediate Block Signalling Sections. running on Indian Railways.g. The track side and on-board equipment shall not in any way infringe the schedule of dimensions being followed by the Indian Railways.3 4. MEMUs.5 4.Effective from 30. with a variation of -30% to +20% over nominal voltage and a ripple factor of upto 15%) as input & shall derive other voltages required for the working of its sub-systems. Sections/ Stations equipped with Relay interlocking. 750V DC RE areas as well as in DC/AC RE areas where some lines may be working on AC RE while other lines on DC RE.4 4. TPWS shall be capable of functioning in 25 KV AC RE. TPWS shall be capable of working in all electrified as well as non electrified territories.

The fixing arrangement of the balise on the sleeper shall be such that it does not require any drilling and does not cause any damage to the sleeper.14 4.18 4. The operation of TPWS shall not interfere the normal working of any of the existing signalling system/ equipment/ locomotive. The system shall be compatible & interoperable with the existing TPWS on Indian Railways.17 4.2 On the locomotives provided with electronic/ microprocessor controlled brake system.13. The manufacturer shall also submit certificate mentioning the systems working on world railways with which their system is interoperable. the driver shall be able to apply brakes as normal over & above TPWS control.16 4.06. the operation of TPWS shall not get affected by the working of existing signalling system/ equipment/ locomotive. however.15 4. the manufacturer/ supplier shall specify the precautions needs to be taken by the Purchaser during use of track maintenance machine. The brake interface configurations mentioned in 4.2 shall not result in change of the existing braking characteristic of the locomotive/ train. the driver should be in a position to apply more intense brakes through his normal brake control system when application of brake by TPWS is not upto the level of emergency brake. Similarly.2010 RDSO/SPN/183/2010 Version-1 4. If so required.13. Depending upon type of brake system available in the locomotive & with the approval of RDSO. The routing/fixing arrangement of its cable normally shall not restrict the use of track maintenance machines.Effective from 30. the brake commands of TPWS.19 4. The TPWS shall conform to the Safety Integrity Level (SIL) 4 as per CENELEC standards or equivalent. 4. However. through an interface.2. Specification for Train Protection & Warning System (TPWS) Page 10 of 29 . The TPWS track-side system shall interface with the signalling system without affecting its normal working.1 & 4. The brake commands generated by the TPWS shall also cut-off traction to the locomotive. shall be given to the existing brake control system of locomotive and based on these commands given by the TPWS.21 pneumatically or electrically (like in EMU/MEMU etc.1 & 4.13. Purchaser may select use of any of the brake interface configurations mentioned in 4. in all cases. It shall preferably read the aspects of the signals by sensing the potential free contacts of the lamp proving relays (ECRs). the existing brake control system shall apply the corresponding brakes.20 4. Manufacturer/ supplier shall give details of any other interfacing arrangement offered. The SDMI/DMI to be provided in Driver’s cab shall not exceed in size by 360mm x 450mm x 150mm (Height x width x depth). The certificate shall include systems of those manufacturers also whose TPWS are working on IR. if required.) and shall apply the corresponding brakes.13. (i) The size of the entire on-board equipment (excluding SDMI/DMI) which is to be provided inside locomotive’s machine room shall not be more than 1350 x 560 x 550 mm (Height x width x depth).13.

a service braking curve and an emergency braking curve for the train for all locations on the section.22 4.e.4 Calculation of speed profile: On board computer shall calculate the static & dynamic speed profile for the track section ahead based on data received from balise and data available on board of the train characteristics.2010 RDSO/SPN/183/2010 Version-1 4. 5. There should be provision for wheel slip & wheel skid correction keeping existing automatic wheel slip protection device if provided on the locomotive functional. 5. target speed. 5. The effect of EMI/ EMC on such decentralization shall be suitably taken care of. mode profile. However.23 (ii) It should be possible to decentralize sub-systems of On-board equipment depending upon the space available in different types of locomotives.2 Data from balise: TPWS on board equipment shall act on the data it receives when it passes over a balise.5 Calculation of permitted speed: Based on all relevant data (available on board & as received from balise).1 FUNCTIONAL REQUIREMENTS Healthy condition of system: A steady lit green light indicating that TPWS is in working condition shall be available in the cab or on the driver’s indication -cum -control panel. release speed (optional). warning speed. This TPWS healthy indication light shall extinguish when any fault is detected by TPWS and immediately “TPWS faulty” red light shall be lit and audible alarm shall sound to attract attention of driver (which shall stop on acknowledgement by the driver). The programming/ feeding of data to track side or On board equipment shall be suitably protected against unauthorised use.Effective from 30. (iii) The manufacturer shall submit the sizes of the each sub-system after maximum extent possible decentralization.0 5. The on board system shall be upgradeable to ETCS/ ERTMS level-2 with minor modifications. Calculation of speed shall be with an accuracy of ±2% subject to maximum of ±2 kmph. the “TPWS faulty” red light shall remain lit till such time fault persists. balise linking distances. Emergency brake shall be applied by the TPWS and the train shall be able to move only after the TPWS is isolated. 5. etc. the TPWS must calculate permitted speed. additional hardware & changes in the software. This data shall consist of information on target distance. 5.6 Release speed: 5.3 Calculation of Speed: The speed of the train shall be calculated accurately based on the data from two separate dual (minimum) channel speed sensors fitted over two independent axles of the locomotive. stop signal at ON) with such speed so as to ensure that the train stops before reaching the danger point (overlap distance beyond the stop signal at ON) upto which train movement is Specification for Train Protection & Warning System (TPWS) Page 11 of 29 .06. topography of track section ahead. Manufacturer/supplier shall submit the details of any other technology used for speed sensing and for wheel slip/skid correction. In such case. speed restrictions related information.1 A release speed may be calculated on-board to allow the train to approach the target (i. 5.6.

6. 5. 5. Command Braking/ Brake Event for traction Command logging cut-off 1.2010 RDSO/SPN/183/2010 Version-1 considered safe. it is possible to stop the train within the signal overlap distance on application of emergency brakes by the TPWS if train passes the signal at Danger at or below the release speed. Audible alarms must be capable of being heard in the driver's cab in running condition in a non air-conditioned environment and distinct Audio alarms shall be provided for different conditions.2 The release speed can also be programmed as a fixed value & transmitted to on-board equipment via the track side equipment. If the Audio Visual indications fail. The release speed shall be calculated on board based on safety distance including signal overlap. 5.1 TPWS shall continuously compare the current speed of train with the permitted speed at all locations in all those modes in which speed monitoring is available except for release speed monitoring.3 Purchaser may decide to use any of the arrangement mentioned in 5. based on data received. Visual indications to the driver must be clear and unambiguous. the value of release speed.06. route of the train (main line or turnout route) on which it is going to travel. 5. However.6. A warning must be given to the driver to enable him to react and avoid intervention from TPWS before the application of service brake.1 or 5. No No No Specification for Train Protection & Warning System (TPWS) Page 12 of 29 . deceleration performance of the train & any other relevant considerations.8. The release speed shall be based on the aspect of the signal.2 depending upon the requirement. gradient ahead & any other relevant considerations. this shall not affect the supervision provided by TPWS.6.8 Monitoring of speed: 5. The following actions shall be taken by TPWS depending upon the difference in current train speed & permitted speed: SN Current train Warning to speed if the Driver exceeds the speed permitted at the moment (kmph) Upto 5 kmph Intermittent audio & visual warnings which will be stopped once train speed is reduced to permitted speed. should always be such that even in worst conditions.Effective from 30.6. in any case.7 Audio Visual Indications: Audio and Visual indications to the driver about possible intervention from TPWS must be given to enable the driver to react and avoid TPWS intervention.

the Release Speed. where the speed is monitored against a constant value.2010 RDSO/SPN/183/2010 Version-1 SN 2.Effective from 30. The emergency brake gets released when train stops. emergency brake is applied by the TPWS & the train is brought to a halt. TPWS shall apply emergency brake irrespective of the speed of train & will bring train to a halt. 3.10.1 5. It shall be possible to release the emergency brake only after acknowledgement by the driver. This by-pass operation shall be possible at only after the train has come to a stop.10. If the current train speed exceeds the Release Speed. 5. The system shall have provision of configuring the speed limits/ slabs as mentioned in column 2 of the above table. Current train speed if exceeds the speed permitted at the moment (kmph) Above 5 kmph & upto 10 kmph Warning to Command Braking/ Brake Event the Driver for traction Command logging cut-off Continuous Yes audio & visual warnings. Above kmph 10 Continuous Yes audio & visual warnings Service brake is Yes applied by the TPWS.8. Emergency brake Yes is applied till the train is brought to a halt. by the purchaser. It shall be possible to suppress Train Trip function when passing such signals at ON as described in para 5. The service brake command will be withdrawn only when the current train speed is reduced to or below the permitted speed. The override control Specification for Train Protection & Warning System (TPWS) Page 13 of 29 . these speed limits shall be in multiples of 5 KMPH or less. However. 5.9 Application of Emergency brake when passing Manual Stop Signal/ IB Signal/ Gate Signal at ON (Train Trip): When Manual Stop Signal without calling on signal/ Manual Stop Signal with calling on signal at ON/ IB Signal/ Gate Signal is passed at ON. The selection of by-pass mode shall be done by the driver after following the procedure as prescribed in relevant paras of G&SR for passing such signals at ON.1 The TPWS equipment shall have provision to enable passing of a manual stop signal (without calling on signal)/ IB Signal/ Gate Signal at ON by selecting by-pass mode by carrying out required operations on the SDMI/DMI.10 Passing of Manual Stop Signal/ IB Signal/ Gate Signal at ON: 5.06. It shall be possible to release the emergency brake only after train stops.2 Monitoring of Release speed: The Release Speed (RS) monitoring applies to the section near the EOA.

if while passing such signal.12 Balise Tracking / Balise Linking: The TPWS equipment shall be capable of identifying missing balise and preferably give suitable visual indication to driver accordingly. If driver doesn’t acknowledge within 5 secs. The driver shall pass such signals at ON after following the procedure as prescribed in relevant paras of G&SR & follow the restricted speed as defined in G&SR. The indication shall remain lit up until the train passes the switchable/ signal balise (not the in-fill balise) connected to next signal ahead. the speed of the train is more than the speed configured in the system to be followed after passing such signal then brake shall be immediately applied to bring the speed to the restricted speed configured in the system. 5. This action shall be logged by the system.2010 RDSO/SPN/183/2010 Version-1 must be protected against inadvertent operation. The driver shall pass such signals at ON after following the procedure as prescribed in relevant paras of G&SR & follow the restricted speed as defined in G&SR. In case the train speed exceeds the restricted speed configured in the system. a visual indication shall be lit up on the SDMI/DMI & TPWS shall request for an acknowledgement from the driver.8. the service brake shall be applied till driver acknowledges. Provision should be made in the system to enable changes in the configured restricted speed limit to any value (which can be in multiples of 5 KMPH) at a later date to comply with the changes in Operating Rules of the Indian Railways.8. the speed of the train is more than the speed configured in the system to be followed after passing such signal then brake shall be immediately applied to bring the speed to the restricted speed configured in the system. In case the train speed exceeds the restricted speed configured in the system. on passing such signal. This indication reminds the driver that he should proceed ahead cautiously at specified restricted speed as per G&SR. the service brake shall be applied till driver acknowledges. Provision should be made in the system to enable changes in the configured restricted speed limit to any value (which can be in multiples of 5 KMPH) at a later date to comply with the changes in Operating Rules of the Indian Railways. The System shall be capable of taking following actions under such condition: Specification for Train Protection & Warning System (TPWS) Page 14 of 29 . TPWS shall take action as described in para 5. However. TPWS shall take action as described in para 5. However. a visual indication shall be lit up on the SDMI/DMI & TPWS shall request for an acknowledgement from the driver.1 above. 5. when the automatic signal with “A” marker plate or the semiautomatic signal with illuminated “A” marker light displaying ON aspect is passed.06. without waiting for driver’s acknowledgement. without waiting for driver’s acknowledgement. 5.2 If Manual Stop Signal is at ON but its calling on signal is OFF.11 Passing of Semi auto/ auto signal at ON: In automatic signalling territory. However. If driver doesn’t acknowledge within 5 secs.1 above.10.Effective from 30. This indication reminds the driver that he should proceed ahead cautiously at the specified restricted speed as per G&SR. This event shall be logged by the system. the system shall permit passing of such signal without any by-pass operation. if while passing such signal. The indication shall remain lit up until the train passes the switchable/ signal balise (not the in-fill balise) connected to next signal ahead.

A record in the form of counter reading shall be maintained by the system regarding the application of emergency brake and this record shall not be affected by interruption of power supply to the system.2 Depending upon type of brake system available in the locomotive & with the approval of RDSO. The counter should be non-resettable type. the brake commands of TPWS shall be interfaced to the existing brake system of the locomotive either pneumatically or electrically (like in EMU/ MEMU etc.Effective from 30. No brake application & train shall continue as per Movement Authority received from previous balise. there may not be any visual indication to the driver.13. in all cases.13. 5. however.5 It shall not be possible to mute the warning and to stop automatic brake applications by prior operation of reset button on the panel. acknowledgement from Driver is also required for releasing the emergency brake.9).13.1 On the locomotives not provided with electronic/ microprocessor controlled brake system.4 In case of emergency brake application.If so required the driver should be in a position to apply more intense brakes through his normal brake control system when application of brake by TPWS is not upto the level of emergency brake.1 The system shall generate service & emergency brake commands according to the situation and apply respective brakes of locomotives in one of the following manners: 5.3 The brake interface arrangement alongwith the train interface arrangement shall be got approved from RDSO.2 On the locomotives provided with electronic/ microprocessor controlled brake system. Purchaser shall select one of the actions as mentioned in (a).13. the driver shall be able to apply brakes as normal over & above TPWS control.2010 RDSO/SPN/183/2010 Version-1 Apply service brake to bring the train to a halt.1.) and shall apply the corresponding brakes.1 & 5.2.13. Apply emergency brakes to bring the train to a halt.1. 5.6 It shall not be possible to cancel the brake application by interrupting the power supply to the system. Use of option (c) shall be done by the purchaser based on site conditions & with the approval of competent authority. through an electronic/ electrical interface. 5.06.13 Brake application: 5. the brake commands of TPWS. If option (c) is selected.13. shall be given to the existing brake control system of locomotive and based on these commands given by the TPWS. the brakes can be released only after the train has stopped.13. It is recommended to not to select option (c) for balises located at EOA and switchable balises associated with signals leading to more than one route like home signal. 5. Purchaser may select use of any of the brake interface configurations mentioned in 5.13. In such cases.1. 5. it shall not be possible to release brake until the train stops. in addition.1. 5. 5. (a) (b) (c) Specification for Train Protection & Warning System (TPWS) Page 15 of 29 . The brake commands generated by the TPWS shall also cut-off traction to the locomotive.13. In case of Train Trip (Clause 5.13. (b) & (c) above. the existing brake control system shall apply the corresponding brakes. to be taken by the system in case of missing balise.

15. the system shall be in Full Supervision mode. The various modes and their descriptions are given below. the TPWS on-board equipment supervises the train movements against the shunting mode permitted speed limit speed. TPWS on-board equipment has no role/ responsibility for its functionality. the TPWS on-board equipment of a slave engine is remotely controlled by the leading engine.9 STAFF RESPONSIBLE-This mode allows the driver to move the train under his own responsibility in a TPWS equipped area under certain situations e. TPWS on-board equipment shall perform its self-test and the test of the external devices. The authority to use this mode shall come from track-side only (this mode cannot be selected by the driver). 5. in case of a fault. which is required for a complete supervision of the train.15.2010 RDSO/SPN/183/2010 Version-1 5. In this mode. 5. to pass a signal at danger etc. 5.15. 5.6 SHUNTING-In this mode. Isolation of the entire train borne equipment must result in disconnection of the system from the vehicle braking system. which affects safety and shall permanently command the Emergency Brake. or obstructed by any kind of obstacle.In this mode.8 UNFITTED.15. 5. Isolation of system must be recorded by the system as well as recorded in a non-resettable veeder counter.This mode enables the train to enter into a track section that could be already occupied by another train. the permitted speed.5 STAND BY-In this mode.The TPWS on-board equipment shall switch to the System Failure mode.15. 5.Effective from 30. Results of tests shall be displayed to the driver by means of suitable indications on the SDMI/DMI.15.3 SYSTEM FAILURE. if required under the rules for train operations: 5. Train movement is allowed in the sections not equipped with TPWS track side equipment 5. 5. In this mode. However it shall be possible to programme on board equipment to block one or more modes.. To avoid accidental/ unwarranted use. 5. the isolation arrangement of the equipment must be protected and sealed.06.14 Isolation of TPWS: System shall have provision so that TPWS is bypassed in case of failure situation.1 ISOLATION-This mode is entered by the TPWS on-board equipment when Isolation switch is operated by the driver to isolate from the onboard system physically from the brakes.g. the TPWS on-board equipment shall display the train speed. This shall be indicated to the driver by means of a visual indication which shall be available even if SDMI/DMI has failed.10 ON SIGHT. However.15 Modes: The current mode of TPWS on-board equipments shall be indicated to the driver by means of suitable indications on the SDMI/DMI. 5. is available on board. the target distance and the target speed to the driver (this list is not exhaustive).4 SLEEPING-In this mode.15. Specification for Train Protection & Warning System (TPWS) Page 16 of 29 .15. In this mode the TPWS on-board equipment has no responsibility except commanding the emergency brake. after the TPWS on-board equipment starts up.7 FULL SUPERVISION-When all train and track data.2 NO POWER-This mode is entered by the TPWS on-board equipment when it is not powered.15.15. under this mode TPWS shall not affect the normal working of locomotive including its brake system.

18. 5. enclosed and provided with mechanical dust proofing covers to avoid dust ingress and then mounted in a robust metallic housing so that entire assembly is capable of 6.1 It shall be possible to enforce Permanent Speed Restrictions (PSR) by feeding the information through switchable balises. speed overshoots of more than 5 kmph than permitted speed. 6. which can be accessed through PC/ laptop.This mode shall be entered after TRIP (refer 5.2 It shall be possible to enforce temporary speed restrictions by installing additional passive balises on track.1 TECHNICAL REQUIREMENTS The design of the system shall be robust and of state-of-art technology.16.17 Multiple traction units: It must be possible to use TPWS in multiple traction units by keeping the mode of on board system of other than leading unit in sleep or non-leading or isolation mode.16 Data Logging & Diagnostics: 5. 5. This mode shall be permitted by trackside. 5. c) it shall be possible to download and display different Balise telegrams and parameters of vehicle data.18. b) it shall be possible to download data of failures of sub-systems .16. The design shall be modular up to card level for ease of maintenance and fault troubleshooting. emergency brake shall be applied to stop the train. missing balise. Every recorded event shall be with date and time stamp and the balise ID. not remote controlled).15. in this mode.12 POST TRIP. Diagnostic/Analytical software will be provided to analyse the events logged in Log File.1 System shall be provided with diagnostic functions. 5.15. 5. defective telegram.15.15.15.13 NON LEADING. 5. Diagnostic software shall perform following minimum functions: a) it shall be possible to download data of logged events and selectively sort this data regarding emergency brake application.06.18 Speed Restrictions: 5.2 Specification for Train Protection & Warning System (TPWS) Page 17 of 29 . 5.11 TRIP-The TPWS on-board equipment enters into this mode when train passes manual stop signal at ON without following the procedure as described in 5. 5.2010 RDSO/SPN/183/2010 Version-1 5.In this mode. and a standard interface cable connected to the diagnostic interface of train borne computer and track side equipment to download or upload data.11) is acknowledged by the driver. the driver is permitted to change the direction of movement of the train and drive from the same cab.0 6.This mode is selected by the driver of non leading/ slave engine on his TPWS on-board equipment that is not electrically coupled to the leading engine (and so. service brake application. train trip etc. passing of manual stop signal at ON.10. All the cards should be suitably protected.14 REVERSING.2 Memory capacity of system shall cover logging of minimum one-week train running data.Effective from 30.

0A 3. current speed of the locomotive.7A 4.2010 RDSO/SPN/183/2010 Version-1 6. electronic interlocking.0A 2.7. vibrations.1 Simplified Drivers’ Machine Interface (SDMI). target speed and release speed. acknowledgement. which shall be user friendly. Service & Emergency Brake applications.06.7 Each driving cab/ each driving position (where there is only one cab in the locomotive having two driving positions) shall be provided with Driver’s interface to TPWS. SN Interference Current Overall Limit 1. Psophometric current AC traction 10. More than 5000Hz upto 50000 Hz 270mA 7. electromagnetic induction and electrical surges etc.Effective from 30. easy to operate.1 One of the following types of Driver’s indication-cum-control panel as indicated by the purchaser: 6.7. 6. over-ride operation etc. (iii) Suitable switches/ buttons for the driver to carry out required operations like Start-up.3 withstanding shocks. 6. when necessary. (ii) Display of current mode of the system. DC Component in AC mode 4. Specification for Train Protection & Warning System (TPWS) Page 18 of 29 .0A traction 5. Annexure-I & shall have at least followings: (i) Audio warning & visual indications for warning over speed. Psophometric current DC traction 2. spikes and to withstand external transients. target distance. Second Harmonic Component(100 Hz) in AC 3. Adequate provisions should be made in the design for suppression of internal transients. alarm resetting. traction return currents.6 The track side system shall be immune to electro-magnetic interference generated by thyristor/chopper-controlled locomotives. shall be as per layout drawing no. 50 Hz component in DC mode 2.4 Electromagnetic compatibility of the entire On-board equipment as well as track side equipments including interlinking cables shall comply with European Standards EN50238 for Railway Applications – Compatibility between rolling stock & train detection system and EN 50121 for Railway Applications – Electromagnetic Compatibility. field signalling equipment. The on board as well track side systems of TPWS shall be immune to following interference currents generated by locomotive/EMU etc. signalling cables and power supply arrangements as laid down in specification IRS: S 36 & IRS: S23. 1400Hz to 5000 Hz 400mA 6.5 The track-side system shall be Electro Magnetically Compatible to work in conjunction with the relay based interlocking.1. 6. as applicable. It shall consist of : 6. spikes and surges as per limits laid down in IEC-60571.4A 6. change of mode.

6. 6.7. OBCs with individual driver’s SDMI/DMI shall be provided in each of the driving cabs. 6. current speed of the locomotive. (ii) Display of current mode of the system. target speed and release speed.3 Green light indicating healthy condition of On Board TPWS.12 The On board equipment shall work on the DC power supply available in the locomotive (which is normally 72V DC in Diesel locomotives & 110V Specification for Train Protection & Warning System (TPWS) Page 19 of 29 . 6. Service & Emergency Brake applications. acknowledgement.which shall be user friendly.8 The On Board Computer (OBC) shall be capable of being connected to driver’s SDMI/DMI provided in each cab/ each driving position (where there is only one cab in the locomotive having two driving positions) of the locomotive. an atleast 8 position switch to select the configuration of different train characteristics predefined based on maximum permissible speed. alarm resetting. On EMU/MEMU/DMU.7. (iii) Selection menu for the driver to carry out required operations like Start-up.7. 6. (iv) Any other indications & selection menu as necessary for the operation of the system & to meet requirement of this specification.7.5 Non-resettable type electromechanical counter for recording the cases of emergency brake application.11 Application software of on board & Trackside / Line side equipments shall have user-friendly design tools to enable carrying out of configuration changes by the Railways. 6.Effective from 30. over-ride operation etc.7. when necessary.9 The equipment shall be so constructed as to prevent unauthorised access to the system both at track side and on board. wheel diameter etc. The train characteristics. train load.4 Red light indicating Faulty condition of On Board TPWS.1.2010 RDSO/SPN/183/2010 Version-1 (iv) Any other indications. 6. shall be loadable into OBC through the respective ports on the OBC module using special software tool. easy to operate. buttons and switchs as necessary for the operation of the system & to meet requirement of this specification.2 Where required by the purchaser. (v) Selection menu to select/ enter the minimum train parameters to select the configuration of different predefined train characteristics. 6. Selection/change of mode.2 CENELEC Drivers’ Machine Interface (DMI). target distance. shall be as per UIC/UNISIG specifications & shall have at least followings: (i) Audio warning & visual indications for warning over speed. 6. There should be provision of a key so that at a time only one SDMI/DMI/OBC is active & other gets locked.10 All equipments shall be provided with easily accessible test points to facilitate fault localisation.06. brake characteristics & any other relevant considerations. Provision shall be made for isolating functional areas with each module to assist with testing and fault localisation. 6.

00C 300 300 Wet.5 % 10 50 NaCl (weight) Iron Ore Hematite (Fe2O3) 20 20 Magnetite (Fe3O4) 2 20 Iron dust Braking dust 10 10 Coal dust 8 % sulphur 10 10 Oil and 50 50 Grease Purchaser shall select the class of the balise depending upon the requirement. One fixed balise & one switchable balise. The manufacturer/ supplier shall mention the maximum number of inputs & maximum number of channels an LEU can handle.1 % NaCl (weight) 10 100 Snow Fresh.16 6. lightning and spikes etc. LEU shall be capable of receiving minimum 10 signal inputs. 6. each signal on such lines shall be provided with two balises viz.15 DC in Electric locomotives/EMU/MEMU. 20 % water 300 300 Ice Non porous 100 100 Ballast Stone 100 100 Sand Dry 20 20 Wet 20 20 Mud Without salt water 50 50 With salt water. there shall be provision so that balise pertaining to opposite side signal/ movement are not read by the On-board system as per the direction of movement. with a variation of -30% / +20% over nominal voltage and a ripple factor of upto 15%) as input & shall derive other voltages required for the working of its sub-systems. Line-side Electronic Unit (LEU) shall also conform to the latest specifications issued by UIC/UNISIG and shall be suitable to work with Indian Railways’ Signalling System. as per site/ local requirements in addition to their compliance to Clause 6.14 6. It shall be possible to provide additional balises as infill for updating the movement authority in advance. Balise shall be guaranteed for operational compatibility with balise manufactured by different manufacturers. The balise shall be either class-A or class-B based on the limits of debris on the top of the balise as per following table: Material Description Layer on top of Balise (mm) Class B Class A Water Clear 100 200 0.17 6. Balise shall conform to latest approved specifications issued by UIC/UNISIG. For this.2010 RDSO/SPN/183/2010 Version-1 6. Surge suppresser and proper earthing arrangement shall be provided in power supply system of On board as well as track side systems to protect against transient voltages. It shall be capable of delivering minimum four separate channels so that at least four data balises may be driven upto 2500m.Effective from 30.13 6.4. 0.06. On common loop lines or single line sections on which bi-directional movement is permitted.18 Specification for Train Protection & Warning System (TPWS) Page 20 of 29 .

26 6. Fail safe relay shall be used for performing emergency brake operation. the normal operation shall be possible only when complete vehicle data has been re-entered. number of impulses per wheel revolution. low insulation or short circuit fault in connecting cable. wheel diameter. -30%) shall be made available by the railways at the signal location.06. LEU and Balise constituting track side system shall be designed in such a way that for any disconnection. Purchaser can specify the duration of backup in case it is required for more than half an hour. A suitable conversion from 110V AC supply to DC supply shall be provided by the supplier to work the track side system on DC power supply. These failures shall be on safe side. time.29 6. temperature changes. the information corresponding to most restrictive aspect of that signal shall be transmitted to OBC.23 6. Balise antenna and distance measuring unit of on board system shall be robust and housed in a casing which are waterproof and their operation shall not be affected by vibrations.25 6. Similarly. The manufacturer/ supplier shall submit the maximum power drawn by the On board and track side systems. shock. information corresponding to either the more restrictive of the two aspects or the most restrictive aspect of that signal shall be passed on to the OBC.28 6.24 6. the power drawn by on-board Specification for Train Protection & Warning System (TPWS) Page 21 of 29 .20 6.22 6. Manufacturer shall guarantee availability of spares throughout the life of the equipments. Balise and LEU of different manufacturers shall be interoperable with each other. There shall be a suitable DC back-up with charging arrangement to manage power outages for the minimum duration of half an hour. in the case of blank signals.21 6. The status of this relay shall be continuously monitored & any change in the status shall be logged with date & time. maximum vehicle speed etc. Manufacturer shall submit the expected life of the system/ sub-system. Likewise. The track side system of the TPWS shall work on DC power supply. humidity and other severe operating conditions to be expected in railway working.27 6.Effective from 30.19 6. Design of trackside system shall be such that in the event of simultaneous display of two conflicting aspects caused by defective components like signal lamp. However. Mounting arrangement of antenna shall be secured against severe vibrations.2010 RDSO/SPN/183/2010 Version-1 6. The balise antenna of on board system shall be so located and mounted on the appropriate part of the locomotive relative to centre of the track that it would function correctly over the Indian Railways’ limits of transverse and vertical movement. emergency braking deceleration rate. A nominal 110V AC 50 Hz power supply (with variation of +20%. It shall be possible to program on board computer via diagnostic PC for date. The system shall facilitate programming of braking characteristics of the system. a visual indication shall be given to the OBC and the information corresponding to most restrictive aspect of that signal shall be transmitted to OBC.30 The On Board system of a manufacturer shall be compatible & interoperable with Balise of another manufacturer & vice versa. Whenever an OBC is replaced.

000 MTBF of each card.31 6. of Signalling equipment shall be as per RDSO/SPN/144. maintenance & troubleshooting of the system to railway personnel as nominated by the purchaser railway.32 6.) OBC with JRU 25.000 Balise 1. Version No. The system shall be interoperable & compatible with the existing TPWS. diagnostics procedure including troubleshooting charts.6 Specification for Train Protection & Warning System (TPWS) . if already available on the section in case of addition/ alteration.000 TIU 15. In case of Cross-acceptance. iv) Version No.00. Page 22 of 29 7. However.2010 RDSO/SPN/183/2010 Version-1 6.000 BTM 25. v) Software checksum of EPROM(s) shall be provided as per RDSO/SPN/144. The braking algorithm along with input parameter shall be supplied by the manufacturer/supplier & got approved from RDSO before its implementation in the section. PERFORMANCE. Manufacturer shall provide following documents to purchaser for each equipment.000 SDMI/DMI 20.3 7. Manufacturer or supplier shall provide sufficient training in operation.0 7.000 LEU 60. iii) User manual with Do’s & Don’t.06.Effective from 30. purchaser shall mention details of the existing TPWS to which the system as per this specification is required to be inter-operable.000 Speed & Distance Measuring Unit 25.2 7. each sub-system and reliability figure of complete system shall be furnished.1 7. DOCUMENTATION & TRAINING REQUIREMENTS The MTBF of each sub-system of track side as well as On board system shall be as under: Sub-System Minimum MTBF (Hrs. The manufacturer/supplier shall submit list of recommended spare parts. ii) Diagnostics procedures including troubleshooting charts. which constitutes TPWS: i) Manual of Installation and Maintenance with pre-commissioning check list. as per manufacturer’s practice may be accepted.5 7.000 Balise Antenna 1.00.4 7. The national values to be adopted shall be got approved from the purchaser.33 system & track side system shall not exceed 350 watts & 100 watts respectively. TPWS shall have minimal impact on operations while providing accurate & reliable speed enforcement.

mist.5 (b) Sulphate: 7 mg / litre.0 8. upto and including interruption due to short circuit of 25 KV system.3 8.2 8. 50 ºC (ii) Temp. (ii) 55 ºC (stabled loco in shade) (Atmospheric) (iii) 65 ºC (working loco under sun) (Temperature inside locomotive may reach 65ºC. 1776 meter above mean sea level (i) Ambient temp. heavy sand or snow storms. Page 23 of 29 Altitude Reference site conditions Annual rainfall Dust Atmospheric conditions in coastal areas in humidity salt laden and corrosive atmosphere Specification for Train Protection & Warning System (TPWS) . The design of on board & track side systems shall take into account switching transients that may occur. dirt.7 ENVIRONMENTAL CONDITIONS The PCBs shall meet the requirements clause 6. in either the system or out side.8 of RDSO/SPN/144/2006.2 cm above the rail level. The system shall be suitable for traction application under the following environmental conditions: Maximum temperature (i) 75 ºC (stabled loco under sun).06.6 8. (Atmospheric) Humidity 90 % (Up to 100% during rainy season as per IEC 60721-3-5. inside engine compartment 65 ºC (iii) Altitude 160 m. Balise and LEU shall have minimum protection code of IP 67 and IP 54 respectively. presence of oil vapors and radiant heat etc.1 8.2010 RDSO/SPN/183/2010 Version-1 8. The dust content in air may reach as high a value as 1. On board as well as track side systems and system design shall take into account effect of lightning. The locomotive may have to run at 5 Kmph in a flood water level of 10. Max.4 8.) Minimum temperature -20 ºC. Train borne (external) equipment shall have minimum protection code of IP 67. On board & track side systems shall be capable of withstanding electrical transients either directly induced or indirectly coupled and shall be capable of meeting the supply related surge and transient. torrential rains. of any magnitude. to which rolling stock is normally exposed in service. Extremely dusty and desert terrain in certain areas.6 mg / m³.. (a) Maximum pH value: 8. Between 1750 mm to 6250 mm.5 8. All the equipment shall be designed to work in coastal areas in humidity salt laden and corrosive atmosphere.Effective from 30. The on board system shall be capable of operating efficiently in spite of dust.

i) Tests mentioned in clause 9.3 Type Tests: 9. all tests shall be carried out at ambient atmospheric conditions.3. following tests shall also constitute type tests: (a) Performance Test as per clause 10. following tests shall also constitute type tests: (a) Insulation Resistance test as per relevant clause of RDSO/SPN/144. concentration of chlorine: 6 mg / litre (d) Maximum conductivity: 130 micro Siemens/cm.2.2 For track side system. TESTS AND REQUIREMENTS The firm should have all essential Testing Equipments as per latest ‘Schedule of Technical Requirements’ (STR).2 for track side system and tests mentioned in clause 9. (b) Applied High Voltage test as per relevant clause of RDSO specification no.1 Specification for Train Protection & Warning System (TPWS) Page 24 of 29 . h) Interoperability Test/ Trial – The inter-operability of offered on-board system shall be tested with existing track-side system & interoperability of existing on-board system shall be tested with offered track-side system.3 for on-board system.06.3 For on board system. g) The system shall conform to the CENELEC standards for SIL-4 Railway Signalling.2 of IEC 60571 (b) Cooling Test as per clause 10.3 of IEC 60571 (c) Dry heat test as per clause 10..3. 9.5 of IEC 60571 9.Effective from 30. 9. RDSO/SPN/144.2. d) System level functional tests as per format approved by RDSO.3. 9.2010 RDSO/SPN/183/2010 Version-1 (c) Max. (d) Vibration tests as per RDSO specification no. 9. b) EMC as per European Standard EN 50121. RDSO/SPN/144. For inspection of material.0 9.3. RDSO/SPN/144.3.2. c) Sub system/ Card level functional test as per format approved by RDSO. f) Fail-Safety tests on one card of each type as per CENELEC 50129 standards.2.4 of IEC 60571 (d) Damp heat test as per clause 10. Software & hardware validation shall be done by accredited /reputed independent third party. relevant clauses of IRS: S 23 and RDSO/SPN/144 shall also apply.2 Unless otherwise specified.2. e) System Diagnostics test. The agency to be engaged for validation shall be got approved by RDSO.1 At least following tests shall constitute type tests: a) Visual inspection as per clause 10. (c) Environmental/ climatic tests as per RDSO specification no.

Acceptance Tests: At least following shall comprise acceptance tests a) Visual inspection as per clause 10. Routine tests: At least following tests shall constitute routine tests: a) Visual inspection as per clause 10.2. of track side system of existing TPWS with on board system being supplied.2010 RDSO/SPN/183/2010 Version-1 9.06. b) Insulation Resistance test as per relevant clause of RDSO/SPN/144. c) Sub system/ Card level functional test as per format approved by RDSO. f) Environmental Stress Screening (ESS) tests as per RDSO specification no.6 9.4.2.2. Any other tests as considered necessary by RDSO in consultation with the supplier/ manufacturer.6. RDSO/SPN/144.2.2 9.1 9. g) Any other tests as considered necessary by the purchaser.9 of IEC 60571 (h) Salt mist test as per clause 10.4. d) System level functional test as per format approved by RDSO.7 Supply over voltage.5 9.3.Effective from 30.2. c) Sub system/ Card level functional test as per format approved by RDSO. Any other tests as considered necessary by the purchaser.12 of IEC 60571 (k) Tests for reliability of electronics used in rolling stock as per RDSO specification no.4 9. b) Insulation Resistance test as per relevant clause of RDSO/SPN/144. Surges and electrostatic discharge test as per clause 10. d) System level functional tests as per format approved by RDSO.1 9. e) System Diagnostics test. Interoperability tests/ trials with the existing TPWS shall be carried out to establish the interoperability of On board system of existing TPWS with the track side system being supplied and similarly.2 9.4 9. Functional acceptance test: Manufacturer/supplier shall carry out acceptance tests on equipments to be installed for functional acceptance test.6.6 of IEC 60571 (f) Transient burst susceptibility test as per clause 10. One set of onboard system and 10 sets of trackside side systems shall be installed on the section and detailed trials shall be conducted by Page 25 of 29 (e) Specification for Train Protection & Warning System (TPWS) .7 of IEC 60571 (g) Insulation test as per clause 10. e) System diagnostics test.2.10 of IEC 60571 (i) Vibration and shock test as per IEC 61373 (j) Water tightness test for on board external components as per clause 10.2. ELRS/SPEC/SI/0015 of Oct 2001. Pre commissioning tests The manufacturer/ supplier shall carry out tests and provide certification that the system is meeting the specification for passenger service prior to the commissioning of the full system.

of Signalling equipment shall be as per RDSO/SPN/144. its part Nos. Software & hardware validation shall be done by accredited / reputed independent third party. In case of Cross-acceptance. Acceptance tests shall be carried out on equipments as per sampling plan mutually agreed by purchaser & manufacturer/supplier.8. as per manufacturer’s practice may be accepted. Manufacturer/supplier shall carry out routine tests on every equipment and the test results shall be submitted to the inspecting authority before acceptance tests.. The agency to be engaged for validation shall be got approved from RDSO.50126 containing detailed analysis of equipment and complete system. schematic diagrams of the system circuits/components.2010 RDSO/SPN/183/2010 Version-1 the purchaser for Functional Acceptance Test. Temp range. details for each type of assembled PCB.8 Initial Type Approval 9. tolerance etc.06. (k) User manual with Do’s & Don’t. Diagnostics procedure including troubleshooting charts. The Functional Acceptance Tests shall cover sequence through all required operations by means of purchaser approved static & dynamic scenarios to prove that the System performs in accordance with this Specification and that the local configuration data is acceptable. (f) Details of software algorithm flow chart along with test/validation procedure used and the results thereof. reliability & availability etc.1 Manufacturer shall furnish following information at the time of initial type approval: (a) Approach for RAMS as per CENELEC . RDSO/purchaser shall undertake acceptance tests on balance equipments/ systems. (h) The system shall conform to the CENELEC standards for SIL-4 or equivalent. (l) Details of Hardware e.g. as per relevant standards (SIL 4 or equivalent) from reputed agency having experience in this field.Effective from 30. (m) Software checksum of EPROM(s) shall be provided as per RDSO/SPN/144. (b) Design approach for the system and Salient feature through which fail-safety has been achieved (c) Proof of safety report or its equivalent giving complete tests and their results that have been undertaken by manufacturer or independent safety assessor (d) Verification and validation of safety. (e) Estimated analytical MTBF & MTBWSF (Mean Time Between Wrong Side Failures) figures for each sub-system and system as a whole. (j) Manual of Installation and Maintenance with pre-commissioning check list. (g) Version No. Specification for Train Protection & Warning System (TPWS) Page 26 of 29 . Version No. (i) The manufacturer shall submit details of all components. 9. Based on satisfactory performance of Functional Acceptance Tests for stipulated system-months.

Specification for Train Protection & Warning System (TPWS) Page 27 of 29 . the manufacturer shall also be required to submit the certificates (preferably from user railways) certifying the interoperability of their TPWS (track side as well as on board system) with the TPWS (track side as well as on board system) of the manufacturers whose TPWS are working on Indian Railways. 9.3 To obtain a type approval certificate. RDSO at their discretion. Visual inspection shall also be carried out after type tests have been performed to check whether any damage has occurred resulting from the test. 10. 10.2. 10.1 TEST PROCEDURES The test procedure shall be based on the system design. A Type approval certificate shall be issued to a manufacturer/supplier if samples pass all the prescribed tests in accordance with this specification.2 Quality of soldering and component mounting.1. 10.2.1 Constructional details.2. If the equipment/ system fails in any of the tests. unless this change has the approval of RDSO.8. 10.0 10. 10. material or manufacturing process is made subsequently.4 A type approval certificate once issued shall not be valid if a change in design. 10.1. 9. No failure shall be permitted in the repeat test(s).1 System level checking: 10.1 General track layout. In addition. 9. The methodologies to be adopted for various tests shall be decided taking into account the system design/configuration and shall be approved by RDSO. the manufacturer or supplier shall submit to the testing authority two numbers of samples.3 General workmanship. The visual inspection will broadly include – 10.2.2.1. for proving conformity with this specification.2 Visual Inspection The equipments shall be visually inspected to ensure compliance with the requirements of this specification.2.2.2.2.8. construction.8.2010 RDSO/SPN/183/2010 Version-1 9.2.2 Dimensional check.2 Only one set of systems (on board & track side) shall be tested for this purpose. Necessary details and documents required to be submitted for this purpose may be obtained from RDSO. In case of maintenance type approval.06. for conducting all the tests mentioned. may call for another equipment/ card(s) of the same type and subject it to all tests or to the test(s) in which failures occurred.1.4 Configuration. The systems shall successfully pass all the type tests mentioned in clause 9.Effective from 30. 10.3.9 Cross Acceptance Approval The cross acceptance approval shall be dealt as per the prevailing guidelines in this regard.2.1.2 Card level checking: 10. the samples shall be selected at random from regular production lots so as to be as representative as possible of the type under consideration.5 Mechanical polarisation on cards.

d) Available braking distance in the section e) The voltage of input power supply available for On board and track side system. 10.4 Proper housing of cards.3.2.1 General shielding arrangement of individual cards.4 10.5 Conformal coating.2.2 12. Since the quality of the equipment bears a direct relationship to the manufacturing process and the environment under which it is manufactured. All PCBs shall be enclosed in anti-static shield cover.0 11.13.3 10.1 12.2.0 12. 10.2.2. 11. The manufacturer/supplier shall submit along with prototype sample for type test.3 13.1 QUALITY ASSURANCE & WARRANTY All materials and workmanship used in manufacture of TPWS equipments shall be of good quality. 10.3. the manufacturer/supplier shall ensure Quality Assurance Program of adequate standard.0 Specification for Train Protection & Warning System (TPWS) Page 28 of 29 . PACKING The equipment and its sub assemblies shall be wrapped in bubble sheet and then packed in thermocole boxes and the empty spaces shall be filled with suitable filling material.2.3.3 Mounting and clamping of connectors.2. Each box shall be marked with code numbers. Printed circuit boards shall be separately and individually packed to prevent damage. the Quality Assurance Manual.06. contents and name of manufacturer/supplier.2 11. The equipment shall be finally packed in a wooden case of sufficient strength so that it can withstand bumps and jerks encountered in a road/ rail/ Air/ Ship journey. Legend printing. INFORMATION TO BE SUPPLIED BY PURCHASER a) Type of locomotives and their brake system on which the TPWS is to be installed. All test instruments shall be available with the manufacturer/supplier.2.2010 RDSO/SPN/183/2010 Version-1 10. The upside shall be indicated with an arrow.3 11. The entire TPWS including all its equipments and subsystems shall be under warranty for three years from the date of commissioning of complete system. 10. Boxes should have standard signages to indicate the correct position and precaution “Handle with Care” with necessary instructions.4 12.14 & 5.2.3 Module level checking: 10.3. Green masking.2 Indications and displays.Effective from 30.2 c) Type of signals where TPWS is to be installed.2. 11.2. b) Brake interface in terms of clause 4.

6. weight.Effective from 30. k) Purchaser shall specify the details of section. if required for more than half an hour.10. l) Details mentioning the UIC/UNISIG SRS/FRS version of existing TPWS system with which the TPWS as per this specification is required to be interoperable. (iii) Location of Signals. (vi) Details regarding type of locomotive such as Train control circuit with details of traction cut-off. g) Relevant G & SR rules applicable alongwith speed restriction limits. signaling details. reaction time etc. type of locomotive and brake system to be used in the section in terms of clause 4. where TPWS is to be installed. h) Class of balise in terms of clause 6.1.2010 RDSO/SPN/183/2010 Version-1 f) The duration of battery backup required for LEU. following information shall also be provided by the purchaser: (i) Availability of potential free contact of lamp proving relays (ii) Details of the section like gradients. (iv) Arrangement of release speed in terms of clause 5.1 (ii) c & 6.2.06. in connection with programming of braking characteristics in the OBC n) Any other relevant information. -----------x---------x--------- Specification for Train Protection & Warning System (TPWS) Page 29 of 29 . maximum sectional speed and route details of the section etc. deceleration factor.5 to 4. forward direction and reverse direction of locomotive. (vii) The train parameters like length of the train.3. battery terminal brake system details of existing wheel slip protection device etc.15 i) Type of Driver’s interface whether SDMI or DMI in terms of clause 4. j) Whether 8 position switch is required in terms of clause 6.7. permanent speed restrictions. m) After award of contract.7. (v) Potential free contact of Cab active.