• This use case shall be invoked automatically on a user logging in to the
system.
• The projections shall be for a minimum period of 2 hours (configurable) from
the current system time.
• The projections should be based on the schedule of services for the
specified day and also include additional trains added up to that point including trains from contiguous board and from adjacent division captured through CAS.
• The projections should be based on scheduled departure,halt at stations and
the last reported event for trains (where applicable).
• The projections shall get refreshed in two ways:
Automatic refresh after every 3 Minutes.
Instantly at the request of the user.
• The projections to be shown distinctly as dotted lines
in the same colour assigned to different types of train.
• The system shall also display the probable status of
all passenger/express train as [BT/RT/LT (Actual quantum of delay in minutes)] instantly as a tool tip on pointing to the path of the train at every station and also at the end of the section or on reaching the destination (if within the same section), based on the direction of the train.
• In the case of goods train, the probable total hours of
duty of the crew from the signing on time, shall be shown as a tool tip when pointed on the path of the train.
• The system shall also enable filtering the view of
advance plotting based on either the direction of trains or on the type of the train (Pass/goods) or only for selected trains.
2.1.15 Alternative Flow
The system shall facilitate the user through a GUI to select the path of a particular train and alter its path manually (drag and drop).
• The events that can be changed as above shall include:
Increasing the inter station running time.
Change of crossing station.
Change of precedence station.
Change the reception order of a train during crossing.
Increase or decrease the scheduled halt at station (only for passenger trains).
Every such act shall cause the projections to change dynamically based on the revised co-ordinates assigned to the train.
• The system shall also facilitate the user (menu driven) to force well- defined detentions to a chosen train at a particular station or a block section based on expected outcome of a preceding event. This shall cause the projections to dynamically change based on the defined input.
Pre-Conditions
The user should have successfully logged in to the system.
• The basic referential data is maintained for validation under different
situations.
• In non-data logger environment and during failure of data-loggers, the absolute
responsibility to ensure the occupation of running lines shall rest with the station staff.
Post-Conditions
The projections regarding the arrival of a train with the train name shall
automatically be shown on the contiguous board (same or adjacent division) at pre- defined interval of time. The CAS, in case of interfacing between adjacent divisions, shall enforce this.
Business Rules
The Advance plotting logic initially shall be based on averaging actual data for 5 to 7 days picked up from the relevant physical charts. A matrix comprising of the different types of trains and their intersectional timings for various speeds would be developed based on this data. This matrix would be used as a base to forecast the position of the train. In the enhancement phase, this matrix would be continually refined by way of replacing the older data with more current data through a configurable untility.
The process of advance plotting of trains shall depend on the following parameters:
2.1.15.1 System of Working
• The System shall capture the type of block working between two
stations over the section.
• If the system followed is Absolute Block System, then
There can be only one train at any time over a block section
under normal working conditions.
In exceptional circumstances like abnormal working due to
Engine failure, Maintenance Blocks and Accidents, there can be more than one departmental train in the same block section. This relaxation is not applicable for a traffic train ( train carrying passengers or commercial goods).
The block stations are primarily of two types-‘B’ Class and ‘C’
Class.
‘C’ class stations are ideally located only in Double line sections and without any loop line. Therefore trains cannot precede at these stations. They are located between two ‘B’ class stations. The system should reckon the portion of the line between B-C-B as two block sections.
• If the system followed is Automatic Block System then
There can be normally more than one train in the block section
running in the same direction. The number of trains shall usually depend on the number of signaling sections available between the two stations. In reality, the number of trains at any point of time can also be more than the number of signaling sections.
The movement of trains is controlled automatically through the
track circuit/axle counters, which are interlocked to the signals affecting the run of the train.
In case of a Single line section, more than one train can follow
in the same direction from X to Y, but no train can leave from Y in the opposite direction till the arrival of all trains from X at Y, based on the established direction of traffic.
2.1.15.2 Characteristic of the section-Single Line/Double Line
• The system shall identify the section as single line or double line.
• If double line, then
Only precedence shall be projected between trains running in
the same direction based on speed differential. If Single line, then
Both precedence and crossing and shall be projected based on
the running pattern of following train in the same direction and trains running in the opposite direction.
2.1.15.3 Pattern of services on the day of run
The number of express/passenger trains to be run on a particular day of the week is dependent on the schedule of services. This would mean that a train might run over the division only on Wed or Fri or on both days. A few of the passenger trains are also not run on Sundays.
• The system shall identify the trains to be run normally on that day of
the week based on referential data.
• The projections for crossing or precedence shall be governed by this
critical factor.
• In the event of a daily train to wait for a non-daily train for scheduled
crossing at a station, the daily train shall not be allowed to wait on days in which the other train does not run.
2.1.15.4 Priority of trains
• The system shall follow the pre-defined order of precedence of trains,
which may be temporarily re-defined in exceptional necessity, through manual intervention by section controller. The default priority of train shall be:
1- Accident Relief Trains or Light Engine proceeding to accident spot
2- Mail/Express Trains [Rajdhani / Shatabdi]
3- Mail/Express Trains [Other than above]
4- Troop trains (Military Specials)
5- Passenger Trains
6- Mixed Trains
7- Inspection Specials
8- Goods Trains [Crack Trains / Other goods trains / Shunting trains]
9- Light Engine not going to accident spot.
10- Material Trains [Includes Track Maintenance Machines]
Based on the above order, the system shall assign a priority tag to each train in the following format “X.Y” where X shall indicate the priority order and Y shall indicate the sequence number of the train based on direction and the chronological order of its entry .
The sequence number of Up trains shall be in the order 2,4,6,8 etc and for the Down trains as 1,3,5,7 etc.
The sequence number shall be assigned separately for each section and get shuffled with exit of other trains from the section.
• In case of default priority being re-defined through manual intervention,
over the same group, the system shall re-assign the priority in relation to the preceding train.
• If the priority is to be changed temporarily to higher group, it shall be
assigned corresponding to that group.
• The re-assigning of priority shall be valid only for the particular day of run and do not change the pre-defined priority.
2.1.15.5 Commuter-sensitivity
• Some of the Passenger trains have been defined as commuter
sensitive over the entire run or over a specific section.
• These details are to be captured train wise and section wise and
flagged suitably.
• Such trains shall have over riding priority over trains immediately
above in the order. (e.g Passenger Train[5] over Express Train [3] ).
• In the event of a conflict between two trains in the same group, the
train assigned as commuter sensitive shall have priority over the other train, independent of all other parameters.
2.1.15.6 Availability of Running lines at stations.
• System shall maintain the details of number of lines, main or loop with
platform availability at all stations over the section.
• When the occupation details (optional) have been advised by the
station staff, the current status of the line shall be shown as occupied.
• When the occupation or non-availability has not been expressly
advised, the system shall deem the status of the line to be vacant.
• System shall ensure that at least one vacant line is available at a
station to permit movement of a train through that station.
o If the train is a stopping passenger train, the system shall also ensure that the vacant line is also a platform line (main or loop).
• System shall validate the no. of vacant lines at the station versus the
number of trains to be handled on account of crossing/precedence of trains at the time of conflict. The number of trains to be handled at a station shall always be equal to or less than the number of vacant lines at that point of time.
• If the number of vacant lines is less than two for a
crossing/precedence to take place, then
System shall not allow a crossing/precedence of trains at that
station.
If at least two lines are vacant at one of the adjacent stations
on either side nearest to the point of original conflict, then
o The crossing/precedence shall be fixed at this station.
• During crossing of two trains in a single line section, the system shall always
assign a vacant loop line for the first arriving train and the main line for the run through train (second arriving train).However,
If the first arriving train is a stopping passenger train at that
station, it shall always be assigned a platform line (loop or main) and the second train dealt with on the other vacant line.
If the first arriving train is a non stopping train (passenger or
goods) and the second arriving train is a stopping passenger train at that station, then the first arriving train shall be assigned the main line (if not the only platform line at that station) and the platform line (loop or main) shall always be assigned to the second arriving train.
2.1.15.7 Inter Station Running Time:
The inter-station running time (between two adjacent block stations) has to be computed based on the following factors:
(1) Bare running time
Passenger Trains
• The inter station running time based on booked speed is defined in the
• If the inter station running time is inclusive of any engineering or traffic allowance, then
The bare running time shall be computed duly deducting any such
allowance.
• If the inter station running time is inclusive of any additional time for
deceleration, operational stoppage (identified by a flag) and acceleration, on account of a scheduled crossing, then
The bare running time shall be computed by deducting 2 mts for
deceleration, 2 mts for acceleration in addition to the authorized duration of stoppage.
(2) Goods Trains
• The inter station running time for goods trains is based on a uniform
maximum permissible speed of 75 KMPH in BG and mentioned block section wise and direction wise separately.
• As loaded and empty goods trains do not run at 75 KMPH under actual field
conditions, the actual inter station running time shall be reckoned from the referential data for each block section (direction wise) based on the sub type of the goods train (in terms of type of wagons and load/empty condition).
• In respect of specified sub type of goods train where historical data is not
available for a particular section, the inter station running time (provided in WTT) shall be reckoned as detailed below :
In the case of empty goods trains, the value shall be decremented by
15 %.
In the case of loaded goods trains up to a gross load of 2500 Tonnes ,
the value shall be incremented by 15 %.
In the case of loaded goods trains above a gross load of 2500 Tonnes
, the value shall be incremented by 20 %.
In the case of Light Engines, the inter station running time shall be
theoretically calculated by the system based on the Maximum Permissible Speed for the particular type of locomotive over that section. (Time=Distance/Speed)
2.1.15.8 Block operating time
The block operating time is the additional time to be provided to facilitate the process of obtaining line clear. This would be necessitated in the following circumstances:
When trains run in the same direction in single line and double line
sections, then
o If T1 train has entered X-Y block section and T2 train has already arrived at X, the train T2 shall only leave after the arrival of T1 at Y plus an interval of:
5 minutes in Token Working sections.
2 minutes in Token less section.
When trains run in the opposite direction (in single line) and wait for
crossing at a station, then
o If T1 train has entered X-Y block section and T2 train has arrived at Y and waits for the arrival of T1 at Y, then T2 train shall only leave after the arrival of T1 plus an interval of:
5 minutes in Token Working sections.
2 minutes in Token less section.
2.1.15.9 Temporary Speed Restrictions
The loss of time on account of negotiating a stretch of temporary speed restriction shall be defined as under:
• A referential table shall be maintained (configurable based on experience) to
determine the time loss for various types of work depending on the length of the work spot, restricted speed and the type of the train.
• The trains shall be grouped as defined below:
Express/Passenger Trains (up to 10 coaches)
Express/Passenger Trains (11 –18 coaches)
Express/Passenger Trains (19 –24 coaches)
Loaded BOXN rakes.
Loaded Jumbo rakes
Empty Blocks.
Other goods trains
Light Engine/Tower wagon.
• The values shall be populated in units of 200 Metres
(upto a maximum length of 1000 Metres) for different speeds and different category of works.
• Based on the actual length, the system shall pick up the
that type of the train (e.g 1200 Metres means, value for 1000 plus value for 200).
• For works, which are not categorized, the user shall
specify the detention for each train(s).
• These offset values should be added to the bare running
time.
2.1.15.10 Passing through on a Loop
If a non stopping train (passenger/goods) is assigned to pass through on a loop line at a station during crossing or precedence, then
• A referential table shall be maintained (configurable based on experience) to
determine the time loss for various types of train.
• The trains shall be grouped as defined below:
Express/Passenger Trains (up to 10 coaches)
Express/Passenger Trains (11 –18 coaches)
Express/Passenger Trains (19 –24 coaches)
Loaded BOXN rakes.
Loaded Jumbo rakes
Empty Blocks.
Other goods trains.
Light Engine/Tower wagon.
The system shall select the time loss based on the type of the train from the
referential table.
The values forming part of the referential data shall not be station specific in
the initial phase.
This value shall be added to the bare running time.
2.1.15.11 Unusual occurrences including Failures
In the event of any unusual occurrences including failures at a station or block- section affecting the train, then
• In case of Block Failure between X-Y, a default time loss of 5 minutes
shall be reckoned for each train only at X. (During Block Failure, no train can run through a station even if not booked to stop).
• In case of failure of reception signals and the Calling On-signal facility
is available at this station, the extra time during failure shall be reckoned as 3 minutes in the block section for each train.
• In respect of other failures, the user shall assign the anticipated
detention for each train(s).
This factor shall enable the system to identify the first arriving train at a point during conflict.
2.1.15.12 Shifted Timings (PTT)
In the event of a passenger/express train arriving before time at specified stations, shifted timings have been prescribed adhering to which trains can start ahead of the departure time notified in the working time table from that station.
• In such situation, the system shall reckon the scheduled halt at that
station from the time of arrival only up to the shifted departure time.
• If not specified, the train can depart only at the departure time as per
WTT even if it arrives before time.
2.1.15.13 Engineering /Traction Blocks
If any maintenance block has been permitted in a block-section, then
• In single line sections,
The system shall cause all traffic trains to get regulated at stations on either side based on availability of vacant lines till the completion of block.
The advanced plotting shall project further movement of trains only on
expiry of the block period (estimated end time).
• In double line sections,
If only Up or Down line is affected, then only trains scheduled to run
on the relevant line shall be regulated. The advance plotting should continue to be displayed for the trains running in the in unaffected line.
If the user enforces temporary single line working, system should
enforce the rigidity of single line working on the unaffected line during such period.
The inter station running time for wrong direction trains shall be
calculated at a speed of 25 KMPH. A delay of 10 minutes shall be added for dispatch and reception of each wrong direction train between the two stations for the purpose of advance plotting
2.1.15.14 Running characteristics of the train
• This feature shall be applicable only for goods trains.
• The system shall have the capability to calculate the actual running
time for the train over a continuous stretch of 3 block sections (without any
temporary speed restrictions or unusual occurrences or halts for the train) from the third station reckoned from the starting station. This value shall be compared with
the bare running time for the same stretch based on the referential data to arrive at the percentage of increase or decrease in the actual running time.
If there is an increase of 10 - 20% in the actual running time,
the system shall cause the further advance plotting to be based at a
incremented rate of 10 % over the values prescribed in the referential data for the specified sub type of the train.
If there is a decrease of 10 - 20% in the actual running time,
the system shall cause the further advance plotting to be based at a decremented rate of 10 % below the values prescribed in the referential data for the specified sub type of the train.
Any increase or decrease over 20 % shall be reckoned as an
aberration and discarded.
• The system shall also have the capability to calculate the average
speed of the train over a continuous stretch of 3 block sections from the third station