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Wireless Sensor Network in Railway Signalling

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DOI: 10.1109/CSNT.2015.28

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 2015 Fifth International Conference on Communication Systems and Network Technologies

Wireless Sensor Network in Railway Signalling System

Jitender Grover Anjali

Department of Computer Science & Engineering Department of Computer Science & Engineering
M. M. University, Sadopur, M. M. University, Sadopur,
Ambala, India Ambala, India
E-mail: jitendergrover0101@gmail.com E-mail: anjaligrover0101@gmail.com

Abstract— In the Railway System, Railway Signalling System is the movement of the trains in between the stations and in
the vital control equipment responsible for the safe operation of station area is critical to the run time of the trains and
trains. In Railways, the system of communication from railway therefore, the throughput (number of trains that can pass on a
stations and running trains is by the means of signals through track section in a day) of the trains [3].
wired medium. Once the train leaves station, there is no
communication between the running train and the station or In section 2 we examine the Railway Signalling System.
controller. Hence, in case of failures or in emergencies in between Section 3 deals with the problems associated with the present
stations, immediate information cannot be given and a particular system of block working, signalling system construction and
problem will escalate with valuable time lost. Because of this maintenance. Section 4 summaries the research work done on
problem only a single train can run in between two nearest
stations. Now a days, Railway all over the world is using Optical railway signalling. We propose a system of railway signalling
Fiber cable for communication between stations and to send in section 5 using Wireless Sensor Network which can
signals to trains. The usage of optical fibre cables does not lend enhance line capacity by 3 to 4 times, increases accuracy
itself for providing trackside communication as in the case of without sacrificing safety. Section 6 concludes the paper.
copper cable. Hence, another transmission medium is necessary
for communication outside the station limits with drivers, guards, II RAILWAY SIGNALLING SYSTEM
maintenance gangs, gateman etc. Obviously the medium of choice
for such communication is wireless. With increasing speed and Railway transport service can be classified broadly into a
train density, adoption of train control methods such as transportation plan for the development of a train diagram,
Automatic warning system, (AWS) or, Automatic train stop traffic management (traffic control and route control), which
(ATS), or Positive train separation (PTS) is a must. Even though, manages train operation based on the train diagram,
these methods traditionally pick up their signals from track train control, which controls the speeds of trains and signal
based beacons, Wireless Sensor Network based systems will suit control, which operates railway signals or switches as shown
the Railways much more. In this paper, we described a new and
in Figure 1.
innovative medium for railways that is Wireless Sensor Network
(WSN) based Railway Signalling System and conclude that
Introduction of WSN in Railways will not only achieve economy
but will also improve the level of safety and efficiency of train
operations.
Keywords: Railway Signalling System, WSN, Optical Fiber, AWS,
ATS, PTS
I INTRODUCTION
Signalling systems in the Railway network, designed to
convey information to drivers in order to control train
movement, has evolved over several decades. Railways use
different signalling schemes with different types of signals
placed at different locations so as to enable train movement in
a safe manner [1]. It is possible that station tracks are occupied
and it is critical that a train stops rather than move on to the
station and cause a collision. It is also appropriate to point out
that the trains do not stop at most stations and the stations are Figure 1. A Typical Control System Railway
largely supposed to be in a run-through situation. However, These operations were previously done manually. However,
the signalling schemes play an important role in determining they have been replaced by systems using computers.
the actions of a train driver in terms of slowing down the
trains. This slowing down, when not required, has a significant A. Traffic Management System
impact on the run time of the train and also on the throughput Traffic management is used to control day-to-day train traffic
of the railway system. The station is typically several hundred and train routes based on the train diagram. It is not only to
meters and the approach to the station (where slowing up of operate trains as planned on the train diagram, but also to
trains could start referring to station area) is about 3 km. On include operation readjustment after a disturbance of the train
the other hand, mostly inter-station distance is about 7-10 km diagram due to accidents and so forth and how to restore the
on a trunk and 10–12 km on a subsidiary route [2]. Therefore, operation to normal condition and also includes achievement
control to sort out the results. Formerly, these operations were

978-1-4799-1797-6/15 $31.00 © 2015 IEEE 308

DOI 10.1109/CSNT.2015.28
done by phone communication at the control center. It had
been automated by a centralized system called PRC
(Programmed Route Control system). Figure 2 shows Railway
Transport Management system.
Figure 2. Railway Transport Management
B. Train Control System
If a train driver operates a train by just checking signals, there
is a possibility of accidents due to mistakes. In order to back
up human errors, various systems were developed and put into
practical use. These are a cab warning device to indicate that
the train is approaching a stop signal, automatic train stop
system (ATS) with additional automatic stop function, a new
ATS-P with a function to operate while comparing permissive
speed with running speed, automatic train control device
(ATC) which indicates permissible speed inside the train cab
and automatically puts on brakes based on the permissible
speed. Furthermore, digital ATC (D-ATC) transmits
information of stop point, where the train should stop, to the
on-board unit on the train, while the train recognizes its own
position, calculates the distance to the stop point, taking
curves, gradients etc. into consideration and the train
autonomously controls the brakes properly whenever
necessary.
C. Signal Control System
Control of railway signals and switches is done by using
metallic cables, by applying the current to many electric wires
and controlling switching ons and offs of lamps and relay
actions. Since this method requires wiring, at large-size
stations not only vast amounts of wiring work are needed, but
efforts are also needed for testing for confirmation.
Consequently, we are currently developing a network signal
control system which controls railway signals by transmitting
information through an optical network, sending and receiving
control data and information data between a Logic Controller
installed in the signal house at stations and a field controller
equipped in railway signals.
III PROBLEMS ABOUT RAILWAY SIGNALLING SYSTEM
A. Problems with Present System of Block Working:
Certain sequences of operations for sending and receiving
trains are imposed through block instruments. The operation
of the block instruments by the adjoining stations is done in
co-operation and the result of the operation is production of
authority to the driver to proceed into the block section. Thus
the advent of block working has also provided a means of
associating the movement of a train with the signalling system.
309
The purpose of block working through block instruments is to
establish one train at a time in the block section. However,
proving complete arrival of train still rests with the station
master. For this, trains are provided with a distinctive board at
the end of the last vehicle, which is checked by the station
master, thus ensuring the arrival of the complete train before
permitting the next train. Any failure on the part of station
master in observing the last vehicle board can lead to
disastrous situation. This is one of the major draw backs of the
present block instrument system.
B. High construction cost
There are many signalling devices along the track and these
are working collaboratively in transmitting electronic
information for controlling the signal. At present, this is
transmitted using signal cables, so many signal cables are
needed to realize complex control. But the cost of laying
cables or replacing them is making up the greater part of the
construction cost of the signalling system. So, it is hoped that
construction cost for laying cables or replacing them will be
reduced.
C. Mistakes in cable connection
For information to be transmitted by cables, connecting cables
must be correctly matched. When there has been an error in a
connection, a crash of the train and an accident which leads to
a derailment has occurred many times in the past. However,
because signalling equipment is installed near the track, this
matching operation must be done in the short time between
trains. Therefore, the possibility that the human errors such as
the connection mistake occur is high, and this is also becomes
very dangerous work for a person.
D. Long downtime:
At present, when faults have occurred, supervisors receive the
warning messages from the centralized supervising system.
But they can't get specific information (e.g. voltage, current,
and so on) about signalling equipment. All they can do is
arrange for personnel and send them to the area, to inspect the
cause of fault and to restore the signalling equipment. In this
way, it takes a large amount of time and it is very dangerous
for personnel. Therefore, we need a monitoring and
maintenance system that can get the information about
signalling equipment in real-time.
Most mass transit systems move people in groups over
scheduled routes. This has inherent inefficiencies. For
passengers, time is wasted by waiting for the next arrival,
indirect routes to their destination, stopping for passengers
with other destinations and often confusing or inconsistent
schedules. Slowing and accelerating large weights can
undermine public transport's benefit to the environment while
slowing other traffic. Wireless Sensor Network based
Signalling scheme attempts to eliminate these wastes by
providing efficient signalling and accurate location
management of the trains.
IV. RELATED WORK
An Enhanced Railway Transport System using FPGA
through GPS & GSM has been proposed in [4]. In this paper a
low cost transportation management system based on
integration of GPS and GSM data is designed. The system
uses global positioning system (GPS) for data collection from
trains and to show the location. To provide better service, the
notification of location is done through GSM. The system
consists of three modules which are wirelessly linked with
GSM modems: Vehicle section Module, BASE Station section
Module, User mobile section Module. GPS Module is installed
at every station and receives trains location information
coming towards that station from BASE Station module. In
[5], authors tried to solve handover problem in GSM for
railway (GSM-R). Proposed system provides Dynamic
Handover Margin Evaluation (DHME) technique that provides
dynamic handover margin according to the vehicle speed. In
[6], author proposed a new alarm system for railway crossing
based on GPS & GPRS Technology. In [7], authors proposed a
Global Navigation Satellite System (GNSS) which help to
increase safety, efficiency and system capacity in railway
transportation. This system also depends upon GPS
technology. In [8], authors proposed A Railway disaster
prevention system using GIS & GPS. GPS, GIS and GSM
system in railways always has the limitation of GSM antenna
range and does not work in remote areas. This is a computer
based system which totally depends upon availability of GPS
signal and installation of GPS in each train. This technology is
very hard to implement and not a cost effective one.
In [9], authors proposed an advanced pre-warning system
for railways to avoid collision between trains. System uses
RFID and FLIR cameras to do so. Proposed system is limited
with working of camera and RFID power supply. In [10],
Vision based Monitoring System with Railway Signalling
System for Train Emergency Stop has been proposed. The
vision based monitoring system detects possible accidents in
railway platform area by using multiple cameras and sensors
and immediately reports the detection results with alarm
message to the station and train. The system analyzes the
situation by using stereo vision image processing algorithm
and generates alarm messages for operators, such as station
employee and train driver. The system uses multiple stereo
and thermal cameras for providing duality and high reliability
in detection. However, train stop by manual operation has a
limit to emergency stop because of operator’s reaction time.
There is also a problem of installation of cameras and
signalling system attached with them. In a bad weather like
foggy days in winters cameras may not produce proper results
and can cause a failure.
A new method called Intelligent Collision Avoidance
System (ICAS) for avoiding frontal collision is proposed in
[11]. This is based on microcontroller and software designed
using assembly language. This system avoids the collision in
efficient way by modifying the status of two trains in the same
track when they are separated by three kilometers. This is
done by warning the driver both visually and by giving a
sound alert. A new vibration sensor is designed for censoring
the train on track. A transmitter is placed near the track of end
to end station of main track. The transmission frequency of
both the transmitters is equal. The proposed system is more
suitable than the existing ones and can give very accurate
results.
In [12], authors proposed Novel Railway Signal Control
System based on Internet Technology and its distributed
control architecture. Internet and Optical LAN used as
communication methods. This system eliminates the use of
electric cables to reduce human errors. Proposed system work
with Terminal Devices (FC) on railroad side and Central
Control Unit (LC). A Novel Railway signal control system
based on the Internet Technology has been proposed in [13].
Authors tried to make the system distributed using Internet
Technology and Optical LAN Technology for communication.
310
System has multiple communication paths for robust
transmission.
In [14], A Fail Safe Operation of Audio Frequency Track
Circuits for Railway Signalling has been proposed. The
absence of train in a section of track is confirmed by an Audio
Frequency Track Circuit (AFTC). Its objective of this paper is
to achieve fail-safe operation with regards to variable track
conditions and parameters. Its performance was analyzed with
a three wire track model. AFTC uses AC excitation at a given
frequency, thereby making joint-less track operation feasible.
Result shows that in installation practices like structure bonds
and cross bonds, could lead to failure of AFTC operation,
especially in the presence of breaks.
In [15], author developed a Railway signalling system
based on Network Technology. To remove the problems of
existing cable signalling system in railways used new
signalling system based on Ethernet-Passive Optical Network
(E-PON). Station train routes are controlled by the
interlocking equipment. Signalling System based on Network
Technology (SSNet) controls signalling equipment via E-PON
based on the route status from the interlocking equipment. The
system consists of the various equipments and each device
transfers necessary data to another equipment using Internet
Protocol (IP). When a fault has occurred, the supervisor can
monitor the specific status of signalling equipment and get
records of internal activity of signalling equipment.
An intelligent computing like AXLE Counter for train
detection, networked disjunction of point machine, dual
microprocessor or microcontroller in see saw mode in railway
signalling system has been proposed in [16]. It also includes
Auxiliary Working System for train drivers to warn them for
problems.
In [17], authors proposed an Improved Fault Location
system for Railway Distribution system using superimposed
signals. This energy supply fault location system is based on
tracing the superimposed signal and the work with fault
current detect sensor to trace the fault signal and transmit the
detected information via wireless network to the substation. In
[18], authors proposed a coexistence technology of safety,
reliability and flexibility in safety related real time system and
its use in railway signalling. In this paper authors defined a
Distributed Signalling System rather than Centralized System.
This system ensures the transmission between subsystem and
conformity of signal.
In [19], authors proposed Innovative Railway Signalling
system utilizing network and autonomous technology. Authors
remodelled the existing system and convert Function oriented
control logic into Device oriented control logic. Proposed
system integrates the logic controllers and encapsulates the
signalling logic into the signalling device.
In the previous literature we can observe that Railway is
using wired medium for signalling system. Cables are not easy
to deploy and in case of any failure, hard to maintain. Most
authors proposed GPS and GSM based signalling system. GPS
& GSM based signalling system has the problem of coverage
and not a cost effective solution. Wireless Sensor Network is
an effective solution of this problem and can achieve economy
as sensor nodes are very cost effective. The proposed system
is described in next section with its architecture.
 V. SYSTEM MODEL
In the proposed model we are going to use Wireless Sensor
Network in place of existing cable signalling scheme. Wireless
sensor network in railway signalling can remove all the
problems discussed in Section 3. Wireless medium is better
than the wired medium as wireless components are easy to
deploy and maintain and provide accurate information.
A. WIRELESS SENSOR NETWORK
Wireless sensor networks consist of a large number of
small battery-operated devices with sensing capabilities that
communicate by the means of short range wireless
transceivers [20][23][24]. Recent advances in wireless
communications and electronics have enabled the
development of low-cost, low-power, multifunctional sensor
nodes that are small in size and communicate with in short
distances. These tiny sensor nodes, which consist of sensing,
data processing, and communicating components, leverage the
idea of sensor networks. [21][22][26] Networks represent a
significant improvement over traditional sensors. Wireless
sensor networks usually consist of several thousands of sensor
nodes and are being deployed for a wide variety of
applications including military sensing and tracking,
environment monitoring, patient monitoring and tracking,
smart environments etc. [27] [28] Wireless sensor network
distinguishes itself from other traditional wireless networks by
relying on extremely constrained resources like energy,
bandwidth and capabilities of processing and storing data.
Applications for sensor networks often require nodes to
operate unattended for long periods of time on same batteries;
hence energy-efficiency is a major issue [29]. Usually, nodes
have limited hardware characteristics, such as low-cost
hardware, limited processing capabilities, low communication
bandwidth and a weak communication signal that operates at a
frequency that is shared with other wireless devices [30]. The
basic block diagram of a wireless sensor node is presented in
Figure 3. It is made up of four basic components: a sensing
unit, a processing unit, a transceiver unit and a power unit.
There can be application dependent additional components
such as a location finding system, a power generator and
mobilize [31].
Figure 3. Architecture of Wireless Sensor Node
B. PROPOSED SYSTEM ARCHITECTURE
Figure 4 shows the architecture of proposed model. System is
using wireless medium for communication rather than network
cables. In figure, S shows the wireless sensor node situated at
railroad side at a distance of 200 meters from each other.
Sensors used here are Transmit Only Sensors. These sensors
consume very less energy that increases the lifetime of the
sensor.
311
Figure 4. Proposed System Architecture
Sensors here can be provided with permanent energy source
as most of the railway lines are equipped with electric power
lines. For the distance of 10 Km between two stations we have
to deploy only 50 sensors. Every station will work as a sink
for sensor nodes as shown in figure. All sensor nodes send
data in adhoc manner and can be used for inter-station
communication, which is done telephonically in existing
Railway System. Here Station A is a source station and Station
B is destination station. Each Train has an Intelligent Sensor
which can process the data and display the results for the
driver of the train. Sensors near the railway track and in the
train can send and receive data to and from the sensors within
their range.
C. SIGNALLING PROCESS
We are not using any visible signalling system like Red, Green
or Yellow light signals. Signals are initiated by the sink at
station, transmit by the sensors on railroad side and received
by the sensor in the train. Data received by the Train Sensor
will be display on the screen in the train after processing. In
existing signalling system we can only send a signal to the
trains but we cannot receive any signal from the trains. In
proposed system we can receive speed and location
information from train sensor.
a) SINK at Source Station will send a departure signal to the
train at the time of departure.
b) Train sensor will start sending signal about its position
and speed to the nearest sensor on railroad side. After
receiving the signals from train sensor, sensors at railroad
side will transmit these signals to both the stations on
their sides in adhoc manner using other sensors on track.
c) After receiving the signal from the train sensor, source
station can send a signal for departure to another train on
the same track before first train reached the destination
station. In this way we can run multiple trains in between
two stations on the basis of location signals send by the
trains.
d) Stations can communicate with each other using sensor
network and send data when required. This
communication between stations is done telephonically in
existing system which is very slow and complex.
D. ADVANTAGES OF PROPOSED SYSTEM
To realize the customer’s needs for railway services,
modification of existing signalling system is needed. Proposed
Railway Signalling System provides all the facilities lacking in
existing signalling system. Some of the benefits of proposed
signalling system are listed below.
a) To increase frequency of the trains for congestion
mitigation, proliferation of the signals is done which enable
train interval shortened as shown in Figure 5. This is not
possible with the existing signalling system. If one train gets
late, it causes the delay of other trains as well, behind it.
Proposed system enables the congestion control in railways on
the basis of prior and accurate information of the trains. In
existing signalling system second train cannot be departed
from the source station until first one reaches the next station
on the track. After the manual confirmation of the arrival or
passing from the next station source station provides departure
signal to the second train. This is a very slow and inefficient
process but in WSN based signalling system we can run 3 or 4
trains in between two stations at a time.
Figure 5. Increasing of frequency of the trains for congestion
mitigation
b) Proposed system introduced the rapid train for cutting
the trip time and provides efficient passing facilities.
Figure 6. Introducing of the rapid train for cutting the trip time
Same sensor network can be used for providing the passing
information to both the trains. Run-through train is shifted to
main track and second train which is in front of passing train
will be shifted to side line as shown in Figure 6.
c) Proposed system realized the direct through operation
over multiple lines for improve the traffic convenience,
integrating of signalling systems that are composed for each
line is required as shown in Figure 7.
d) Proposed system also provide accurate train
positioning system to the railways and to the passengers
because of the frequent updated information provided by the
sensors to the sinks on both sides. Train location information
available on internet or to station enquiry counter is not
accurate enough to know the exact status of the train location.
By using WSN based signalling system an accurate view of
train locations can be displayed to the enquiry handler on
enquiry counter and the person there can handle passenger’s
312
queries more efficiently. This system avoids slow manual
telephonic communication between stations.
Figure 7. Realizing of the direct through operation for improve the
traffic convenience
e) Railway system has a very low tolerance for
accidents, because of the potential big number of injury and
death, huge financial losses and even worse social effects.
Proposed system achieves a high degree of safety which one
of the most important objectives of railway signalling system.
f) Existing Railway signalling system has the biggest
drawback that it does not work accurately in bad weather like
foggy days because it decreases the visibility of the signals but
proposed signalling system will work very fine in any kind of
weather condition because there is no visibility problem and
drivers will get all the information on their system screens.
g) Implementation of WSN bases signalling system can
lead to automation in railway engines and trains can be
operated without drivers and manual interference.
h) Proposed system can be used to have voice
communication with the driver in running train using adhoc
network devices and signals can be passed through sensors
deployed on track side [25].
i) To provide these services promptly, shortening of
construction period is required. However, current signalling
system takes long construction period for expansion. Because
expansion should be performed at off-line, and obtaining of
continuous and long time for construction is difficult.
Proposed system is easy to deploy and maintain in case of any
failure.
VI. CONCLUSION
This paper presents Wireless Sensor Network in Railway
Signalling System. As wireless sensor network can work in
remote areas and easy to deploy, it will suit the need of
innovative signalling system for railways. After comparing it
with traditional signalling scheme, we can conclude that
Wireless Sensor Network in Railway Signalling System will
improve the efficiency of the railways. Proposed signalling
system will help in increasing safety and accuracy with
economy. It will also help passengers to get exact location of
the train they are not getting now with existing telephonic
communication system. So WSN is an innovation for
Railways and fulfil the need of smart and intelligent
signalling.
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16, Issue 6 (III), DOI: 10.9790/0661-16637983, pp. 79-83,
Nov.-Dec. 2014.
[24] Jitender Grover, Shikha Sharma and Mohit Sharma, “A Study
of Geographic Adaptive Fidelity Routing Protocol in Wireless
Sensor Network”, IOSR Journal of Computer Engineering
(IOSR-JCE), ISSN: 2278-0661, Volume 16, Issue 5, Ver. IV,
DOI: 10.9790/0661-16548896, pp. 88-96, Sep-Oct. 2014.
[25] Rajneesh Gujral, Jitender Grover, Anjali and Sanjeev Rana,
“Impact of Transmission Range and Mobility on Routing
Protocols over Ad hoc Networks”, IEEE International
Conference on Computing Sciences, ISBN: 978-1-4673-2647-
6, DOI 10.1109/ICCS.2012.41, pp. 201-206, 2012.
[26] Jitender Grover & Reena Rani, “Probabilistic Density Based
Adaptive Clustering Scheme to Improve Network Survivability
in WSN”, IEEE Fifth International Conference on Computing,
Communications and Networking Technologies (ICCCNT
2014), Hefei, Anhui, China, DOI:
10.1109/ICCCNT.2014.6963132, pp. 1-7, July 11-13, 2014.
[27] Jitender Grover, Shikha & Mohit Sharma, “Location Based
Protocols in Wireless Sensor Network – A Review”, presented
in IEEE Fifth International Conference on Computing,
Communications and Networking Technologies (ICCCNT
2014), Hefei, Anhui, China, DOI:
10.1109/ICCCNT.2014.6962990, pp. 1-5, July 11-13, 2014.
[28] Jitender Grover, Shikha Sharma and Mohit Sharma,
“Optimized GAF in Wireless Sensor Network”, proceedings of
IEEE 3rd International Conference on Reliability, Infocom
Technologies and Optimization (ICRITO 2014), pp. 194-199,
October 8-10, 2014.
[29] Jitender Grover, Shikha Sharma and Mohit Sharma, “Reliable
SPIN in Wireless Sensor Network”, proceedings of IEEE 3rd
International Conference on Reliability, Infocom Technologies
and Optimization (ICRITO 2014), pp. 256-261, October 8-10,
2014.
[30] Anu Tanwar, Amit Rathee and Anjali, “Location Aided
Optimized SPIN in Wireless Sensor Network”, International
Journal of Science and Research (IJSR), ISSN (Online): 2319-
7064, Volume 3 Issue 6, pp. 1519-1524, June 2014.
[31] Anjali, Shikha & Mohit Sharma, “Wireless Sensor Networks:
Routing Protocols and Security Issues”, presented in IEEE
Fifth International Conference on Computing, Communications
and Networking Technologies (ICCCNT 2014), July 11-13,
2014, Hefei, Anhui, China.