Description:TECHNICAL FIELD
[0001] The present disclosure relates, in general, to a train control system, and more specifically, relates to a method and system for the generation of unique train identification in gridlocked track-based train control environment.

BACKGROUND
[0002] Few existing methods used for unique train identification in track-based train control systems were based on track separation methods that required at least one-track gap for maintaining unique train ID’s. There are some examples of methods proposed in various literature that cater to track-based train control environment (TBTC), however, they all require the interleaving of tracks for track maintenance. These methods either require a combination of methods like axle counters with track circuits or complete communication-based train control systems for reliability and train ID maintenance.
[0003] For example, the US Patent titled “Train Detection”, Pub. No.: US 2003/0058119A1, Dates March 27, 2003 lists the issues with TBTC systems and proposes the philosophy of coupling axil counters with track circuits in an interleaving manner for efficient train ID maintenance. In another example, the book titled “An Introductory Handbook on Communications Based Train Control (CBTC)” CAMTECH/S/PROJ/2020-21/SP9/1.0, April 2021, clearly states the conventional methods used for train control systems. The time interval (being impractical) due to varying speeds of trains was rejected while the space interval method requires leaving a certain no. of tracks between two consecutive trains for efficiently identifying the trains.
[0004] The paper titled “A Comparison Analysis of Track-Based Train Operation System and Communication-Based Train Operation System for Train Safety”, TRB 2017 Annual Meeting by Tak, Choi, Lee, & Yeo provides an in-depth comparison of Track-Based Train Operation (TBTO) with Communication Based Train Operational (CBTO) using various scenarios in order to analyse the operational and cost feasibility of both systems. The paper concludes that in some scenarios when slow trains are frequently operated, the TBTO model performs better than CBTO model while in all other scenarios, the CBTO model provides better results. This is due to the fact that the TBTO model restricts the entry in fixed sections irrespective of the train position which is not the case with the CBTO model. The paper titled “Evolution of Communication Based Train Control Worldwide” by S.Morar, Thales Rail Signalling Solutions Inc., Toronto, Canada traces the history of train control mechanisms from legacy systems to TBTC to CBTC system. The paper highlights the issues related to movement within fixed track circuit blocks and how maintenance of track gaps was a necessity in the TBTC environment.
[0005] All the methods mentioned above require either combining multiple forms of detection methods or interleaving tracks between consecutive trains for efficient identification. The existing TBTC models work by restricting the entry in fixed sections which acts as a deterrent in increasing its efficiency. None of the methods caters to the situation where the existing system is TBTC and a high density of train traffic is present where it is not feasible to interleave tracks Further, the train identities are frequently lost when trains are reported from consecutive tracks. The invention described in the sections below aims to overcome these two problems in the TBTC environment.
[0006] Therefore, it is desired to overcome the drawbacks, shortcomings, and limitations associated with existing solutions, and develop a system that enhances the efficiency of the track-based train control (TBTC) system by providing and maintaining unique train IDs for trains situated on consecutive tracks.

OBJECTS OF THE PRESENT DISCLOSURE
[0007] An object of the present disclosure relates, in general, to a train control system, and more specifically, relates to a method and system for the generation of unique train identification in a gridlocked track-based train control environment.
[0008] Another object of the present disclosure is to provide a system that ensures the maintenance of multiple separate IDs of trains present on any two consecutive tracks.
[0009] Another object of the present disclosure is to provide a system that maintains the same train ID state parameters across all instances. These parameters are accordingly propagated according to the movement of respective train drops.
[0010] Another object of the present disclosure is to provide a system that allows for myriad possibilities for track-based communication systems viz. significant reduction in the runtime of multiple trains during peak hour traffic, avoiding safety-critical situations in case of train stacking
[0011] Another object of the present disclosure is to provide a system that maintains separate IDs in congested spaces such as interlocking or depots also ensures operating efficiency and enables operators to achieve target headways while also allowing faster passage of trains through these areas.
[0012] Yet another object of the present disclosure is to provide a system that adds another layer of safety to train movements at all times by providing an online visual source of identification and interfacing with the provided train ID.
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SUMMARY
[0013] The present disclosure relates in general, to a train control system, and more specifically, relates to a method and system for the generation of unique train identification in gridlocked track-based train control environment. The main objective of the present disclosure is to overcome the drawback, limitations, and shortcomings of the existing system and solution, by providing a field equipment manager that receives track occupancy status information, the field equipment manager is configured to determine whether the direction of travel information is available, determine the occupancy on next track according to the travel direction, determine occupancy status of the next track, determine whether the track has an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next Track and perform functions related to train ID maintenance.
[0014] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0015] The following drawings form part of the present specification and are included to further illustrate aspects of the present disclosure. The disclosure may be better understood by reference to the drawings in combination with the detailed description of the specific embodiments presented herein.
[0016] FIG. 1A illustrates exemplary track-based train control system, in accordance with an embodiment of the present disclosure.
[0017] FIG. 1B illustrates an exemplary system setup for the application server, in accordance with an embodiment of the present disclosure.
[0018] FIG. 2 illustrates an exemplary block diagram of train ID maintenance and transfer in the central server application, in accordance with an embodiment of the present disclosure.
[0019] FIG. 3 illustrates an exemplary flow chart of track occupancy status information propagation in the proposed system, in accordance with an embodiment of the present disclosure.
[0020] FIG. 4 illustrates an exemplary train ID maintenance scenario, in accordance with an embodiment of the present disclosure.
[0021] FIG. 5 illustrates an exemplary concurrent train movement on the main line, in accordance with an embodiment of the present disclosure.
[0022] FIG. 6 illustrates an exemplary concurrent train movement in-out from the depot, in accordance with an embodiment of the present disclosure.
[0023] FIG. 7 illustrates an exemplary graphical view depicting a normal train schedule, in accordance with an embodiment of the present disclosure.
[0024] FIG. 8 illustrates an exemplary graphical view depicting the train schedule, in accordance with an embodiment of the present disclosure.
[0025] FIG. 9 illustrates an exemplary flow chart of a method for operating train tracking system, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0026] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0027] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0028] The present disclosure relates, in general, to a train control system, and more specifically, relates to a method and system for the generation of unique train identification in gridlocked track-based train control environment.
[0029] The present disclosure relates to any train tracking system to improve the performance of the system without compromising on safety. The train management and monitoring systems around the world have evolved during the last two decades from the Traditional/Legacy Track-Based Train control (TBTC) systems to modern-day CBTC systems. The majority of the railway network systems existing today are legacy TBTC systems. The train movement on this TBTC system is based on a fixed block separation system which requires at least one-track separation between two trains to uniquely identify and track trains. The length of these tracks is variable and many a time a huge distance between two trains is left unoccupied just to cater to one track separation philosophy.
[0030] In the present-day scenario, when the traffic load on railways is increasing day by day, more trains need to be run on the same track network. The fixed block separation principal introduces a major bottleneck in increasing the number of trains plying on a given route. The proposed system caters to this problem by efficiently managing the train ID’s on consecutive tracks without compromising on safety. The present disclosure can be described in enabling detail in the following examples, which may represent more than one embodiment of the present disclosure.
[0031] The train tracking system includes a processor coupled to a field equipment manager, the processor receives track occupancy status information from the field equipment manager, the processor configured to determine whether the direction of travel information is available. The processor can determine the occupancy on the next track according to the travel direction, determine the occupancy status of the next track. The processor can determine whether the track have an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next track, facilitating effective tracking of trains with distinct ID’s on consecutive tracks and perform functions related to train ID maintenance.
[0032] In an aspect, the default directions assumed in cut-off mode are downline normal/upline normal based on the location of the track on downline/upline, wherein at-least one-track separation between consecutive trains is eliminated to reliably maintain train ID’s. The system comprises a database that retrieves the information used in deciding the next track in the current path when the direction of travel information is not present. The train ID maintenance at different points in time is obtained, wherein real-time situation awareness of train positions by assigning train ID is provided using the field equipment manager for effective decision making. When the occupancy status is false or the absence of a pervious train ID is associated with the track, then, a new train ID is associated with the track.
[0033] Further, the system includes central server that takes input from all the field equipment manager and converts into meaningful information for the display and the database. The central server is configured to perform reception of train information, classify and filter the train information to identify if they are the continuation of an existing train or a newly discovered train, perform the transfer of the train ID and perform maintenance of the train ID. The successive train information received from the field equipment manager is processed and associated with train identity information already created and maintained with the central server. The updated train identities and their association with respective track positions are to be maintained as per user configurations.
[0034] The advantages achieved by the system of the present disclosure can be clear from the embodiments provided herein. The system ensures the maintenance of multiple separate IDs of trains presents on any two consecutive tracks. The system maintains the same train ID state parameters across all instances. These parameters are accordingly propagated according to the movement of respective train drops. The system allows for myriad possibilities for track-based communication systems viz. significant reduction in the runtime of multiple trains during peak hour traffic, avoiding safety critical situations in case of train stacking.
[0035] The present invention provides a system that maintains separate IDs in congested spaces such as interlocking or depots also ensures operating efficiency and enables operators to achieve target headways while also allowing faster passage of trains through these areas. The system adds another layer of safety to train movements at all times by providing an online visual source of identification and interfacing with the provided train ID. The description of terms and features related to the present disclosure shall be clear from the embodiments that are illustrated and described; however, the invention is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents of the embodiments are possible within the scope of the present disclosure. Additionally, the invention can include other embodiments that are within the scope of the claims but are not described in detail with respect to the following description.
[0036] FIG. 1A illustrates exemplary track-based train control systems, in accordance with an embodiment of the present disclosure.
[0037] Referring to FIG. 1A, the track-based train control systems 100 is to maintain the location, characteristics, and identifications of trains. The system 100 can include platform 102, field hardware (104-1 to 104-3 (which are collectively referred to as field hardware 104, herein)), fibre optic connection (106-1 to 106-3 (which are collectively referred to as fibre optic connection 106, herein)). The platform 102 can include an application server 108, database 120, displays 122 (part of HMI), and peripheral hardware 124 resides on platform 102. The field hardware 104 (also referred to as field equipment manager 104, herein) for TBTC system includes physical tracks & signalling infrastructure. The fibre optic connection 106 between field hardware 104 and central server system 108 resides at platform 102. This is responsible for ensuring all communication b/w the train and central servers.
[0038] The processor 126 coupled to the field equipment manager 104, the processor 126 receives track occupancy status information from the field equipment manager. The processor configured to determine whether the direction of travel information is available. The processor can determine the occupancy on the next track according to the travel direction, determine the occupancy status of the next track. The processor can determine whether the track have an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next track, facilitating effective tracking of trains with distinct ID’s on consecutive tracks and perform functions related to train ID maintenance.
[0039] The combined data makes the situation aware of designated tracks by combining the inputs from various sensors and field hardware systems. This situation awareness is then provided to different decision support modules (central server system) or value additional modules (public announcement systems, communication radio systems) for additional knowledge generation which can then be presented to the operator for their action. Due to the nature of the track-based train control system, the main challenge along with the accuracy is to maintain minimum headway between any two trains as possible running on the same track in the same direction (one behind the other). The financial aspect of operation demands that to service the maximum number of people, the number of trains available should be maximum.
[0040] Due to variations in traffic during different times of the day, the requirement of trains at different platforms at different times of the day keeps varying. This requirement is met by preparing a timetable for the day addressing this need. This implies that amount of trains present in a small space during peak hours is going to be higher than during non-peak hours. This in turn creates the problem of spacing out different trains in small tracks (a division of railway line). To maximise trains, present in the vicinity of each other, it is desirable to have them on consecutive tracks and have them unambiguously maintain their unique train IDs.
[0041] The approach presented here works in this capacity, so as to maintain a unique train identity for trains present on consecutive tracks. The algorithm filters the tracks on which a previous train ID is present and differentiates them from fresh IDs being generated in the system. The primary challenge is maintaining those IDs as and when respective trains move and are decided according to the direction of motion. The algorithm also prevents mismatch or loss of train IDs in certain undesirable scenarios such as bunching of trains at a certain malfunctioning signal/point machine/maintenance block. Also, it prevents the situation when multiple trains are originating from depot or maintenance mode and entering the main line.
[0042] The following algorithm depicts the assignment of train ID to track occupancy in track-based train control environment.
1. Occupancy received at any given track.
2. Get the direction of travel by data received from CBI.
[0043] a. Default directions assumed in cut-off mode are DOWNLINE NORMAL/UPLINE NORMAL based on the location of the track on DOWNLINE/UPLINE.
3. Check for occupancy on the next track according to this travel direction.
[0044] a. Find the next track on point sections via data from the XML file.
[0045] b. Get the NORMAL/ REVERSE orientation of Point sections from CBI data.
4. If occupancy exists on the next track, abort processing.
5. Check for occupancy on the previous track according to this travel direction.
[0046] a. Find previous track-on-point sections via data from the XML file.
[0047] b. Get the NORMAL/ REVERSE orientation of Point sections from CBI data.
6. If occupancy exists on the previous track, check for any ID assignment on that track.
7. If the ID exists on the previous track, transfer that ID to the current track and make the current track the head track for this ID.
[0048] FIG. 1B illustrates an exemplary system setup for the application server, in accordance with an embodiment of the present disclosure.
[0049] Referring to FIG. 1B, the database 120, which is a local DB storage keeping track of the assigned properties related to trains and track field equipment. Modification is replicated and is useful during FTS and the initial boot sequence of the redundant server application.
[0050] Display 122, where a human-machine interface, (GUI) depicts real-time picture as well as the physical state of all tracks with assigned and constantly changing train identities. Also, it is useful for the overall view of the whole system and issues various commands to the underlying hardware and depicts their outcome. The central server 108 application takes input from all track field equipment and converts it into meaningful information for GUI, DBA and other external equipment. It is here that the functionality to carry out assignment, modification and maintenance of train Identities occurs.
[0051] The communication protocol 126 is essentially a series of standards and specifications for industrial telecommunication. It ensures safely encrypted communication between the underlying hardware and the software systems. The proprietary hardware of the TBTC system, which relays the physical picture of different field components comprising circuit-based devices which relay the actual occupancy at the physical location of that track.
[0052] Thus, the present invention overcomes the drawbacks, shortcomings, and limitations associated with existing solutions, and provides the system that ensures the maintenance of multiple separate IDs of trains present on any two consecutive tracks. The system maintains the same train ID state parameters across all instances. These parameters are accordingly propagated according to the movement of respective train drops. The system allows for myriad possibilities for track-based communication systems viz. significant reduction in the runtime of multiple trains during peak hour traffic, avoiding safety critical situations in case of train stacking. The present invention provides the system that maintains separate IDs in congested spaces such as interlocking or depots also ensures operating efficiency and enables operators to achieve target headways while also allowing faster passage of trains through these areas. The system adds another layer of safety to train movements at all times by providing an online visual source of identification and interfacing with the provided train ID.
[0053] FIG. 2 illustrates an exemplary block diagram of train ID maintenance and transfer in the central server application, in accordance with an embodiment of the present disclosure.
[0054] Referring to FIG.2, at block 202, at reception, the first step is where the train information from a combination of sensors and field equipment systems is converted into a common format and its coordinate conversion is done in a common reference frame. Sensors provide a physical reference frame and the central server system provided data in the global reference frame.
[0055] At block 204, the classification and filtering are performed. After the conversion of train information from various sensors and systems these are subjected to classification and filtering to identify if they are the continuation of an existing train or a newly discovered train. The direction of movement of track occupancy with respect to the previous and next track for the current track at this stage determines the fate of freshly received occupancy.
[0056] At block 206, Train ID transfer is disclosed, and the successive train information received from the field hardware system is processed and associated with train identity information already created and maintained with the server system applications. This attribute data can then be transferred to the associated tracks and the track can be updated based on the determined train ID in the new state.
[0057] At block 208, the train ID maintenance is performed, and the updated train identities and their association with respective track positions are to be maintained as per user configurations. The amount of time any identity is to remain alive and other user-updated attribute data is updated here. The passive application takes all this data from the train identity data provided by the active application. The global configuration parameters as applied in the active application shall be stored in the passive application and applied for track maintenance. Track drop shall be done in the passive application as it is done and received from the active application.
[0058] At block 210, switching for FTS is performed, where the change in any of the Train Identities is communicated from the active application to the passive application, for instant switching of state if it needs to become active. The sequence of becoming active can be predefined or based on any polling mechanism available. Once the application becomes active it starts communicating further changes in Train Identities with active status to the passive application.
[0059] At block 212, the data store is disclosed, where the global configuration parameters are fetched from the configuration or DB application as required. This data is stored in data structures for quicker processing.
[0060] FIG. 3 illustrates an exemplary flow chart of track occupancy status information propagation in the proposed system, in accordance with an embodiment of the present disclosure.
[0061] At block 302, the system receives track occupancy status information from the field equipment manager. At block 304, determine whether the direction of travel information is available. If yes proceed.
[0062] At block 306, if the direction of travel information is not available retrieve this information from the database. The information shall be used in deciding the next track in the current path. Determine the occupancy status of the next track.
[0063] At block 308, if occupancy status is false (it implies the track is empty) or no previous train ID is associated with this track, in such a case, a new train ID is associated with this track. Determine whether the track has an associated Train ID.
[0064] At block 310, if the train ID is already associated with the track, the train ID is transferred to the next track and functions related to train ID maintenance are carried out at block 312.
[0065] FIG. 4 illustrates an exemplary train ID maintenance scenario, in accordance with an embodiment of the present disclosure.
[0066] The scenario described in FIG. 4 where train ID maintenance at different points in time (t0, t1, t2, t3) is achieved using the current approach. The figure depicts two trains T1 and T2 on railway tracks. Time t0 shows the ideal situation where trains T1 and T2 are separated from one another by at least one-track distance. In this situation Track 2 and Track 4 shall transmit their occupancy status to the central server while no information is received from Track 1, 3, 5. Any TBTC system can easily maintain separate train IDs in this situation.
[0067] At time instance t1, Train T1 moves from Track2 to Track3. At this time instance, the central server has occupancy status from Track 2, 3, and 4. It depicts a single train covering multiple tracks. The system proposed here takes into consideration the direction of movement of trains along with train ID’s to effectively maintain Train ID’s and transfer train ID’s to successive tracks without swapping or dropping any train ID. The system transfers train Id T1 from Track2 to Track2&3 while Track4 maintains train id T2.
[0068] At time instance t3, Train T1 completely crosses Track2 and hence there is no occupancy report to the server from Track2. The occupancy status of Track3 and Track4 are maintained with Train Id T1, and T2 respectively.
[0069] The time instance t4 depicts the movement of Train Id T2 from Track4 to Track5. Using this algorithm, a significant reduction in the ability to run trains on consecutive tracks on a TBTC system is proposed to allow greater freedom of movement both in the main line as well as in constrained spaces such as depots. This improves the time in and out movement of trains from and to the depot. In the main line, this leads to a reduction in waiting times for the passengers reducing load at peak hours’ rush.
[0070] FIG. 5 illustrates an exemplary concurrent train movement on the main line, in accordance with an embodiment of the present disclosure.
[0071] In illustration FIG. 5, consider seven trains travelling in and out of respective platforms with no track separation between them. All trains are able to venture out of the platform on the main line without loss of identity and maintaining the least possible headway between them i.e., consecutive tracks.
[0072] FIG. 6 illustrates an exemplary concurrent train movement in-out from the depot, in accordance with an embodiment of the present disclosure.
[0073] In illustration FIG. 6, it can be seen that multiple trains can move on consecutive tracks without losing their identity. All these trains are stationed in a depot, whenever they need to be moved in or out, they can do so using the minimum possible tracks. These trains move out from their respective tracks onto a common track leaving the area one behind the other. Thus, overall time spent to bring out the trains in congestion can be curtailed to about half, since technically one-track separation needed between them has been curtailed to no track separation.
[0074] Using this algorithm, a significant reduction in runtime as well as headway between consecutive running trains is proposed.
[0075] FIG. 7 illustrates an exemplary graphical view depicting a normal train schedule, in accordance with an embodiment of the present disclosure.
[0076] The following graph1 shows the time vs platform graph for trains travelling along a line. The time axis shows the timing of the train as it leaves a particular station and reaches the next and so on and so forth. When we make this sort of graph for trains travelling using the normal TBTC plan, we can see during a 1-hour window from 00:00 hrs. to 01:00 hrs., we were able to fit 5 trains leaving station 1. But on the other hand, when we deploy trains using the proposed solution in Graph 2 we are able to fit in 6 trains in the same 1-hour window.
[0077] FIG. 8 illustrates an exemplary graphical view depicting the train schedule, in accordance with an embodiment of the present disclosure. As clear from the comparison between the two graphs, with this approach we are able to fit in 1 more train in the same one-hour window leading to a 20% increase in the frequency of movement.
[0078] Also, since headway has been reduced it eventually results in the increased number of trains per day as well as introduces a blanket cover window for allowing more dwell time at desirable stations and during peak public rush.
[0079] FIG. 9 illustrates an exemplary flow chart of a method for operating a train tracking system, in accordance with an embodiment of the present disclosure.
[0080] Referring to FIG.9, the method 900 for operating the train tracking system. At block 902, receiving by the field equipment manager track occupancy status information. At block 904, determine whether the direction of travel information is available. At block 906, determine the occupancy on the next track according to the travel direction. At block 908, determine the occupancy status of the next track. At block 910, determine whether the track has an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next track and at block 912 perform functions related to train ID maintenance.
[0081] It will be apparent to those skilled in the art that the system 100 of the disclosure may be provided using some or all of the mentioned features and components without departing from the scope of the present disclosure. While various embodiments of the present disclosure have been illustrated and described herein, it will be clear that the disclosure is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents will be apparent to those skilled in the art, without departing from the spirit and scope of the disclosure, as described in the claims.

ADVANTAGES OF THE PRESENT INVENTION
[0082] The present invention provides a system that ensures the maintenance of multiple separate IDs of trains presents on any two consecutive tracks.
[0083] The present invention provides a system that maintains the same train ID state parameters across all instances. These parameters are accordingly propagated according to the movement of respective train drops.
[0084] The present invention provides a system that allows for myriad possibilities for track-based communication systems viz. significant reduction in the runtime of multiple trains during peak hour traffic, avoiding safety-critical situations in case of train stacking
[0085] The present invention provides a system that maintains separate IDs in congested spaces such as interlocking or depots also ensures operating efficiency and enables operators to achieve target headways while also allowing faster passage of trains through these areas.
[0086] The present invention provides a system that adds another layer of safety to train movements at all times by providing an online visual source of identification and interfacing with the provided train ID.
, Claims:1. A train tracking system (100) comprising:
a processor coupled to a field equipment manager (104), the processor receives track occupancy status information from the field equipment manager, the processor configured to:
determine whether the direction of travel information is available;
determine the occupancy on the next track according to the travel direction;
determine the occupancy status of the next track;
determine whether the track have an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next track, facilitating effective tracking of trains with distinct ID’s on consecutive tracks; and
perform functions related to train ID maintenance.

2. The system as claimed in claim 1, wherein the default directions assumed in cut-off mode are downline normal/upline normal based on the location of the track on downline/upline, wherein at-least one-track separation between consecutive trains is eliminated to reliably maintain train ID’s.

3. The system as claimed in claim 1, wherein the system comprises a database that retrieves the information used in deciding the next track in the current path when the direction of travel information is not present.

4. The system as claimed in claim 1, wherein the train ID maintenance at different points in time is obtained, wherein real-time situation awareness of train positions by assigning train ID is provided using the field equipment manager for effective decision making
5. The system as claimed in claim 1, wherein when the occupancy status is false or the absence of a pervious train ID is associated with the track, then, a new train ID is associated with the track.

6. The system as claimed in claim 1, wherein the system comprises a central server that takes input from all the field equipment manager and converts into meaningful information for the display and the database.

7. The system as claimed in claim 1, wherein the central server is configured to:
perform reception of train information;
classify and filter the train information to identify if they are the continuation of an existing train or a newly discovered train;
perform the transfer of the train ID; and
perform maintenance of the train ID.

8. The system as claimed in claim 1, wherein the successive train information received from the field equipment manager is processed and associated with train identity information already created and maintained with the central server.

9. The system as claimed in claim 1, wherein the updated train identities and their association with respective track positions are to be maintained as per user configurations.

10. A method (900) for operating a train tracking system, the method comprising:
receiving (902), at a processor, by a field equipment manager to track occupancy status information;
determining (904), at the processor, whether the direction of travel information is available;
determining (906), at the processor, the occupancy on the next track according to the travel direction;
determining (908) occupancy status of the next track;
determining (910) whether the track have an associated train ID, wherein the train ID is already associated with the track, the train ID is transferred to the next track, facilitating effective tracking of trains with distinct ID’s on consecutive tracks; and
performing (912) functions related to train ID maintenance.