A SEMINAR REPORT

ON
6 WEEK INDUSTRIAL TRAINING IN EAST CENTRAL RAILWAY (ECR)
HAJIPUR HQ
SIGNAL & TELICOMMUNICATION DEPARTMENT
SUBMITTED BY:

SANJEET KUMAR
REGISTRATION NO.-1308143
BRANCH:-ELECTRICAL & ELECTRONICS ENGINEERING

UNIVERSITY:-PUNJAB TECHNICAL UNIVERSITY

KAPURTHALA JALANDHAR (PUNJAB)-144020

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Abstract

This report takes a pedagogical approach in demonstration of communication system and

signal transmission throughout the machinery of railways. An effort to a significant
insight into the working of the devices of railways from view point of communication has
been made. The focus of this detailed study is divided into two aspects:
Telecommunication and Signaling. Besides, various communication systems are currently
being employed in the Indian railways. Factors like safety and reliability concerns are
discussed further. The design and architecture of various information systems are also
furnished. The detailed analysis is directed towards control logic for the railway
interlocking, type of communication protocols upon which the control systems depends.
Telecommunication part has been also discussed to make the report more comprehensive.
A newer improvement towards Centralized Traffic Control has also been highlighted for
the railway system to prove itself a reliable option for its travelers.

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Acknowledgement
We take this opportunity to express our profound gratitude and deep regards to our guide
Rajesh Sharan Sir (ASTE/UTS) for his exemplary guidance, monitoring and constant
encouragement throughout the course of this training. The blessing, help and guidance
given by him time to time shall carry us a long way in the journey of life on which we are
about to embark.
We also take this opportunity to express a deep sense of gratitude to Pramod Sir, for his
cordial support, valuable information and guidance, which helped us in completing this
task through various stages.
We are obliged to Ravi Prakash Sir (SSE, Hajipur HQ), Mukesh Sir, Raj Kumar Sir, and
Pramod Sir and also thankful to the staff members of Hajipur HQ, Sonpur Jn. And
Danapur Division for the valuable information provided by them in their respective fields.
We are grateful for their cooperation during the period of our training.
Lastly, we thank Almighty, our parents and our accompanying friends for their constant
encouragement without whom this training would not have been possible.

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Table of Contents

1Introduction...........................................................................................4

2Telecommunications............................................................................5
2.1 Optical Fiber Communications...................................................................................5
2.2 Quad Cable................................................................................................................. 9
2.3 PA Systems................................................................................................................10
2.4 Telephone Exchange..................................................................................................11
2.5 Mobile Communications............................................................................................14
2.6 FOIS...........................................................................................................................23
2.7 COIS...........................................................................................................................24
2.8 Internet....25
2.9 PRS.28
2.10 Control System.29

3Signaling..............................................................................................30
3.1 Basic Signaling....31
3.2 Interlocking. 32
3.3 PI and RRI34
3.4 EI...36
3.5 Centralized Traffic Control...38

Summary................................................................................................40
References..41

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1 Introduction
Indian Railways is one of the largest Railways in the world. Introduced in 1853 the
Railway network in India spread and expanded rapidly and has become the principal
mode of transport in the country. It has also absorbed advances in railway technology in
tune with the requirement of moving large volumes of passenger and the freight traffic.
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the
systems were nationalized as one unit, the Indian Railways, becoming one of the largest
networks in the world. IR operates both long distance and suburban rail systems on
a multi-gauge network

of broad,

meter

and narrow gauges.

It

also

owns locomotive and coach production facilities at several places in India and are
assigned codes identifying their gauge, kind of power and type of operation.

Its

operations cover twenty four states and three union territories and also provides limited
international services to Nepal, Bangladesh and Pakistan.

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2 Telecommunications
Telecommunication in

the

modern

era

is

the

science

and

practice

of transmitting information by electromagnetic means.

In earlier times, telecommunications involved the use of visual signals, such
as beacons, smoke signals, semaphore telegraphs, signal flags, and optical heliographs, or
audio messages such as coded drumbeats, lung-blown horns, and loud whistles. In modern
times,

telecommunications

involves

the

use

of

electrical

devices

such

as

the telegraph, telephone, and teleprinter , as well as the use of radio, microwave
transmission towers, fiber optics, orbiting satellites and the Internet, which is a vast
world-wide computer network.
A revolution in wireless telecommunications began in the first decade of the 1900s with
pioneering

developments

in radio communications by Nikola

Tesla and Guglielmo

Marconi.

2.1 Optical Fiber Communications

Fiber-optic communication is a method of transmitting information from one place to
another by sending pulses of light through an optical fiber. The optical fiber acts as a low
loss, wide bandwidth transmission channel. A light source is required to emit light signals,
which are modulated by the signal data. To enhance the performance of the
system, a spectrally pure light source is required.

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Fig 1: OFC cables

A thin glass strand designed for light transmission. A single hair-thin

fiber is capable of transmitting trillions of bits per second. In addition
to their huge transmission capacity, optical fibers offer many
advantages over electricity and copper wire. Light pulses are not
affected by random radiation in the environment, and their
error rate is significantly lower. Fibers allow longer distances to
be spanned before the signal has to be regenerated by expensive
"repeaters." Fibers are more secure, because taps in the line can be
detected, and lastly, fiber installation is streamlined due to
their dramatically lower weight and smaller size compared to
copper cables.

CONSTRUCTION OF OPTICAL FIBER

In the late 1970s and early 1980s, telephone companies began to use fibers extensively
tore build their communications infrastructure. According to KMI Corporation, specialists
in fiber optic market research, by the end of 1990 there were approximately eight million
miles of fiber laid in the U.S. (this is miles of fiber, not miles of cable which can contain
many fibers). By the end of 2000, there were 80 million miles in the U.S. and 225 million
worldwide.

Copper

cable is

increasingly

being replaced with

fibers

for

LAN backbones as well, and this usage is expected to increase substantially.

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Pure Glass
An optical fiber is constructed of a transparent core made of nearly pure silicon dioxide
(SiO2), through which the light travels. The core is surrounded by a cladding layer that
reflects light, guiding the light along the core. A plastic coating covers the cladding
to protect the glass surface. Cables also include fibers of Kevlar and/or steel wires
for strength and an outer sheath of plastic or Teflon for protection.

Fig 2: Inner Sections of OFC cable

Enormous Bandwidth
For glass fibers, there are two "optical windows" where the fiber is most transparent and
efficient.The centers of these windows are 1300 nm and 1550 nm, providing
approximately 18,000GHz and 12,000GHz respectively, for a total of 30,000GHz. This
enormous bandwidth is potentially usable in one fiber. Plastic is also used for shortdistance fiber runs, and their transparent windows are typically 650 nm and in the 750-900
nm range.

Single mode and Multimode

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There are two primary types of fiber. For intercity cabling and highest speed, single mode
fiber with a core diameter of less than 10 microns is used. Multimode fiber is very
common for short distances and has a core diameter from 50 to 100 microns. See laser,
WDM, fiber optics glossary and cable categories.

Fig 3: Diagram of total internal reflection in an optical fiber

The light in a fiber-optic cable travels through the core (hallway) by constantly bouncing
from the cladding (mirror-lined walls), a principle called total internal reflection. Because
the cladding does not absorb any light from the core, the light wave can travel great
distances. However, some of the light signal degrades
Within the fiber, mostly due to impurities in the glass. The extent that the signal degrades
depends on the purity of the glass and the wavelength of the transmitted light.

Applications

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Optical fiber is used by many telecommunications companies to transmit telephone

signals, Internet communication, and cable television signals. Due to much
lower attenuation and interference, optical fiber has large advantages over existing copper
wire in long-distance and high-demand applications. However, infrastructure development
within cities was relatively difficult and time-consuming, and fiber-optic systems were
complex and expensive to install and operate. Due to these difficulties, fiber-optic
communication systems have primarily been installed in long-distance applications, where
they can be used to their full transmission capacity, offsetting the increased cost.

2.2

Quad Cable

Fig 4: Inner sections of a quad cable

Conductor: Each conductor consists of round wire of annealed high conductivity

copper.

Insulation: Each conductor is insulated with solid medium/ high density

polyethylene insulation.

Quadding: Four insulated conductors stranded to form a star quad, two conductors
diagonally opposite forming one pair and the remaining two diagonally opposite
conductors forming the second pairs of the quad.

Laying Up: The quads are assembled to form a symmetrical core with a right hand
lay. Polyethylene strungs of required diameter may be used as fillers, if necessary, for

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proper circular core formation.

Filling and core wrapping: The cable core is fully filled with water resistant
compound which is compatible with the polythene insulation of the conductors. The
filled cable core is wrapped with at least one helical or longitudinally polythene
tape.

Poly-Al Laminate Moisture Barrier: Aluminum tape, coated with polythene on

both sides is applied longitudinally over the cable core with a specified overlap. The
taoe is seased and bonded to the inner surface of the polythene sheath.

Sheathing: The screened cable core is sheathed with black polythene compound.

Screening and protection: The cable core with inners sheath is surrounded by a
reasonably close fitted screen of Aluminum in the form of wires/strips/welded
aluminum tubing. The aluminum screen is wrapped with a single layer of woven tape
impregnated with Barium chromate with a specified overlap.

2.3 PA Systems
A public address system (PA system) is an electronic sound amplification and distribution
system with a microphone, amplifier and loudspeakers, used to allow a person to address
a large public, for example for announcements of movements at large and noisy air and
rail terminals.
The term is also used for systems which may additionally have a mixing console, and
amplifiers and loudspeakers suitable for music as well as speech, used to reinforce a

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sound source, such as recorded music or a person giving a speech or distributing the
sound throughout a venue or building.
Simple PA systems are often used in small venues such as school auditoriums, churches,
and small bars. PA systems with many speakers are widely used to make announcements
in public, institutional and commercial buildings and locations. Intercom systems,
installed in many buildings, have microphones in many rooms allowing the occupants to
respond to announcements.
Role of PA system in Human life safety
The PA system is capable of automatically managing an evacuation procedure by
providing instructions to occupants on what to do and where to go depending on their
location. By doing so, it will ensure the optimization of all fire escapes' capacity and
avoid congestion or crowding of fire escapes. In order to provide these, the fire alarm
panel is integrated to the system. This integration enables the system to determine which
floors or area is having an emergency and automatically conducts the evacuation process.

2.4

Telephone Exchange

The IR (Indian Railway) exchange network is a hierarchical architecture with 3 levels.

Highest level - Zonal Head Quarters (ZHQ) and Railway Board (RB)
Medium level - Divisional HQ (DHQ)
Lowest level - Important activity centers
All telephones shall be push button type. The signaling may be decadic or DTMF
Type. The telephones shall be of the following type:
- Ordinary
- Secretary and Executive type
- Digital
- Magneto
- 4 wire

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The exchanges shall be interconnected using manual trunks through Trunk Operators
Or through Subscriber Trunk Dialing (STD) channels.
All exchange shall be available on IR STD network subjected to availability of
Channels. Each exchange shall have a distinct STD code. Alternate routing shall be
Provided as far as possible.

Various components of the exchange system

a) Exchange hardware
b) Exchange software
c) Man Machine Interaction Terminal PC with Printer
d) Test and measuring instruments
e) Power supply Arrangement consisting of Batteries, Charger, Changeover panel and
stand-by system.
f) Intermediate Distribution Frame
g) Main Distribution Frame
h) Protection arrangement
i) Attendant consoles
j) Cable (underground and switch board)
k) Subscriber telephone set
l) Maintenance tools
m) Documentation
n) Lightning protection and earthling arrangement
The man machine language must be in English and user friendly. A VDU, keyboard
And a printer along with a PC must be available for interaction with the Exchange.
The exchange shall be worked with batteries on float. The capacity of the batteries
Shall be to provide minimum 8 hours back up. One set of battery, two chargers and a
Change over panel are to be provided for supplying power supply to exchange. The
Capacity of power supply arrangement shall be 30% higher than the exchange load.

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The charger shall be preferably SMPS (Switch Mode Power Supply) type.
Intermediate Distribution Frame:
The IDF (Intermediate Distribution Frame) shall have disconnecting type connectors
With facility for isolating exchange indoor and outdoor side. The cable terminals shall
be installed on a rack. Protection arrangement shall be available on IDF. All testing
For line side shall be done from IDF. The IDF may be accommodated in exchange
Equipment room.
Main Distribution Frame:
All outdoor cable shall be terminated on a rack forming the Main Distribution Frame
(MDF). This shall provide connectivity between outdoor cable and indoor switch
Board cable. The Main Distribution Frame shall be installed in a separate room but not
In the exchange room. An earth is connected across the frame for its entire length and
Preferably this shall be a copper strip clamped to the frame.
The outdoor cables shall be jelly filled underground type. The indoor cables shall be
Switch board cables. The outdoor cables shall be 20 pair, 50 pair and 100 pair
Capacity. The indoor cable shall be 5 pair, 10 pair, 20 pair and 50 pair. The outdoor cable
shall have outdoor Termination Box/Location Box with terminals
For proper termination of the cable. The indoor cable shall be terminated on CT boxes
Of appropriate size. The cables, cable Terminals in CT Boxes shall be planned with
30% spare capacity. All outdoor cable sheath shall be earthed while entering the
Exchange at MDF.
Lightning protection and Earthing arrangement:
The earthing arrangement shall be consisting of
- Earth pits minimum four with Earth electrodes connected in a ring
- Two earth wires connecting Earth Electrodes to Earth Distribution Frame
- Earth wires from each equipment to Earth Distribution Frame

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(Exchange rack, IDF, MDF, Charger, Battery, Gen set, Power panel, Cables)
Electrical Supply:
230 V AC single phase shall be available. With power lines suitable for taking the
Load, Alternate supply shall be provided either traction supply or DG set. The power
Supply shall enter the room through MCB and changeover switch with proper earthling
Arrangement.

2.5

Mobile Communication

Mobile Train Radio communication is a digital wireless network based on GSM-R

(Global System for Mobile Communication-Railway) designed on EIRENE (European
Integrated Railway Radio Enhanced Network) Functional requirement specification
(FRS) and System Requirement specification (SRS)
Basic features of GSM-R are
Point to Point call

Allows user to make a distinct call.

Voice Broad cast call

Allows groups of user to receive common

Voice Group call

Allows groups of user to make calls within

Emergency call

Allows user to call controller by short code or

Allows a user or an application to be reached

Functional addressing

by means of a number, which identifies the

relevant function and not the physical terminal.
Location dependent addressing Provides the routing of mobile originated calls
to

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Mobile communication process

MSC

TRAU

NI

BSC
BTS

BTS

BTSS
MOB
ILE

BTS

BTS
MO
BIL
E

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The system consists of following sub systems:

1. Mobile Station (MS)
2. Base Station Sub system (B SS)
3. Network and switching sub system (NSS) Operating sub system (OSS)
4. Dispatcher
5. Cab Radio
6. Power Supply Arrangement
The Radio link uses both FDMA (Frequency Division Multiple Access) and TDMA
(Time Division multiple Access). The 900 MHz frequency bands for down link and up
link signal are 935-960 MHz and 890-9 15 MHz respectively.
Frequency Used for GSM-R in Eastern Railway
Spot Frequencies
Uplink
( MS To BTS)
907.8 MHz
908.0 MHz
908.2 MHz
908.4 MHz
908.8 MHz
909.0 MHz
909.2 MHz

Dnli
nk
952.8 MHz
953.0 MHz
953.2 MHz
953.4 MHz
953.8 MHz
954.2 MHz
954.2 MHz

International Mobile Subscriber Identity (IMSI) It is used to identify the called

MS. It is not known to the user and is used by network only. IMSI is stored in SIM, the
HLR and the serving VLR. The IMSI consists of three parts: A three digit Mobile

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country Code (MCC), a two digit Mobile Network Code (MNC) and a Mobile Station
Identification Number (MSIN).
The directory number dialed to reach a mobile subscriber is called the mobile
subscriber ISDN (MSISDN) which is defined by the Numbering Plan. This number
includes a country code and a national destination code which identifies the
subscribers operator. It is stored in the HLR.
Mobile Subscriber ISDN number:
MSISDN is a number uniquely identifying a subscription in a GSM or a UMTS mobile
network. Simply put, it is the telephone number to the SIM card in a mobile/cellular
phone. This abbreviation has several interpretations, the most common one being "Mobile
Subscriber Integrated Services Digital Network-Number".
The MSISDN together with IMSI are two important numbers used for identifying a
mobile subscriber. The latter identifies the SIM, i.e. the card inserted in to the mobile
phone, while the former is used for routing calls to the subscriber. IMSI is often used as a
key in the HLR ("subscriber database") and MSISDN is the number normally dialed to
connect a call to the mobile phone. A SIM is uniquely associated to an IMSI, while the
MSISDN can change in time (e.g. due to number portability), i.e. different MSISDNs can
be associated to the SIM.

Mobile Sub system (MS) :

The MS consists of two parts

Subscriber Identity Module (SIM)

Mobile Equipment (ME)

The SIM is removable and can be moved from one terminal to another. It is
authenticated via a personal Identity Number (PIN) between four to eight digit. This PIN
can be deactivated or changed by the user. If PIN is entered incorrectly in three

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consecutive attempts, the phone is locked for all but emergency calls, until a PIN
unblocking key (PUK) is entered.
The SIM contains subscriber information and International Mobile Subscriber Identity
(IMSI).

Power Supply:
The Mobile handset is equipped with power supply arrangement (Li-ion battery). It is a
maintenance free battery having detachable independent charger to recharge the battery
after discharge. Charging indication on ME screen shows the status of charging.
The Mobile handset can be dynamically registered and deregistered in the network for
different functional numbers as per requirement of the subscriber (ME) by keying from
the key pad in a programmed manner and monitoring the action in the display unit of ME.
Base Station Sub system (BSS) :
The BSS connects the MS and the NSS. The BSS contains of three parts.
Base transceiver Station (BTS).
Base Station Controller
Trans Coder Unit.
Base Trans receiver Station (BTS) :
The BTS performs channel coding/decryption. It contains transmitter and receivers,
antennas, the interface to the PCM facility and signaling equipment specific to the radio
interface in order to contact the MEs. It processes the signaling and speech required for
Mess in air interface at one side (via antenna) and with BSC in Abis interface (through
PCM 2Mb/s in OFC network) at the other side. The general architecture of the Base
station is based on the following modules:

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 The Compact Base Common Function (CBCF) performs all common functions such
as concentration, transmission, supervision and synchronization. A CBCF can be
dimensioned according to traffic.
The Power Amplifiers (PA) amplify the RF signal delivered to antenna through the TX
combiner. Each PA is physically independent unit, characterized by its frequency
band; output power can be controlled independently.
The Driver receiver units (DRX) amplify the RF signals (two, for diversity), process
the TDMA frames and drive the power amplifier. Each DRX is associated with one RF
channel, connected to the Frequency Hopping bus (FH bus) in order to allow base
band hopping and packed as a physically independent unit. One TRX is then made
up of one PA and one DRX. Depending on frequency band, a specific DRX is
available to support EDGE (e-DRX).
The Transmission Combiners (TX combiners) combine the RF signals delivered by
several power Amplifiers and duplex them with the received signals. A variety of
coupling modules can be selected, depending on the type of combining (duplexer,
hybrid), the frequency band and the configuration (number of TRXs and antennas).
The reception multicouplers (LNAs + RX splitters) pre-amplify and split the
received signal towards the DRX receivers. A variety of RX-splitters can be selected,
depending on the frequency band.
The Alarm module (RECALL) collects internal and external alarms. The number of
external alarms is up to 8.
Fan tray is kept at the bottom of the cabinet for keeping the module inside cabinet cool
by air circulation inside cabinet.
Power supply card to receive 48V DC supply from external source and to cater
required supplies to different active modules inside BTS cabinet.
CPCMI board on front panel inside BTS cabinets equipped with different LEDs to
indicate different status of the equipment.
System Specification:
Power Supply =
PA TX Power =

- 48
30 W.
DC.

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Rx Sensitivity =

-110

Power Supply: 48V/16 Amp. DC supply i48 V/16 As provided for the BTS cabinet.
Low Maintenance lead-acid battery with capacity 300AH with a Battery Charger
(230V AC/48V 50 Amp. DC) shall be kept in float condition with load for this
purpose.

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Base Station Controller (BSC) :

In the BSS network, the BSC performs the tasks related to the BSS equipment
management & supervision and to the GSM call processing, mainly:

BTS supervision

Radio channel allocation

Radio channel Monitoring

Traffic management

TCU management

OMC-R link management

Handover procedures

Operation and maintenance request from the OMC-R processing

BSS configuration data and software storage

BSS performance counters management

Failure detection and processing

Trans coder unit (TCU):

The TCU carries out speech encoding/ decoding and rate adoption in data
transmission. It is designed to reduce the number of PCM links needed to convey radio
speech & Data channels between BTS, BSC & MSC. It enables code conversion of 16
Kbps channel from the BSC into 64 Kbps channels for MSC in both directions

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Functional Overview:
It performs the following main tasks related to communication switching and
transcoding:

Switching: the TCU manages a time division multiplexer connecting the BSC
and MSC.

PCM link management: Using the configuration data provided by the BSC,
the TCU configures and monitors the PCM links on the A and after interfaces.

Transcoding and rate adaptation: Coding/decoding of the speech frames

and rate adaptation of data frames.

TCU equipment management: OA&M functions: initialization, startup, clock

synchronization from A-interface links, supervision, fault management,
software and configuration management.

Network and Switching Subsystem (NSS):

The NSS supports the switching functions, subscriber profiles and mobility
management. The basis switching function in the NSS is performed by the MSC. This
interface follows a signaling protocol used in the telephone network. The MSC also
communicates with other network elements external to GSM utilizing the same
signaling protocol. The current location of an MS is usually maintained by the HLR
( Home Location Register) and VLR (Visitor Location Register). When an MS moves
to the Home System to Visited system, its location is registered at the VLR of the
visited system. The VLR then informs the MSs HLR of its current location. The
authentication center (AUC) is used in the Security data management for the
authentication of subscribers.

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NSS &BSS installed in some sections of Indian Railways are of M/s Nortel or M/s
Siemens make.

Data Bases
Home Location Register

Data base for management of mobile subscribers,

(HLR)

stores the IMSI, Mobile station ISDN number

(MSISDN) and current visitor location register
(VLR) address.

Visitor location Register

Keep track of the services associated with each MS

Catches some information from the HLR as

(VLR)

necessary for call control and service providing for

each mobile currently located in the geographical
area controlled by VLR connected to one MSC and is

Authentication center (AUC)

A protected data base which has a copy of the secret

Key stored in each subscribers SIM card.
This Secret is used for authentication and encryption

Equipment Identity ( EIR)

Over the radio channel. Normally it is locate close to

Contains a list of all valid mobile station equipment

Register

within the network, where each mobile station is

identified by its International Mobile Equipment
Identity (IMEI)

Power Consumption:

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The average power consumption is 18W. If the device in the idle made, the maximum
power consumption is 3W i. e. dark display.
Power supply arrangement of GSM-R system:
MSC (D.C. Supply)
IN (A.C. supply)
OSS (OMC-R and OMC-S) (A.C. supply)
Dispatcher (A.C. Supply)
All the equipments are run by an uninterrupted (-) 48V DC supply and 230V AC
supply.

2.6 FOIS
Freight Operations Information System (FOIS) was implemented in Indian Railways as an
initiative to leverage the use of Information Technology in the freight segment as an aid to
decision making and to ultimately improve the freight services. After successful
completion of trials and its implementation in Northern Railway, the system comprising
two modules- Rake Management System and Terminal Management System- was rolled
out to all the zones over Indian Railways. This was introduced, inter alia, to enhance the
accuracy and reliability of operating data to provide a real time view of transactions and
to serve as a decision making tool in allotment of rakes to customers and improved asset
turnaround.

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Fig
5:

System

Architecture

of

FOIS
The

design

conforms to

the

state of the

art

client server
technology
using
middleware and a Relational Data Base Management System (RDBMS). Application servers at
the CRIS are networked and linked to a central database for global level transactions. The central
database acts as the repository of all current and historical data. The application is interfaceready for web-based services like connectivity to customers and e-payment gateway interface.
Objectives of computerization
The objectives of computerization of freight operations included:
enhancing the accuracy, reliability and timely availability of basic operating data pertaining to
events in the field locations;
providing a wide range of information updated in real time facilitating operating management
for better planning, direction and control of freight operations and revenue accounting;
Efficient scheduling and quick turnaround of rakes to enable effective and optimum utilization
of the assets and resources;
facilitating acceptance of customers orders, billing and cash accounting of freight traffic from
identified nodal customer centers, which might not be the handling terminals; and

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 Global tracking of consignments in real time and seamless availability of pipeline of

consignments for timely planning and just in time inventory management.

2.7

COIS

Indian Railways have taken up implementation of Coaching Operations Information System

(COIS) for a better management of punctuality, coaching stock management and planning tools
relating to time tabling and rake link optimization and to improve overall efficiency of train
services.
Being developed by Centre for Railway Information System (CRIS), the Punctuality Module
seeks to provide terminals for installing in all control offices at the Divisions and the Zonal
Railway headquarters emergency control. The Zonal Railways have started the daily train
running data entry for testing and removing the software bugs.
Coaching Operations Information System (COIS): Captures events on Coaches/Rakes,
Generates Reports for Management of Coaching Stock. Data input predominantly at
Station/Coaching Yard level. Working on the system at station/yard level leads to generation of
required data (and memos for the operator).This works as input for MIS. All station/yard
activities from arrival to departure of rake are captured:

Yard stock entry

Dispute Resolve

Yard Position

Rake formation

Modify consist

Movement (Yard to yard)

Remove fit available coaches

Rake Examination

Search Feedbacks

Departure Reporting

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Send Feedbacks

Generate memo

Arrival Reporting

2.8 INTERNET

Fig 6: OSI reference model

The Internet is a worldwide network of computers and computer networks that can communicate
with each other using the Internet Protocol. Any computer on the Internet has a unique IP
address that can be used by other computers to route information to it. Hence, any computer on
the Internet can send a message to any other computer using its IP address. These messages carry
with them the originating computer's IP address allowing for two-way communication. The
Internet is thus an exchange of messages between computers.
The Internet works in part because of protocols that govern how the computers and routers
communicate with each other. The nature of computer network communication lends itself to a
layered approach where individual protocols in the protocol stack run more-or-less independently
of other protocols. This allows lower-level protocols to be customized for the network situation
while not changing the way higher-level protocols operate. Protocols are often talked about in
terms of their place in the OSI reference model (pictured on the right), which emerged in 1983 as
the first step in an unsuccessful attempt to build a universally adopted networking protocol suite.
For the Internet, the physical medium and data link protocol can vary several times as packets
traverse the globe. This is because the Internet places no constraints on what physical medium or

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data link protocol is used. This leads to the adoption of media and protocols that best suit the
local network situation. In practice, most intercontinental communication will use
the Asynchronous Transfer Mode (ATM) protocol (or a modern equivalent) on top of optic fibre.
This is because for most intercontinental communication the Internet shares the same
infrastructure as the public switched telephone network.
LAN:
Despite the growth of the Internet, the characteristics of local area networks ("LANs" computer
networks that do not extend beyond a few kilometers in size) remain distinct. This is because
networks on this scale do not require all the features associated with larger networks and are
often more cost-effective and efficient without them. When they are not connected with the
Internet, they also have the advantages of privacy and security. However, purposefully lacking a
direct connection to the Internet will not provide 100% protection of the LAN from hackers,
military forces, or economic powers. These threats exist if there are any methods for connecting
remotely to the LAN.
WAN:
There are also independent wide area networks ("WANs" private computer networks that can
and do extend for thousands of kilometers.) Once again, some of their advantages include their
privacy, security, and complete ignoring of any potential hackers who cannot "touch" them. Of
course, prime users of private LANs and WANs include armed forces and intelligence agencies
that must keep their information completely secure and secret.

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2.9 PRS
Reserved travel by Indian Railways is facilitated by the Passenger Reservation System
(PRS). PRS provides reservation services to nearly 1.5 to 2.2 million passengers a day on
over 2500 trains running throughout the country. The Indian Railways (IR) carries about
5.5 lakh passengers in reserved accommodation every day. The computerized Passenger
Reservation System (PRS) facilitates booking and cancelling of tickets from any of the
4000 terminals (i.e. PRS booking windows) all over the country. These tickets can be
booked or cancelled for journeys commencing in any part of India and ending in any other
part, with travel times as long as 72 hours and distances up to several thousand kilometers.
The PRS Application CONCERT (Country-wide Network of Computerized Enhanced
Reservation and Ticketing) is the worlds largest online reservation application, developed
and maintained by CRIS. The system currently operates from 5 Data centers. The server
clusters are connected together by a core network that enables universal terminals across
country, through which the travelling public can reserve a berth on any train, between any
pair of station for any date and class.

Fig 7: CONCERT Network Topology

The main modules of the PRS are the Reservation module, the Cancellation and
Modification Module, the Charting Module, the Accounting Module, and the Database
Module. The passengers request for reservation, cancellation and modification of journey
are handled by the system through requisition slips. Major outputs generated by the system
are Reservationcum-journey tickets, Cancellation/Modification tickets, Reservation Charts

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And Daily Terminal Cash Summary. The system is also capable of generating different
types of Management Information System Reports. The system was audited at ten zonal
railways namely Eastern Railway, Northern Railway, Southern Railway, Central Railway
(CR), Western Railway, South Central Railway, North Eastern Railway, South Eastern
Railway (SER), North East Frontier Railway (NFR) and East Central Railway (ECR).

2.10 Control system

Fig 8: Control Panel Room

The Control Organization of IR has primary responsibility for scheduling and running all trains,
and maintaining information on the positions and movements of all rolling stock. (These
functions are collectively known as control - an area of the railway network is said to be
'controlled' when a control office is in charge of it).A control chart is drawn up by the section
controller or his staff for each day. The chart plots distance along one axis (subdivided by block
sections, and showing stations, level crossings, etc., and time along the other.)The trains path are
plotted on the chart to show the progress they are making; the slopes of the paths indicate the
speeds. Colours are used to mark out different categories of trains; eg: red for mail and express
trains, blue for ordinary passenger trains, and black for good trains. Crack or link goods trains
are indicated by special colours. If a train is stabled at a station, a horizontal red line is used to
denote that. Normally, at the end of a run on a section, the guard for a passenger train hands in
his report of timings and reasons for detentions along the way, so that they can be reconciled
with the control chart. Each division or district has a control office. In some divisions, this
control office is in charge of all trains in the division or district. In other cases, in addition to the
headquarters control office there may be one or more outstation control offices which control
specific areas within the division. Each line is divided into a number of control sections for
convenience. Sometimes a line may be divided into more than one control section between yards
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to account for very dense traffic, and lines with very light traffic may be combined together into
one control section. Each control section has a 'control board' which includes the telephony
equipment for the control staff to talk to any of the stations, block cabins, yards, loco sheds, in
the control section. A control section normally covers about 150-200km of a railway line.

3 Signaling
Signaling is one of the most important aspects of Railway communication. In the very early days
of the railways there was no fixed signaling to inform the driver of the situation of the line ahead.
Trains were driven on sight. But several unpleasant incidents accentuated the need for an
efficient signaling system. Earliest system involved the Time Interval technique. Here time
intervals were imposed between trains mostly around 10mins. But due to the frequent breakdown
of trains in those days this technique resulted in rear-end collisions. This gave rise to the fixed
signaling system wherein the track was divided into fixed sections and each section was
protected by a fixed signaling. This system is still being continued although changes have been
brought about in the basic signaling methods. Earlier mechanical signals were used but today
block signaling is through electric instruments. In the mid-19th century mechanical interlocking
was used. The purpose was to prevent the route for a train from being set up and its protecting
signal

cleared

if

there

wasalready another conflicting route setup. The most modern development in signalinterlocking
is SSI- a means of controlling the safety requirements at junctions using electronic circuits which
replaced the relay systems supplied up to that time. In Indian Railways, first trial installation of
SSI was provided at Srirangam Station in 1987. Nowadays Track Circuits are used wherein the
current flow in the track circuit will be interrupted by the presence of wheels and a stop signal
will be shown. A proceed signal will be displayed if the current flows.

3.1 Basic Signaling

The absolute block system is the most widespread method of train working on IR. The block
sections may be handled manually or automatically, or by some combination of those. Some
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sections still use different forms of physical token systems such as the Neale's Ball Token
instruments.
Other than the block system some other special-purpose methods of train working are used in
some circumstances. There are many old and new kinds of signaling systems used by IR. Many
regions use lower-quadrant or upper-quadrant semaphore signaling (now with electric lamps for
night operation, but formerly using oil lamps). Many routes have been fitted with (automatic or
manual, 2-, 3- or 4-aspect) color-light signal systems that are electrically operated.
A few areas have seen the introduction of forms of centralized traffic control (CTC) in
conjunction with automatic colour-light signaling. (CTC was first introduced on the NER's busy
MG section between Gorakhpur and Chapra, and later on the Bongaigaon-Changsari section of
NFR.) The suburban section of Madras Egmore - Tambaram also has CTC.
Busy urban areas have electronic interconnections among the signal systems of the stations
within the areas. Suburban systems generally have colour-light signaling and automatic block
systems, sometimes with AWS or some form of automatic train stop systems (ATP, automatic
train protection) as well. Automatic train stop systems were tried on some main lines in the
1960's but were given up following excessive vandalism and pilferage of equipment and
maintenance problems.
Points and interlockings may be worked mechanically (rod or pipe linkages are common, but
earlier, double-wire systems were also used) or electrically (motor driven). Many points exist
which have to be manually operated at the location of the points after using a key to unlock the
points.

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Fig 9: Point Machines

Following British practice, IR's signalling is essentially route signalling where the signals
generally indicate which route has been set for a train, letting the driver choose the speed as
appropriate for the divergences, curves, etc. Of course no modern system of signalling is purely
route-based or speed-based, and there are elements of speed signalling in some of IR's signalling
as well.

3.2

Interlocking

In railway signalling, an interlocking is an arrangement of signal apparatus that prevents

conflicting movements through an arrangement of tracks such as junctions or crossings. The
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signalling appliances and tracks are sometimes collectively referred to as an interlocking plant.
An interlocking is designed so that it is impossible to give clear signals to trains unless the route
to be used is proved to be safe.

History of interlocking in India

Historically, before the advent of block instruments, access to sections of railway tracks was
done by the issuance of 'Line Clear' certificates by the station-masters of the stations to which the
sections belonged. The GIPR and EIR were in the forefront of mechanizing this process by
installing block instruments, semaphore signals, and interlocking. Paper Line Clear tickets are
still used in special circumstances and when communications have been disrupted. The adoption
of cabin interlocking progressed rapidly and by 1912 almost the entire Bombay-Delhi route was
equipped with it by the GIPR. Syke's Lock and Block systems were introduced on the BB&CI
Rly. And others starting in 1910 or so. Around this time track circuits and power signalling
(electric and electro-pneumatic) were also introduced for points and signals
These were used at major stations such as Bombay, Madras, and Calcutta. By 1931 more than
700 stations across India had interlocking. Lever frames from Tyer & Co., Westinghouse (60- or
70-lever frames were not uncommon) and others, and all-electric frames from Siemens (e.g., at
Madras Egmore and Madras Beach in 1935) were in use, as were many locally built lever frames
based on various British designs.
Mechanical Interlocking
Detector
A Detector is a very basic mechanical interlocking device that ensures that a signal can be pulled
off for a route only after the points have been set correctly for it. It also ensures that the tongue
rails for the points are positioned correctly (i.e., not warped to one side or another, for instance
because of being damaged in trail-throughs). The detector consists of a set of signal slides that
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operate perpendicular to the blade connected to the points which determine the route. The blade
connected to the points has a number of notches, matching the number of signals. Each signal
slide has just one notch. The notch on the signal slide fits into the notch of the point blade only
when the points are correctly set for the route of the corresponding signal. When the signal slide
is positioned in this way, it frees the signal to be pulled off. Then when the signal is pulled off, it
moves the signal slide such that the points cannot be changed because the notch of the point
blade fouls the signal slide.
Manually operated interlocking
This is a form of mechanical interlocking as well, but relies on the signalman to move about
from one set of points and signals to another carrying with him the keys used to operate them. At
small stations and on less busy branch lines various forms of manually operated mechanical
interlocking are still widespread.

Fig 10: Manually Operated Interlocking System

At points controlling catch sidings in hilly areas, often the interlocking is manual where the
driver has to use a key provided by the stationmaster or signalman of the last station before the
siding -- the key is inserted into the interlock box which notifies the signal cabin and the points
are then set for the main line and the signal is pulled off, giving the train authority to proceed.
(This system is common in many hilly areas, although busier lines with catch sidings are being
provided with automatically operating delayed signals where the points are controlled by a timer
and are set to the main line only after the train has halted for the prescribed period of time.)

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3.3 PI and RRI

Panel Interlocking (PI) is the system used in most medium-sized stations on IR. In this, the
points and signals are worked by individual switches that control them.
Route Relay Interlocking (RRI) is the system used in large and busy stations that have to
handle high volumes of train movements. In this, an entire route through the station can be
selected and all the associated points and signals along the route can be set at once by a switch
for receiving, holding, blocking, or dispatching trains.
Interlockings effected purely electrically (sometimes referred to as "all-electric") consist of
complex circuitry made up of relays in an arrangement of relay logic that ascertain the state or
position of each signal appliance. As appliances are operated, their change of position opens
some circuits that lock out other appliances that would conflict with the new position. Similarly,
other circuits are closed when the appliances they control become safe to operate. Equipment
used for railroad signalling tends to be expensive because of its specialized nature and failsafe design.
Interlocking operated solely by electrical circuitry may be operated locally or remotely with the
large mechanical levers of previous systems being replaced by buttons, switches or toggles on a
panel or video interface. Such an interlocking may also be designed to operate without a human
operator. These arrangements are termed automatic interlockings, and the approach of a train sets
its own route automatically, provided no conflicting movements are in progress.
Regardless of whether the mechanisms are controlled manually or by electronic circuits, and
whether they are operated mechanically or electrically, all interlocking schemes usually enforce
several or all of the following rules:

No signal can be pulled off unless corresponding points are set correctly.

Facing points are locked to the corresponding route when a signal is pulled off.

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Signals for conflicting movements cannot be pulled off simultaneously.

Points for conflicting routes cannot be set simultaneously.

Trailing points are locked to the rear when a signal is pulled off.

Distants, warners, repeaters, etc. cannot be pulled off unless the corresponding stop
signals are pulled off.

Gate stop signals cannot be pulled off unless level-crossing gates are blocked to road
traffic.
RRI and PI equipment is from Siemens and British manufacturers. In recent years interlocking
accomplished by modern integrated electronic circuitry instead of electromechanical relay
systems has come into use- Solid State Interlocking (SSI). SSI is in place at 14 stations
inIndia.SSI equipment is manufactured by RDSO. 210 stations have RRI installations, and 1970
have Panel Interlocking. 247 stations now have RRI installations and the number of stations with
Panel Interlocking has risen to 2,426.

3.3 EI
In the more advanced electrical or electronic interlocking schemes, the points and signals are
worked from one integrated mechanism in a signal cabin which features a display of the entire
track layout with indications of sections that are occupied, free, set for reception or dispatch, etc.
The interlocking is accomplished not by mechanical devices but by electrical circuitry -- relays
and switches in older electrical or electro pneumatic systems, and computerized circuits in the
newer electronic systems.
Electrical Interlocking
Electrical equipment of some kinds may be used even in the mechanical interlocking systems
described above (e.g., electrical relays that operate slotting). However, the basic operation there
remains mechanical in nature. In electrical interlocking, the fundamental mechanisms use
electric control extensively. Electrical interlocking often goes hand in hand with power signaling,
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although there are or were installations with electrical interlocking provided for semaphore
signals.
Relays
Relays of various sorts are used to turn on or turn off circuits that control signals, points, slots,
level crossing gates, etc. Track relays are used for track circuits. Signal relays control signals.

Fig 11 : Indoor Relay Room

Track Circuits
Track circuits are electrical circuits that are formed including the running rails. They are set up in
such a way that when a train is on the tracks that are part of the track circuit, the circuit is altered
in some way (usually, by current that normally flows in the track circuit being shunted through
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the conductive body of the train), thereby activating a detector which may then be used, e.g., to
set signals at danger for the section.

Fig 12: Track Circuit

Track circuits help with interlocked operation as they allow signals to be pulled off only if the
section of track they control is safely clear of any vehicles. They also remove the human element
of needing to scrutinize the track for the presence of trains that may be out of view of the
signalling staff or cabin men. Track-circuiting is mandatory in sections where visibility is a
problem, shunting operations are routinely carried out on the block section outside station limits
on the main running line, or if special situations exist, e.g., if the advanced starter is more than
one full train-length ahead of the most advanced trailing points of the station.

Axle Counters
Axle counters are devices that can count the number of axles of vehicles passing by them on the
track. Axle counters are installed at either end of the section of track of interest; when the
number of axles counted at entrance to the section is the same as the number of axles counted
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exiting the section, it means the train has passed through the section intact. Axle counters are
used in some cases where track circuits are hard or impossible to operate (e.g., where metal
sleepers are provided, making track circuit operation impossible without re-installing the track,
or where conditions are such that there is too much electrical noise and conductivity problems
that make track circuits unworkable).

3.4 Centralized Traffic Control

Centralized traffic control (CTC) is a form of railway signalling that consolidates train routing
decisions that were previously carried out by local signal operators or the train crews themselves.
The system consists of a centralized train dispatcher's office that control. The system consists of
a centralized railroad interlocking and traffic flows in portions of the rail system designated as
CTC territory. One hallmark of CTC is a control panel with a graphical depiction of the railroad.
On this panel the dispatcher can keep track of trains' locations across the territory that the
dispatcher controls. Larger railroads may have multiple dispatchers offices and even multiple
dispatchers for each operating division. These offices are usually located near the
busiest yards or stations, and their operational qualities can be compared to air traffic towers.
Key to the concept of CTC is the notion of Traffic Control as it applies to railroads. Trains
moving in opposite directions on the same track cannot pass each other without special
infrastructure such as sidings and switches that allow one of the trains to move out of the way.
Initially the only two ways for trains to arrange such interactions was to somehow arrange it in
advance or provide a communications link between the authority for train movements (the
dispatcher) and the trains themselves. These two mechanisms for control would be formalized by
railroad companies in a set of procedures called Train order operation, which was later partly
automated through use of Automatic Block Signals (ABS). Signals in CTC territory are one of
two types: an absolute signal, which is directly controlled by the train dispatcher and helps
design the limits of a control point, or an intermediate signal, which is automatically controlled
by the conditions of the track in that signal's block and by the condition of the following signal.

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Train dispatchers cannot directly control intermediate signals and so are almost always excluded
from the dispatcher's control display except as an inert reference.

Summary
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Railways transport is an important and inexpensive mode for travel in India.

In order to meet Indian Railways demands for extreme reliability, many developments in the
area of signal and telecommunication have been done in order to provide the most technicallyeffective solution.
Modern signalling systems using solid state interlocking auxiliary warning systems for
enhancing and ensuring safety, heavier rails, concrete sleepers, elastic fastenings, long span
bridges in pre-stressed concrete, improvements in overhead electric traction, use of information
technology in all area of railway working etc. are the other areas where Indian railways are
utilizing modern technology to meet the combined needs of traffic and safety. Still, there is a
great scope ahead for further improvements in the arena for efficient communications in the
railways on which engineers are pondering over for a better future in the Indian Railways.

References

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The following references have been helpful for preparation of this technical report along with the
guidance of our mentors and guides.
www.google.com
www.indianrailways.gov.in/railwayboard/.../telecom-man-idx.htm
Indian Railways-Wikipedia, the free encyclopedia

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