A PROJECT REPORT ON SUMMER TRAINING

INDIAN RAILWAY(NWR)

SIGNAL AND TELECOMMUNICATION

SUBMITTED IN PARTIAL FULFILLMENT FOR THE AWARD OF THE DEGREE OF BACHELOR OF TECHNOLOGY

ELECTRONICS & COMMUNICATION ENGINEERING DEPARTMENT VIVEKANANDA INSTITUE OF TECHNOLOGY (EAST), JAIPUR

SUBMITTED TO:
MR. SUBHAS CHAND JAT LECTURER ECE DEPTT.

SUBMITTED BY:
AKSHAY KUMAR JAIN B.TECH.-ECE VIT(E),JAIPUR

ACKNOWLEDGEMENT
Training is one of the important aspects for an engineering students carrier. It is basically to strengthen the practical concepts. During this training student gets acquainted with the latest technology and recent development. Firstly, I convey my sincere thanks to all the employees of NORTH WESTERN RAILWAY, JAIPUR. Their love and guidance are omnipotent and incompatible throughout the training period. I convey special thanks to Mr. R.A. Saini for providing me the opportunity to undergo this training and I also express thanks to all members for their help and co operation.

AKSHAY KUMAR JAIN

PREFACE
Engineering students gain theoretical knowledge only through books. Only theoretical knowledge is not sufficient for absolute mastery in any field. Theoretical knowledge in our books is not of much use without knowing its practical implementation. It has been experienced that theoretical knowledge is volatile in nature; however practical knowledge imparts solid foundation in our mind.

This report is in fact a summary of, what I have learnt and seen during my training in Railway Organization, Jaipur. Succeeding chapters give details what I have learnt in Divisional Railway Manager (DRM) Office, Jaipur

AKSHAY KUMAR JAIN

CERTIFICATE
This is to certify that Mr. Akshay Kumar Jain Student of B.Teh. VII sem.ECE, VIVEKANAND INSTITUTE OF TEHNOLOGY-EAST, Jaipur, was given training in North-West Railway, Jaipur. During Training period he was imparted practical training in Automatic Electronic Exchange, Microwave Communication, Rail net, Passenger Reservation System and Optical Fiber Communication. He is very industrious student taking keen interest in practical training. I wish him all the success in future.

INDEX
1. Introduction7 1.1 About Indian railway7 1.2 About Signal & Telecommunication9 2. Railway signaling11 2.1 Blok signaling11 2.1.1 Entering and leaving a manually control block11 2.1.2 Permissive and absolute block.12 2.1.3 Automatic block...12 2.1.4 Fixed block...12 2.1.5 Moving block...12 2.2 Fixed signaling..13 2.2.1 Mechanical signal...13 2.2.2 Color light signal14 2.4 Cab signaling14 3. Communication system..15 3.1 Overhead communication.15 3.2 Underground communication...15 3.3 Microwave communication..16 4. Microwave communication17 4.1 Frequency spectrum17 4.2 Microwave generation.18 4.3 Importance of microwave19 4.4 Use of Microwave19 5. Interlocking21 5.1 Route relay interlocking...21 5.1.1 Relay21 5.1.2 Basic design & operation of Relay..22 5.2 Control panel.23 5.3 Indication panel.23 5.3.1 Points24 5.4 Point indication..24 6. Train traffic Control..25
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6.1 Object of Control..25 6.2 Type of Control system26 6.3 Brief description of the DTMF signalling method..28 6.4 Working principle of DTMF Control equipment30 7. Optical fiber32 7.1 Principle of Operation..32 7.2 Advantage of Optical Fiber..33 7.3 Optical Fiber communication...34 7.4 Application of Optical Fiber35 8. Rail net..36 8.1 PRS38 8.2 UTS41 9. IRIS Modules.. 43 9.1 General Description43 9.2 IRIS card Description.44 10. Telephone exchange in railway.47 10.1 Classification.47 10.2 Advantage of Electronic exchange over Electomechanial exchange...47 10.3 C-DOT exchange..49 10.4 OKI exchange...50 10.5 ISDN exchange.52 11. 12. Conclusion53 Bibliography.54

1.INTRODUCTION:
1.1 ABOUT INDIAN RAILWAYS

Indian Railways is an iconic Indian organization, owned and operated by the Government of India through the Ministry of Railways. Indian Railways has 114,500 kilometers (71,147 mi) of total track over a route of 65,000 kilometers (40,389 mi) and 7,500 stations. It has the world's fourth largest railway network after those of the United States, Russia and China. The railways carry over 30 million passengers and 2.8 million tons of freight daily. In 2011-2012 Railway earnt 104,278.79 crore (US$20.8 billion) which consists of

69,675.97 crore (US$13.9 billion)from freight and 28,645.52 crore (US$5.71 billion) from passengers tickets. Indian Railways is the world's fourth largest commercial or utility employer, by number of employees, with over 1.4 million employees. Railways were first introduced to India in 1853. By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the systems (many of which were already government-owned) 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. The Indian railway is proposing to build the highest railway track in the world overtaking the current record of the Beijing-Lhasa Railway line. In 1900, the GIPR became a government owned company. The network spread to the modern day states of Assam, Rajasthan and Andhra Pradesh and soon various independent kingdoms began to have their own rail systems. In 1901, an early Railway Board was constituted, but the powers were formally invested under Lord Curzon. It served under the Department of
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Commerce and Industry and had a government railway official serving as chairman, and a railway manager from England and an agent of one of the company railways as the other two members. In 1907 almost all the rail companies were taken over by the government. The following year, the first electric locomotive made its appearance. With the arrival of World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse. In 1920, with the network having expanded to 61,220 km, a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues. 1.1.1 ORGANIZATION STRUCTURE: RAILWAY ZONES Indian Railways is divided into several zones, which are further sub-divided into divisions. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-eight divisions. Each of the seventeen zones is headed by a General Manager (GM) who reports directly to the Railway Board. The zones are further divided into divisions under the control of Divisional Railway Managers (DRM). The divisional officers of engineering, mechanical, electrical, signal and telecommunication, accounts, personnel, operating, commercial and safety branches report to the respective Divisional Manager.

FIG: RAILWAY ZONE

1.2 ABOUT SIGNAL &TELECOMMUNICATION

SIGNAL
A signal as referred to in communication systems, signal processing, and electrical engineering "is a function that conveys information about the behavior or attributes of some phenomenon". In the physical world, any quantity exhibiting variation in time or variation in space (such as an image) is potentially a signal that might provide information on the status of a physical system, or convey a message between observers, among other possibilities. The term "signal" includes, among others, audio, video, speech, image, communication, geophysical, sonar, radar, medical and musical signals. USE OF SIGNALS The use of signals for controlling communications The information exchange concerning the establishment and control of a telecommunication circuit and the management of the network, in contrast to user information transfer The sending of a signal from the transmitting end of a telecommunication circuit to inform a user at the receiving end that a message is to be sent. TELECOMMUNICATIONS Providing basic telecommunications facilities for the Railways vast transport system is the responsibility of the signal & Telecom Department . The telecommunications facilities provided on the railways are broadly categorized in the three areas of applications.

Telecommunication for train operation : Communication system gives controller for efficient train control and monitoring . Omnibus circuits exist for control operation connected with central control at SEALDAH.

OFC & MW communication : Microwave communication: Division is having 18 GHZ digital Microwave system provided at 24 stations in SEALSAH SOUTH. The OFC & MW communication system meets the entire need of voice and data communication circuits of the Divisions and the Zonal headquarters.

1.2.1 ROLE OF SIGNAL AND TELECOMMUNICATION DEPARTMENT operation.

ork).

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2.RAILWAYS SIGNALLING:
Railway signalling is a system used to control railway traffic safely, essentially to prevent trains from colliding. Being guided by fixed rails, trains are uniquely susceptible to collision; furthermore, trains cannot stop quickly, and frequently operate at speeds that do not enable them to stop within sighting distance of the driver. When trains run on railway tracks they follow rules of operations in which safety plays a very important role. The most important rule in respect of safety is ensuring that two trains do not occupy the same position on the track at the same time. To make this rule work operation of trains uses signaling to control movement of trains on tracks and divides tracks into several sections which are protected by the signals. Most forms of train control involve movement authority being passed from those responsible for each section of a rail network (e.g., a signalman or stationmaster) to the train crew. The set of rules and the physical equipment used to accomplish this determine what is known as the method of working (UK), method of operation (US) or safe working (Aus.). Not all these methods require the use of physical signals and some systems are specific to single track railways.

2.1 BLOCK SIGNALLING

Trains cannot collide with each other if they are not permitted to occupy the same section of track at the same time , so railway lines are divided into sections known as blocks. In normal circumstances, only one train is permitted in each block at a time. This principle forms the basis of most railway safety systems.
fig: block signalling

2.1.1 ENTERING AND LEAVING A MANUALLY-CONTROLLED BLOCK Before allowing a train to enter a block, a signalman must be certain that it is not already occupied. When a train leaves a block, he must inform the signalman controlling entry to the block. Even if the signalman receives advice that the previous train has left a block, he is usually required to seek permission from the next signal box to admit the next train. When a train arrives at the end of a block section, before the signalman sends the message that the train has arrived, he must be able to see the end-of-train marker on the back of the last vehicle. This ensures that no part of the train has become detached and remains within the
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section. The end of train marker might be a white disc by day or a steady or flashing red lamp. If a train has entered the next block before the signalman sees that the disc or lamp is missing, he will ask the next signal box to stop the train and investigate. 2.1.2 PERMISSIVE AND ABSOLUTE BLOCKS Under a permissive block system, trains are permitted to pass signals indicating the line ahead is occupied, but only at such a speed that they can stop safely driving by sight. This allows improved efficiency in some situations and is mostly used in the USA. Permissive block working may also be used in an emergency, either when a driver is unable to contact a signalman after being held at a danger signal for a specific time, although this is only permitted when the signal does not protect any conflicting moves, and also when the signalman is unable to contact the next signal box to make sure the previous train has passed, for example if the telegraph wires are down. In these cases, trains must proceed at very low speed (typically 20 mph or less) so that they are able to stop short of any obstruction. In most cases this will not be allowed during times of poor visibility (e.g. fog or falling snow). Even when an absolute block system is implemented, multiple trains may enter a block with authorization. This may be necessary e.g. in order to split or join trains together, or to rescue failed trains. 2.1.3 AUTOMATIC BLOCK Under automatic block signalling, signals indicate whether or not a train may enter a block based on automatic train detection indicating whether a block is clear. The signals may also be controlled by a signalman, so that they only provide a proceed indication if the signalman sets the signal accordingly and the block is clear. 2.1.4 FIXED BLOCK Most blocks are "fixed", i.e. they include the section of track between two fixed points. On timetable, train order, and token-based systems, blocks usually start and end at selected stations. On signalling-based systems, blocks start and end at signals. 2.1.5 MOVING BLOCK One disadvantage of having fixed blocks is that the faster trains are allowed to run, the longer the stopping distance, and therefore the longer the blocks need to be, thus decreasing the
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line's capacity. Under a moving block system, computers calculate a 'safe zone' around each moving train that no other train is allowed to enter. The system depends on knowledge of the precise location and speed and direction of each train, which is determined by a combination of several sensors: active and passive markers along the track and train borne tachometers and speedometers (GPS systems cannot be used because they do not work in tunnels.) With a moving block, line side signals are unnecessary, and instructions are passed directly to the trains. This has the advantage of increasing track capacity by allowing trains to run closer together while maintaining the required safety margins.

2.2 FIXED SIGNALS

On most railways, physical signals are erected at the line side to indicate to drivers whether the line ahead is occupied and to ensure that sufficient space exists between trains to allow them to stop.

2.3 MECHANICAL SIGNALS

Older forms of signal displayed their different aspects by their physical position. The earliest types comprised a board that was either turned face-on and fully visible to the driver, or rotated so as to be practically invisible. While this type of signal is still in use in some countries (e.g. France and Germany), by far the most common form of mechanical signal worldwide is the semaphore signal. This comprises a pivoted arm or blade that can be inclined at different angles. To enable trains to run at night, one or more lights are usually provided at each signal. Typically this comprises a permanently-lit oil lamp with movable colored spectacles in front that alter the colour of the light. The driver therefore had to learn one set of indications for day time viewing and another for night time viewing. Mechanical signals are usually remotely operated by wire from a lever in a signal box, but electrical or hydraulic operation is normally used for signals that are located too distant for manual operation.

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2.4 COLOUR LIGHT SIGNALS

On most modern railways, colour light signals have largely replaced mechanical ones. Colour light signals have the advantage of displaying the same aspects by night as by day, and require less maintenance than mechanical signals. Although signals vary widely between countries, and even between railways within a given country, a typical system of aspects would be:

Green: Proceed at line speed. Expect to find next signal displaying green or yellow.

Yellow: Prepare to find next signal displaying red.

Fig: Vertical colour light signal

Red: Stop.

On some railways, colour light signals display the same set of aspects as shown by the lights on mechanical signals during darkness.

2.5 CAB SIGNALLING

Cab signalling is a system that communicates track status information to the train cab (driving position), where the train driver can see the information. The simplest systems display the trackside signal aspect, while more sophisticated systems also display allowable speed and dynamic information about the track ahead. In modern systems, a train protection system is usually overlaid on top of the cab signalling system to warn the driver of dangerous conditions, and to automatically apply the brakes and bring the train to a stop if the driver ignores the dangerous
fig: Cab Signalling

condition. Cab signalling systems range from simple coded track circuits, to transponders that communicate with the cab, and communication-based train control systems.

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3.COMMUNIATION SYSTEM:
Communication means sending and receiving of signal between two stations through different mediums. It plays a vital role for any system and becomes lifeline for the concerned people who were being benefited for the system. In communication system there are three essential components that should be considered:a. Sending (Tx) b. RECEIVING (Rx) c. Medium This system is classified into various types according to the up gradation of technology in the communication system from time to time.

3.1 OVERHEAD COMMUNICATION

Overhead communication is the most ancient and traditional method of communication that was practice during early times. It includes bamboos and poles which wires were transferred over a long distance.

DRAWBACKS
i. ii. iii. iv. Thefts No secrecy Faults due to contact, earth crust, break etc. Limitations of circuits

3.2 UNDERGROUND COMMUNICATION

After the limitations found in overhead communication, a new technology was found i.e. cable system that means a bunch of conductors that were used for the signal transfer. These cables laid by digging the ground approximated to 1 km. There are made several junctions at certain distances(25km) so that the effective transfer of signal may be checked.

DRAWBACKS
i. ii. iii. iv. Total interruption with any fault(cut water entered) Theft Joining is difficult Equipment cost high.
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3.3 MICROWAVE COMMUNICATION:

The objective of Microwave communication systems is to transmit information from one place to another without interruption, and clear reproduction at the receiver
Microwave transmission refers to the technology of transmitting information or energy by the use of radio waves whose wavelengths are conveniently measured in small numbers of centimeter; these are called microwaves. This part of the radio spectrum ranges across frequencies of roughly 1.0 gigahertz (GHz) to 30 GHz. These correspond to wavelengths from 30 centimeters down to 1.0 cm.

Drawback
A drawback is that microwaves are limited to line of sight propagation; they cannot pass around hills or mountains as lower frequency radio waves can.

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4.MICROWAVE COMMUNICATION:
The objective of Microwave communication systems is to transmit information from one place to another without interruption, and clear reproduction at the receiver Microwave transmission refers to the technology of transmitting information or energy by the use of radio waves whose wavelengths are conveniently measured in small numbers of centimeter; these are called microwaves. This part of the radio spectrum ranges across frequencies of roughly 1.0 gigahertz (GHz) to 30 GHz. These correspond to wavelengths from 30 centimeters down to 1.0 cm. Microwaves are widely used for point-to-point communications because their small wavelength allows conveniently-sized antennas to direct them in narrow beams, which can be pointed directly at the receiving antenna. Another advantage is that the high frequency of microwaves gives the microwave band a very large information-carrying capacity; the microwave band has a bandwidth 30 times that of all the rest of the radio spectrum below it. A disadvantage is that microwaves are limited to line of sight propagation; they cannot pass around hills or mountains as lower frequency radio waves can. Microwave radio transmission is commonly used in point-to-point communication systems on the surface of the Earth, in satellite communications, and in deep space radio communications. Other parts of the microwave radio band are used for radars, radio navigation systems, sensor systems, and radio astronomy.

4.1 FREQUENCY SPECTRUM:

Used as 1. Voice frequency range 2. Audible Frequency Range 3. Very Low Frequency (VLF) 4. Low Frequency (LF) 5. Medium Frequency (MF) 6. High Frequency (HF) 7. Very High Frequency (VHF) 8. Ultra High Frequency (UHF) 9.Super High Frequency (HF) Frequency Band 300 Hz to 3400 Hz 20 Hz to 20 KHz 3 KHz to 30 KHz 30 KHz to 300 KHz 300 KHz to 3MHz 3MHz to 30 MHz 30MHz to 300 MHz 300z to 3 GHz 3 GHz to 30 GHz

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4.2 MICROWAVE GENERATION

For the generation of microwave we use the gun diode, klystron, two cavity klystron, reflex klystron etc.here we use the klystron for the generation of microwave: A klystron is a specialized linear-beam vacuum tube (evacuated electron tube). Klystrons are used as amplifiers at microwave and radio frequencies to produce both low-power reference signals for super heterodyne radar receivers and to produce high-power carrier waves for applications such as radar and microwave relay transmitters, and the driving force for modern particle accelerators. All modern klystrons are amplifiers, since reflex klystrons, which were used as oscillators in the past, have been surpassed by alternative technologies. Klystrons amplify RF signals by converting the kinetic energy in a DC electron beam into radio frequency power. A beam of electrons is produced by a thermionic cathode (a heated pellet of low work function material), and accelerated by high-voltage electrodes (typically in the tens of kilovolts). This beam is then passed through an input cavity. RF energy is fed into the input cavity at, or near, its natural frequency to produce a voltage which acts on the electron beam. The electric field causes the electrons to bunch: electrons that pass through during an opposing electric field are accelerated and later electrons are slowed, causing the previously continuous electron beam to form bunches at the input frequency. To reinforce the bunching, a klystron may contain additional "buncher" cavities. The RF current carried by the beam will produce an RF magnetic field, and this will in turn excite a voltage across the gap of subsequent resonant cavities. In the output cavity, the developed RF energy is coupled out. The spent electron beam, with reduced energy, is captured in a collector.

Fig: Microwave generation

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Block Diagram of Microwave Transmitter & Receiver

4.3 IMPORTANCE OF MICROWAVE:

Increased capacity in order to transmitted intelligence:-we require 4KHz band for speech, 15 KHz band for music or a 4 GHz band for television. Increased gain and directivity of antenna.

4.4 USE OF MICROWAVE

4.4.1 Communication Before the advent of fiber-optic transmission, most long-distance telephone calls were carried via networks of microwave radio relay links run by carriers such as AT&T Long Lines. Wireless LAN protocols, such as Bluetooth also use microwaves in the 2.4 GHz ISM band, Wireless Internet Access services have been used for almost a decade in many countries in the 3.54.0 GHz range. The WIMAX service offerings that can be carried on the 3.65 GHz band will give business customers another option for connectivity. Mobile Broadband Wireless Access (MBWA) protocols operate between 1.6 and 2.3 GHz to give mobility and in-building penetration characteristics similar to mobile phones but with vastly greater spectral efficiency. Microwave radio is used in broadcasting and telecommunication transmissions because, due to their short wavelength, highly directional are smaller and therefore more practical than they would be at longer wavelengths (lower frequencies).Microwaves are used in television
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news to transmit a signal from a remote location to a television station from a specially equipped van. Most satellite communications systems operate in the C, X, Ka, or Ku bands of the microwave spectrum. These frequencies allow large bandwidth while avoiding the crowded UHF frequencies and staying below the atmospheric absorption of EHF frequencies. 4.4.2 Radar Radar uses microwave radiation to detect the range, speed, and other characteristics of remote objects. Development of radar was accelerated during World War II due to its great military utility. Now radar is widely used for applications such as air traffic control, weather forecasting, navigation of ships, and speed limit enforcement. A Gunn diode oscillator and waveguide are used as a motion detector for automatic door openers. 4.4.3 Radio astronomy Most radio astronomy uses microwaves. Usually the naturally-occurring microwave radiation is observed, but active radar experiments have also been done with objects in the solar system, such as determining the distance to the Moon or mapping the invisible surface of Venus through cloud cover. 4.4.4 Navigation Global Navigation Satellite Systems (GNSS) including the Chinese Beidou, the American Global (GPS) and the Russian GLONASS broadcast navigational signals in various bands between about 1.2 GHz and 1.6 GHz. 4.4.5 Power A microwave oven passes (non-ionizing) microwave radiation (at a frequency near 2.45 GHz) through food, causing dielectric heating primarily by absorption of the energy in water. Microwave frequencies typically ranging from 110 140 GHz are used in stellarators and more notably in tokomak experimental fusion reactors to help heat the fuel into a plasma state. Microwaves can be used to transmit power over long distances

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5.INTRLOCKING:
In the early days of the railways, signalmen were responsible for ensuring any points were set correctly before allowing a train to proceed. Mistakes were made which led to accidents, sometimes with fatalities. The concept of the interlocking of points, signals and other appliances was introduced to improve safety. This prevents a signalman from operating appliances in an unsafe sequence, such as setting a signal to 'clear' while one or more sets of points in the route ahead of the signal are improperly set. Early interlocking systems used mechanical devices both to operate the signalling appliances and to ensure their safe operation. Beginning around the 1930s, electrical relay interlocking was used.

5.1 ROUTE RELAY INTERLOCKING (RRI):

The station is interlocked by means of RRI and worked with control Panel located in the RRI cabin. Station is provided with multiple aspects color light signals and electric machine operated points. The entire operation of interlocked points and signal for reception and departure of trains is done through Control Panel by SM on duty, who is responsible for correct & safe working of trains. Reception & dispatch of trains on running lines are controlled by the SM on duty by using operating panel and indication panel. All signals are interlocked with points and are operated from operating panel by SM on duty for the reception and dispatch of trains. All running lines are track circuited. The station is provided with Home, Starter, Advanced starter & shunt signals. Main Home signals are provided with calling on signals and shunt signals are below them. Crank Handle interlocking is also provided. 5.1.1 RELAY: A relay is an electrical switch that opens and closes under the control of another electrical circuit. In the original form, the switch is operated by an electromagnet to open or close one or many sets of contacts. It was invented by Joseph Henry in 1835. Because a relay is able to control an output circuit of high power than the input circuit, it can be considered to be, in a broad sense, a form of an electrical amplifier.

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5.1.2 BASIC DESIGN AND OPERATION

A simple electromagnet relay, such as the one taken from a car in the first picture, is an adaptation of an electromagnet. It consists of coil wire surrounding a soft iron core, an iron yoke, which provides a low reluctance path for magnetic flux, a moveable iron armature, and a set, or sets of contacts; two in relay picture. The armature is hinged to the yoke and mechanically linked to a moving contact or contacts. It is held in place by a spring so that when the relay is de-energized there is an air gap in the magnetic circuit. In this condition, one of the two sets of contact in the relay picture is closed, and the other set is open. Other relays may have more or fewer sets of contacts depending on their function. The relay in the picture also has a wire connecting the armature to the yoke. This ensures continuity of the circuit between the moving contacts on the armature, and the circuit track on the printed circuit board (PCB).

Fig: Circuit symbol of Relay

Fig: A DPDT AC coil relay with "ice cube"

Fig: Part of a relay interlocking

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Fig: A large relay with two coils and many sets of contacts, used in an old telephone switching system

5.2 CONTROL PANEL:

The control panel has a geographical layout of the entire yard controlled by route relay interlocking

. Fig: Control panel of railway

5.3 INDICATION PANEL

All the indications of signals, points setting of the route approach locking and other indications are depicted on the indication panel & provided in front of the SM(panel).

Fig: Indication panel

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The SM on duty after performing the required operation on the control panel should watch for the corresponding indication on the indication panel. 5.3.1 POINTS: All the points in the yard except hand operated points are power operated and worked from the RRI cabin by SM on duty. Motor operated points are numbered from 101 to 200. Hand operated points are numbered from 201 to 250.

5.4 CRANK HANDLE INTERLOCKING:

For the purpose of crank handle interlocking and flexibility of movements in the yard the point machines have been grouped into various groups. One crank handle of one group cannot be used on the point machine of another group.

5.5 POINT INDICATION:

Point indication on the indication panel, indicate the position of points , either lying normal or reverse, if the points are set correctly, steady white light will appear when the track circuit is clear, and steady red light will appear when the track is fault or occupy. Failure of the points is indicated by flashing white or red indication depending upon point/track circuit being clear or occupied/failed. In case of point failure lasting for more than 10 seconds, the failure indication p lit on the operating panel with a steady red light and audible warning, which can be silenced by operating WXN button on the operating panel. The flashing of the individual point will continue till the failure is put right.

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6.TRAIN TRAFFIC CONTROL:

It describes the control organization at Headquarters and for the train traffic control DTMF Signaling method adopted presently all over Indian Railways for selective calling.

6.1 MEANING OF CONTROL

The organization set up to supervise and regulate the running of trains and the Movement of traffic, in the best possible manner with the resources available is called CONTROL.

6.2 OBJECTS OF CONTROL

Control over the movement of trains and traffic, over a section of the Railway is Exercised round the clock, to achieve the following: (a) The cohesion in moving trains and traffic (b) To avoid delay to trains and traffic (c) To effect economy in working of trains (d) To improve the general working of trains, and (e) To increase the efficiency in working of trains.

6.3 ELEMENTS OF A CONTROL CIRCUIT

The basic elements of a control circuit are 1) Control Office, 2) Way Stations, and 3) Communication between control office & way station 1. Control Offices The control offices may be described as the nerve centers of the Divisional Operating Organization. A control office exists at each of the Divisional Headquarters stations. 2. Way Stations The length of the control section is determined purely on traffic considerations, so that from the transmission point of view the best conditions are not always obtained. Communication is normally required with: (a) Railway station (b) Signal Cabin (c) Loco shed (d) Sidings (in special cases)
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(e) Officers rooms (f) Officers' residences (g) Residences of other emergency staff. The above are generally referred to as way stations. Facilities should exist for the way station to be "rung" to establish communication. In cases where ringing facilities are not given the way station is referred to as a speaking extension. It is to be noted that there are three possible arrangements, for placing the section controller in the section (a) Tail end, (b) Midpoint, or (c) Remote point. 3. Communication between Control Office & Way Stations Communication plays an important role in control working. The efficiency of any control circuit mainly depends upon the performance of the communication equipments connected and communication media used. Control communication circuits are used for intercommunication between each Section Controller and all way stations under his jurisdiction with facility for selectively calling any way side station from his table (control office). On non-electrified areas, these circuits are provided on a 2- wire basis on the open lines along the route or on 4- wire basis through underground communication cables wires. On electrified areas, the control communication circuits are provided only on 4-wire basis through underground communication cable wires. Four wire working was chosen because of the difficulty in maintaining the stability of 2-wire amplifier circuits with long control sections and large number of tapping points, practically one per Railway station.

6.4 TYPE OF CONTROL SYSTEM:

According to traffic requirements and to cater to the needs of electric traction area, a section may be provided with one or more railway control circuits as detailed below: a) Section control / train control: This is provided for communication between the section / train controller in the control office and way side stations, junction station, block cabins, loco sheds and yards in a division for the control of train movements and effective utilization of section capacity. b) Deputy control:

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This is provided for communication between the deputy controller in the control office and important stations, junctions & terminal stations, yard masters office, loco sheds and important signal cabins in a division for supervisory control of traffic operation in general. c) Traction loco control: Provided between traction loco controller and loco sheds, important station masters offices for optimum utilization of electric locomotives. d) S & T control: Provided between test room and way stations for effective maintenance of S&T equipments. e) Emergency control: Provided for selected points along the track routes for establishing communication between train crew (in case of emergency), traction and permanent way staff with traction power controller. The emergency sockets are provided on rail posts at an interval of 1km (max) along the route. They are also provided at FP/SP/SSPS isolators in yards and near bridges. f) Emergency wireless control communication: The following equipment can also be utilized for emergency wireless

communication where such system exists:i. ii. Handsets for mobile train radio communication (MTRC) in sections. Walkie-talkie sets in sections where VHF communication from train to control office has been provided in lieu of any physical medium or MTRC.

6.5 CONTROL COMMUNICATION EQUIPMENTS

The control communication circuits are Omni-bus circuits when any wayside station is talking to the controller, other stations can listen to the conversation and if they desire can take part in the discussion. The controllers table is so arranged that he can carry out his duties with minimum fatigue and his hands are free to do writing work. For providing hands free arrangements to the controller, a microphone and a loudspeaker are provided in addition to normal telephone handset. The communication equipments to be provided, for different signaling methods, at controllers place and at way stations are as tabulated below:

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Equipment at Purpose Controllers place (a) Hand set, (b) Microphone & Loud Speech Speaker (c) Head set (optional). DTMF Encoder & DTMF DTMF Signaling Key board

Equipment at Way station

Control Telephone

DTMF Decoder

For providing control communication circuits, the following wired media are used in the order of preference given below: (a) Optical Fiber cable (b) Telecommunication quad cable used in Railway Electrified area (c) 6 quad PET cable (d) 4 quad PET cable (e) Overhead line wires (for non-RE sections only) In sections where fiber optic communication system is available, it will be used for Providing control communication, and any one of the cables listed at 2) to 4) above, is used for extending Emergency control, Block, and other local circuits.

6.6 BRIEF DESCRIPTION OF THE DTMF SIGNALING METHOD

ADOPTED FOR SELECTIVE CALLING
DTMF is a system of signalling originally evolved for the transmission of dialing information to automatic telephone exchanges from subscriber's telephones. Its versatility has lent itself suitable for the transmission of impulses in the selective calling system used in Railway Control Circuits as well. In this system two tones of frequency within the voice band are sent out on line corresponding to a given digit. Among these two frequencies one is a low (row) frequency and the other a high (column) frequency, both within the VF band. The transmission of the tones is so fast (typically in millisecond) that the signalling does not interfere with the speech at all.

28

We use two tune because Since the signalling tone is in-band( within voice band), any voice simulation should not be recognized as a tone pulse, and that is why two tones, which are harmonically unrelated, are used. Another reason is O/H line noise or line whistles should not be recognized as signal. The tones are so chosen and recommended by ITU that minimum inter modulation occurs between each of the 16 possible tone pairs. One tone from the low frequency group and one from the high frequency group are paired to mark the keyboard output. Since the tones are in VF range, the signaling can be transmitted on the same transmission medium such as the O/H lines and U/G cables. The keypad is a 4 x 4 matrix type as shown in the figure below. Each value on the keypad is represented by two tones (or frequencies) ie., one row frequency and one column frequency. There are FOUR Row frequencies - r1, r2, r3, r4 and FOUR Column frequencies - c1, c2, c3, c4. The frequency pairs for each key value are as shown in Fig.

1209

1336

1477

1633

697

770

852

941

Fig: DTMF Signalling

29

Advantages of DTMF selective calling system

The DTMF Selective calling system is adopted for Rely. Control communication because of the following specific advantages: a. For Selective calling on O/H lines system (2W) or U/G cables (4W) system, the DTMF signaling is adaptable. (Direct interface to line). b. No need for high voltage DC or 50v / 50Hz A.C. (No need for SRR panels in the RE area) Low level signalling, 500mV typically. c. A maximum of 99 Way Stations can be connected as against the 78 stations of in 17impulse system. d. No moving parts, as the equipment is entirely solid state. A significant improvement in system reliability. Also reduction in hardware. e. No adjustments of voltage/current are involved at any of the Way stations irrespective of location, and hence absolutely maintenance-free. f. The system is immune to line noises and line distortion and hence poor line conditions do not degrade the performance. g. Ideal for establishing local control from the accident spots. h. A tone generator IC generates the DTMF tones. The system is readily adaptable for patching to any voice channel over UHF, VHF, microwave or OFC networks without any special arrangements for patching.

Train Traffic Control Communication Equipment

I. II. 4W train traffic control equipment 2W train traffic control equipment

The Railways train traffic control system with DTMF voice frequency signaling under consideration is meant for use in omnibus speech circuits like section control, traction power control, traction loco control and deputy control employing either 2 Wire or 4 Wire transmission. DTMF system uses combinations of two frequencies in VF band for implementing selective calling of way side stations or locations.

6.6.1 GENERAL WORKING PRINCIPLE

EQUIPMENT:

OF

DTMF CONTROL

OFFICE

For DTMF tones generation the control office equipment contains a Microprocessor or a Micro-controller. This Microprocessor/Micro-controller keeps scanning the keyboard (4 By 4
30

matrixes) lines to check for any valid keyboard entry. As soon as a valid key closure (corresponding to the first digit of the station code) is detected, the processor/controller stores the information and display the digit pressed. The processor/controller waits for second key closure (corresponding to the second digit of the station code). If a second valid key is pressed within the specified period, the processor/controller updates the display and activates the tone generator to transmit DTMF tones for the keys pressed, in the order of key-press sequence. These tones are connected to the line through a combiner amplifier, where they combine with speech signals coming from the microphone/hand set. In the receive direction the speech coming from the way stations will be filtered and amplified before sending to the loud speaker.
A typical layout of control office equipment is as shown in the figure below:

Fig. Block diagram of Control office equipment

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7.OPTICAL FIBER:
INTRODUCTION
Fiber-optic communication is a method of transmitting information from one place to another by sending pulses of light through an optical fiber. The light forms an electromagnetic carrier wave that is modulated to carry information. The process of communicating using fiber-optics involves the following basic steps: Creating the optical signal involving the use of a transmitter, relaying the signal along the fiber, ensuring that the signal does not become too distorted or weak, receiving the optical signal, and converting it into an electrical signal.

Fig: Optical Fiber

7.2 PRINCIPLE OF OPERATION

An optical fiber is a cylindrical dielectric waveguide (no conducting waveguide) that transmits light along its axis, by the process of total internal reflection. The fiber consists of a core surrounded by a cladding layer, both of which are made of dielectric materials. To confine the optical signal in the core, the refractive index of the core must be greater than that of the cladding. The boundary between the core and cladding may either be abrupt, in stepindex fiber, or gradual, in graded-index fiber.

7.3 TOTAL INTERNAL REFLECTION

When light traveling in an optically dense medium hits a boundary at a steep angle (larger than the critical angle for the boundary)

32

Fig: Total internal reflection

the light will be completely reflected. This is called total internal reflection. This effect is used in optical fibers to confine light in the core. Light travels through the fiber core, bouncing back and forth off the boundary between the core and cladding. Because the light must strike the boundary with an angle greater than the critical angle, only light that enters the fiber within a certain range of angles can travel down the fiber without leaking out. This range of angles is called the acceptance cone of the fiber. The size of this acceptance cone is a function of the refractive index difference between the fiber's core and cladding. In simpler terms, there is a maximum angle from the fiber axis at which light may enter the fiber so that it will propagate, or travel, in the core of the fiber. The sine of this maximum angle is the numerical aperture (NA) of the fiber. Fiber with a larger NA requires less precision to splice and work with than fiber with a smaller NA. Single-mode fiber has a small NA. Multi mode & single mod:

Fig: multi mode& single mode

7.4 ADVANTAGES OF USING FIBER OPTICS

Because of the low loss, high bandwidth properties of over fiber cable they can be used over greater distances than copper cable would be impractical, and by using multiplexors one fiber could replace hundreds of copper cables. This is pretty impressive for a tiny glass filament, but the real benefits in the data industry are its immunity to Electro Magnetic Interference (EMI), and the fact that glass is not an electrical conductor. Because fiber is non-conductive, it can be used where electrical isolation

33

is needed, for instance between buildings where copper cable would require cross bonding to eliminate differences in earth potentials. Fibers also pose no threat in dangerous environment such as chemical plants where a spark could trigger an explosion. Last but not least is the security aspect; it is very, very difficult to tap into a fiber cable to read the data signals.

7.5 OPTICAL FIBER COMMUNICATION

Optical fiber is generally made of glass and it is made into thin fibers of hairs size. It is a non-metallic conductor and this can transmit light energy from one end to the other end by utilizing the phenomenon of TOTAL INTERNAL REFLECTION OF LIGHT in conventional cables(copper cables) electric energy is transmitted trough metallic conductors. An optical fiber communication system consists of a transmitter which converts the multiplexed electrical signal into an optical signal. A source of light launches the optical signal through a coupler. The fiber carries this signal to the receiver where another coupler couples the light from the fiber to the detector. The transmitter uses either a LASER DIODE or a LIGHT EMMITING DIODE (LED) for electrical to optical conversion. The receiver uses either a PIN Diode or an

Transmitter
A/D CONVERTER Modulator Optical fibre

Regenarator Regenerator

Receiver D/A converter Demodulato r

Fig: OPTICAL FIBER COMMUNICATION

34

AVALANCHE PHOTO DIODE (APD) for optical to electrical conversion. Long lengths of cable are joined by splicing the fibers. LIMITATIONS IN USING OPTICAL FIBRE CABLES a) Difficulty in splicing (jointing). b) Highly skilled staff would be required for maintenance. c) Precision and costly instruments would be required. d) Tapping is difficult. In railways difficulty for tap it for emergency and gate communication. e) Costly if underutilized. f) Special interface equipments required for block working. g) Accept unipolar codes i.e. return to codes only.

7.6 APPLICATION OF OPTICAL FIBER COMMUNICATION IN RAILWAYS

a) Long haul circuits for administrative branch and data transmission circuits (PRS,FOIS etc.). b) Short haul circuits for linking of telephone exchanges. c) Control communication
d) Signaling application for safe transmission.

35

8.RAILNET:
INTRODUCTION
Rail net is an internet for railways. The rail net is a railway open system for quick data transmission and data using resources at different places. It is purely under railway and information and data are collected at the headquarter through different divisions and unit consists of main switch ,web server , switch, hub, router, modem, LAN and WAN extenders and pcs that are considered as the nodes. Day to day report of each division are send to the headquarter to Delhi. There are several advantages of rail net in railways in different fields such that important information and data can be transformed from one division to other division. Within less time in railways current position of train can be obtained in PRS. The connectivity of different reservation take place with the help of rail net and e-mail can be sent to a fax machine etc. Rail net is nothing but an interconnection and infrastructure medium of different railway zone and division in the Indian railway

BLOCK DIAGRAM OF TECHNOLOGIES:-

TECHNOLOGY

LAN

WAN

TOPOLOGIES

BUS

RING

TREE

STAR

Fig: BLOCK DIAGRAM OF TECHNOLOGIES 36

Railway network

UTS

PRS

MODEM

MODEM

MUX

MUX

ABUROAD

ZONAL ROUTER NWR

DAUSA

ALWAR

JAIPUR

SWITCH

TERMINAL SERVER TS

Fig: Railway network

1) ETHERNET DATA >10MBPS 2) SERIAL 3 WIRES (Transmitting. Receiving and Ground)

37

PASSENGER IN RAILWAY

RESERVATION (PRS)

UNRESERVED (UTS) CANCEL BEEP THE TICKET

CONFIRM

WAITING

CANCEL

WAITING IN QUEUE

NON CANCELLATION INTERNET

TOUCH SCREEN

IVRS

8.1 PASSENGER RESERVATION SYSTEM (PRS):

8.1.1 INTRODUCTION
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.

38

The pilot project of PRS was launched on 15 November 1985, over Northern Railway with the installation of the Integrated Multiple Train Passenger Reservation System (IMPRESS), an online transaction processing system developed by the Indian Railways in association with Computer Maintenance Corporation (CMC) Ltd., at New Delhi. The objective was to provide reserved accommodation on any train from any counter, preparation of train charts and accounting of the money collected. The Passenger Reservation System (PRS) is computerized reservation system for any train from anywhere in country. This system has made the train journey quite comfortable. When PRS system was not developed a station could give the reservation to the customer. Those train which get started from their station but after PRS get installed the customer can get information about any train running in India. The other facilities, which are offered by the PRS system, are the PNR enquiry and the train accommodation availability .The system works both on the optical fiber cable and the microwave communication at the data rate of 4.8 kbps or 9.6 kbps. The microwave system is the standby medium of the data transfer and the optical fiber communication system is used as the main transmission path. The main system is programmed according to the types and trains and compartments. EQUIPMENTS The equipments used in PRS are:

Modem Multiplexing equipment End terminal Modem

Modem are used for communication various computers or between computers and terminals over ordinary or leased telephone lines. We can use modems to log on to micro, mini, main frame computer for line processing. We can use them to connect two remote computers for data.

Working
Modem means modulate and demodulate. Computer communicates in digital language while telephone lines communicate in analog language. So an inter mediator required which can communicate in both these language and hence Modem plays important role.

39

Modem transmits information between computers bit by bit by one stream .to represent a bit modem modulates the characteristics of the wave that are carried by telephone lines. The rate at which the modem changes these characteristics determines the transmission speed of the data transmission .the rate of modem is called bound rate of modem. The bound rate of modem is bits per second .in advance modulation such as quadrature amplitude modulate 4 bits and transmitted it in each band .thus the speed of the modem transmitting at 600 bands would be 2400 bps. The modem can transmit data in two formats that is asynchronous and synchronous. For critical application users may sometime lease a second line and keep it as a stand by link. if the main link fails, personnel at both ends of the circuits switch user equipments (multiplexer and router) to the stand by link. The analog modem switch at each location is connected to analog modems of main as well as stands by links. If the main links fails the switch units at either end switch the user equipments at the stand by link.

Multiplexing
It is the process of converting multi inputs signal into one output signal is known as multiplexing.

Fig: Multiplexing Two types of data are there for transmission. They are 1) Analog dataFDM (Frequency division multiplexing) 2) Digital dataTDM (Time division multiplexing). For speech frequency range is .3-3.4 kHz i.e. approx 0-4kHz. For acknowledgement telephone range of 3.85 kHz frequency is generated. Suppose we have used 30 channels out of which 15 are in use and other 15 are ideal so in order to resolve this problem is to use statistical multiplexing.

40

In case of statistical multiplexing we have dynamic slotting .in this case we use either 8 or 16 port mux and time slots are allotted dynamically. The data is get multiplexed at the rate of 96 kbps. The multiplexer is generally of analog type.

Modulation
Process of changing the characteristic of carrier with respect to the baseband signal is called modulation.

PCM
Pulse code modulation. It is the process of transferring the digital data through fiber. The analog data is first converted into digital data.

1. Sampling 2. Filtering 3. Quantization 8.1.2 Set up in railway

De M U x Mo de m Mo de m M U x Pc

Fig: Railway Set up

End terminal
The end terminal of the system is the station where tickets are to be printed out.The terminal consists of a company system with a dot matrix printer the no. of the total end terminal at the station can be increased or decreased according to the multiplexer used.

8.2 UNRESERVED TICKETING SYSTEM(UTS)

8.2.1 INTRODUCTION
The Universal ticketing system (UTS) is a computerized system used to issue the tickets for the unreserved compartments of train .the system is programmed according to the type of the train.
41

The whole system can be controlled remotely by the CRIS, Mumbai CST. The system works at the data rate of the 64 kbps .therefore for such a high data the optical fiber communication system it has been setup from different directions.

Equipments overview
Terminal Terminal server Baseband modem Router PCM-TDM Network Terminal Terminal server Baseband modem Router

Fig: Block Diagram of UTS The various equipments used are: Terminal and terminal server Baseband modem Router Terminal and terminal server: It is the end point of the network from where tickets are to be printed out .It consists of a monitor, a keyboard and a matrix printer. The whole system is connected to the terminal server, which determines the number of terminals through a data cable. Baseband modem: this device is used to interconnect user devices with each other over 2wire circuits. The ports available for the interfacing are G-703, V.35, V.24, V.11.the power supply option include 230 V or -48 V dc operated supplies. The coding of data is also done by baseband modem. Router is used to detect the quality samples from different branches and start sending data from that branch which has good quality ratio. The router does this selection and rejection of branches. The router has 25 input terminals, which means that 25 branches can be connected to the router.

42

9.IRIS MODULES
9.1 GENERAL DESCRIPTION
The Program interface is a detailed menu-driven interface for programming the IRIS IVDX. It also provides access to the diagnostic facilities of the system software. The Programs can be entered through any video display data terminal. The MCC card of the IRIS IVDX has got two serial ports. The first port on the top of the card is used for connecting the system to the data terminal for programming. Access to the Program Interface is restricted to trained and qualified programmers as uncertified personnel can unknowingly cause serious damage to the communication system database. The Terminal displays prompts and instructions in English, which are generated by the IRIS IVDX. The programmer can usually make an entry, skip to the next prompt or exit the programming function. Entries are made using a standard keyboard and the software supports standard keyboard strokes likes DELETE, BACKSPACE etc. Entries are displayed as they are keyed in. All the commands are case insensitive. However the password, which you enter, is case sensitive. Ctrl L can be used for entering the last command again. All the changes made into the system through the programming interface are real time (i.e. the changes are made to the system as the command is executed). IRIS is available in following configuration 128 Ports (With inbuilt Power Supply) 256 Ports (8 slots) 480 Ports (15 slots) 992 Ports (31 slots) 1504 Ports (47 slots) 3000 Ports 4500 Ports 6000 Ports 7500 Ports Except 128 ports module, external power source is required for rest of the modules. However 128-port system also can be installed on external power source.
43

9.2 IRIS CARDS DESCRIPTION 1. Main Controller Card - MCC

This Card is the Main Control Card of the system. This card supports maximum 8192 ports. One DSP card is inbuilt in this Card. DSP card performs following functions) 16 minutes music recording. b) External music facility. c) 3 VSN ports (For Voice guidance). d) DTMF Generators and Receivers e) MFC Tones Generation and Decoding f) All tones (Dial tone, Ring back tone, busy tone etc.).

2. Peripheral Board Controller Card - PBC

This card is used for communication between the Main shelf and the Peripheral shelves.

3. Peripheral Cards 3.1 Feature Line Card (FLC):- 32 Port

It is used for giving analog Lines. It is a 32 Port Card. Line Operating Voltage is 48V. Features provided by this card are a) DTMF receiver and dialer b) Polarity Reversal c) FSK CLI d) DTMF CLI e) 16 KHz/ 12KHz Pulse Generation. f) Integrated Test & Diagnostic Features - ITDF. g) Message waiting facility.

3.2 Direct Inward Dialing Card (DID): - 32 Port

This card is used to terminate the level DID trunks. Hardware for this card is same as FLC card. Therefore IRIS FLC can work as DID card. Only we have to change its software by changing its microcontroller.

3.3 Feature Trunk card (FTC): - 24 Port

This card is used to terminate the analog trunk lines. This is a 24 Port Trunk Card. FTC supports following features a) Polarity Reversal Detection. b) 16 KHz Pulse detection (Optional)
44

c) DTMF CLI detection.

3.4 Digital Communication Card (DCC):- 16 Port

This card is used to connect the key phones. It supports 16 key phones.

3.5 E&M card :- 8 Port

This Card Supports 8 E & M Ports.

3.6 Both Way Trunk Card (BWT) :- 16 Ports

This card is used to generate the level DID trunks as well as terminate the level DID trunks. This Card Supports 16 BWT Lines.

3.7 E1 or CEPT / PRI (30)

This Card supports 30 Digital trunks. Hardware for E1/PRI is same only software is required to be changed which can be changed in the field also by downloading required software in to the flash of the card. Using E1 or PRI, two exchanges can be tied-up. Moreover QSIG can be installed over PRI.

3.8 Basic Rate Interface Card ( BRI/ISDN) :- 8 Port ( S-Interface)

PCB for E1 and BRI Card is same, either E1 Components or ISDN components will be loaded on the PCB.

3.9 ISN-U (U- Interface)

This card is used to provide the ISDN BRI trunk. This Card will support 16 ISDN lines (U Interface). 3.10 VDSL Card (10-BaseS) This card is used to provide the Ethernet connection along with the analog extension at the subscriber side. This card is of 8 ports. One Ethernet uplink is required for this card. This card will club the Ethernet port & analog extension & entire thing will be carried over a single pair of copper wire to the destination. 3.11 VOIP Card IRIS can host VOIP card also. One VOIP card is having 12 channels.

4.Combination Cards
4.1 FDI Card- 16DID+16FLC This card has 16 ports of DID and 16 ports of FLC Extensions. Hardware is same 32 FLC card, only software of card is different. 4.2 DTF Card 4 Digital + 8 FTC + 16 FLC This card provides 4 key phone connections, 8 analog trunk circuits & 16 analog extensions.

45

4.3 DTI Card 4 Digital + 8 FTC + 16 DID This card provides 4 key phone connections, 8 analog trunk circuits & 16 level DID trunks.

The software for the Program Interface is inbuilt in the MCC card of IRIS IVDX. There is no need for installing any special software for this purpose. However for running the Program interface, terminal software like TERM.EXE or XTALK.EXE or HYPER TERMINAL is required. Depending on the configuration of the system, the default database is loaded in the MCC card. The default values for all the features are mentioned in the following sections. The default values have been fixed so that only a minimum amount of programming is required on site.

46

10.TELEPHON EXCHANGE IN INDIAN RAILWAYS

10.1 CLASSIFICATION:
Telephone exchanges

Manual type

Automatic type

Electronic exchanges

Electro-mechanical type

1) C-DOT exchange 2) OKI exchange 3) ISDN exchange

Manuel exchanges: - Connection between two subscribers is established by a person known as Operator sitting at Manual Trunk exchange. Automatic exchange: - Connection between two subscribers of same exchange is established automatically by a system called Switching system. In case of Strowger exchanges the switching is done by Electro-mechanical switches. Now a day in digital exchanges the switching is done by Digital switches which is known as Digital switching. To overcome the manual switching, automatic exchanges, having electromechanical components were developed.

10.1

ADVANTAGES

OF

ELECTRONIC

EXCHANGES

OVER

ELECTROMECHANICAL EXCHANGES:
Electro-mechanical exchanges Electronic exchanges i. Category analysis, Routing, Translation, speech path, subs translation etc. done by relays. Facilities etc. managed by MAP and other DATA. ii. Any changes in facilities required .Changes can be carried out by require addition of hardware and/ simple commends. A few changes large amount of wiring change. Flexibility limited.

47

iii.

Testing is done manually exter.Testing carried out periodically, nally and is time consuming. No automatically and analysis logic analysis carried out. printed out.

iv.

Limited facilities to the subscribers. A large number of different types of services possible very early.

v.

Slow in speed. Dialing speed is. Very fast dialing speed up to 11 maximum 11IPS and switching digits/sec possible. Switching is speed is in milliseconds. Achieved in a few microseconds.

vi. vii. viii. ix.

Switching noise is large. Switching noise is almost Nil. Occupies large space. Installation and testing time is long, Small/short. Maintains is more& 10. Remedial maintenance is very preventive maintenance is easy due to plug-in type PCB Required. No preventive maintenance.

Facilities provided by Electronic exchanges: Facilities are three types telephone i. ii. iii. Facilities to subscribers Facilities to administration Facilities to the maintenance personal

Some of the Subscribers facilities are, - MFB push button dialing - Priority subscriber lines - Toll (outgoing calls) restriction - Abbreviated dialing - Call Forwarding - Do not Disturb - Conference calls - Camp on busy - Call waiting - Malicious call identification - Call charge print out/immediate billing - Interception or announcement - Automatic wake up - Denied Incoming calls
48

- Instrument locking / Dynamic locking - Free of charge calls / tool free Facilities to administration: - Faster installation and easy extension - Versatility - Economic consideration - Automatic test of subscriber line Maintenance Facilities: - Fault processing is automatic. - Diagnostics: Location of fault by maintenance staff on demand can be done by programmer. - Statistical programs traffic condition, trunk occupancy rate etc. - Blanking Stopping of calls from subscribers.

10.2 C-DOT EXCHANGE:

Introduction: C-DOT means Center for Development of Telematics.This is a central government organization of India set up to develop the necessary Equipments (infrastructure) suitable for Indian climatic and environmental conditions. Special features of this exchange :a) Single frame terminal unit capable of 128 ports b) Standard program control c) It is modular in design and hence expandable d) Man machine communication e) Low power consumption f) No air condition is requires g) No single LCC fault effects more than 8 terminations h) It is reliable i) The digital switching system of C-DOT technology will offer 100% non-blocking voice and data network. j) Easy system start up. k) Faults are indicated through maintenance panel in the form of audio and visual alarms. l) Calling party release. m) Called party release (effected after 60 seconds).
49

n) Automatic system alarms in case of duplicate unit failure, battery low and power supply unit failure. o) Remote testing facility to check system status.

10.3 OKI ELECTRONIC EXCHANGE:

Introduction It comes under NE 1000 series. It in fully Non-blocking Digital Electronic Exchange PBX type. It works under SPC (Stored Program control). The technology involved is PCM. Voice and Data Communication can be simultaneously transmitted, unidirectional as well on bidirectionally. It can be maintained remotely. Capacity in 512 to 6144 extensions. Services a) Multimedia Communication b) Connection with various Business systems c) Hybrid switching d) Intelligent Electronic mail service e) One-System Design concept f) Building Block (multiunit) Structure g) Simultaneous and Bi-directional Communication of voice and data h) Connection of a Varity of terminals i) Compact, light weight, and low power consumption j) Remote maintenance

10.4 I S D N EXCHANGE:
Introduction ISDN means Integrated Services Digital Network. It is a set of digital transmission Protocols defined by the international standards body for telecommunications, the ITU-T. ISDN complements the traditional telephone system so that a single pair of telephone wires is capable of carrying voice and data simultaneously. It is a fully digital network where all devices and applications present themselves in a digital form. The essential difference between ISDN and the conventional telephone system is that it is digital not analog. Information travels as bits rather than as waves. In addition, it also allows multiple streams of these bits to occupy the same connection providing the user with greater versatility of services.
50

OBJECTIVE The objective of the ISDN is to provide the user with easy access to a multiplicity of services over a single connection and digitalization up to subs premises. ISDN has spread as a powerful tool throughout the world in providing different services mainly voice, data and Image transmission. High speed data transfer and video conferencing are among the main facilities of the ISDN. With the introduction of video conferencing the dream to see each other face to face during conversation has come true. Advantages a) High speed and high quality communication. b) Reliability and security. c) Better use of existing facility. d) International standardization. e) Simplified wiring. f) Efficiency of network usage. g) Standard data transport rate. SRVICES OFFERED BY ISDN a. Telecommuting, b. Simultaneous transmission of voice, Fax, Data, and e-mail. c. Video Conferencing, d. Remote broadcasting, e. High quality audio transmission, f. Supplementary services: (i) Calling line identification presentation (CLIP), (ii) Calling line identification restriction (CLIR), (iii) Advice of charge (AOC), (Iv) Multiple subscriber number (MSN), (v) Call forwarding service (CF), (vi) Call forwarding busy (CFB), (vii) Call forwarding no answer (CFNR) (viii) Call forwarding unconditional (CFU), (ix) Terminal portability (TP), (x) Call hold (CH), (xi) Closed user group (CUG),

51

Type of information handled by ISDN ISDN handles all types of information voice, data, studio-quality sound, static and moving images. They are all digitized, and transmitted at high speed. It can handle many devices and many telephone numbers on the same line. Up to 8 separate telephones, fax machines or computers can be linked to a single BRI ISDN connection. A single BRI connection can have different phone numbers assigned to each service. A basic rate ISDN lie can support up to two calls at the same time. Any combination of voice, fax, or PC connections can take place at the same time, through the same ISDN line. From a digital ISDN telephone you can place a call to an analogue telephone on the PSTN (Public Switched Telephone Network) and vice-versa. Both networks are interconnected by the network carrier in a way similar to the connection between the mobile phone network and the analogue phone network. For the user, it is completely transparent whether he is calling a GSM telephone, a conventional telephone or an ISDN digital telephone.

Fig: ISDN LAB

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Conclusion:
Engineering is a way of education in which we see a clear balance between theoretical and practical aspects of anything. The practical work done in the college during. B. Tech. is not sufficient; therefore it is essential to go under practical training. In this summer training we learn signal & telecommunication. We also learn use of signal & telecommunication in railway. We study communication system, microwave communication, Interlocking, Train traffic control, optical fiber communication, Rail net, IRIS modules &different type of telephone exchanges. Role of signal & telecommunication in Electronics Engineering is very vital.

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BIBLIOGRAPHY
Wikipedia.com www.indianrail.gov.in http://answers.yahoo.com/question/index?qid=20070429001038AAjRkuI
www.indianrailways.gov.in/railwayboard/uploads/.../Chapter_IX www.slac.stanford.edu/slac/sass/talks/opticalfiber www.du.edu/~etuttle/rail/lock.htm in.answers.yahoo.com/question/index? www.nr.railnet.gov.in iris.peabody.vanderbilt.edu/rti01.../chalcycle.htm - United States

Books
Microwave Communication Liao

CCNA Todd Lammle Optical fiber communication

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