drm kota training report

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Maharishi Arvind International Institute

of Technology, Ranpur, Kota, Rajasthan

PRACTICAL TRAINING REPORTON

COMMUNICATION AND SIGNALLINGAT

WEST CENTRAL RAILWAYSTraining Period (1 June, 2013 to 17 July, 2013)

SITE OF TRAINING

WESTERN CENTRAL RAILWAYS,

DIVISIONAL OFFICE-KOTA

SUBMITTED BY:

ROHIT MAHESHWARI (10EMHIT048)FINAL YEAR-INFORMATION AND TECHNOLOGY

Maharishi Arvind International Institute of Technology, Ranpur,

Kota


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ACKNOWLEDGEMENTS

Any collateral activity cannot be truly finished without the help & enthusiasm of the

supervisors involved. Additional technical assistance were provided by many individuals.

I would like to express the deepest appreciation to the DRM (Signal &

Telecommunication), Mr. R.K. Kataria for the guidance and persistent throughout the training

period.

Also, I would like to thank the DRM employees who elaborated the technical details of

the various technologies ongoing in their department.

It has been a pleasure working with the DRM, Kota in the enhancement of my

technical knowledge. I owe gratitude to many individuals involved in the development of this

report.


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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 beenexperienced that theoretical knowledge is volatile in nature; however practical knowledge

imparts solid foundation in our mind.

To accomplish this aspect, RAJASTHAN TECHNICAL UNIVERSITY, KOTA has included

training for students of B.tech. III Year of 45 days in our curriculum.

We have covered in this report the history, latest developments in Railway IT interface

as well as related fields. We have studied the various uses of IT in railways like PRS, Data Logger,

IVRS, FOIS and CRIS. We have also covered the Rail Net, its objectives, various phases of

implementation, utility of Rail Net and various issues in Rail Net.

This report is in fact a summary of, what I have learnt and seen during my training in

Railway Organization, Kota. Succeeding chapters give details what I have learnt in Divisional

Railway Manager (DRM) Office, Kota.

Rohit Maheshwari

Final Year (10EMHIT048)

Information Technology


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Table of Contents

1 Indian Railway (organizational structure)

2 Signaling

3 Data Logger

4 Train Charting

5 Passenger Reservation System6 IVRS

7 Rail Net

8 Optical Fiber Communication

9 OFC Network at IR


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INDIAN RAILWAY

INTRODUCTION:-

Indian Railway is the state-owned railway company of India, which owns and operates most

of the country's rail transport. It is overseen by the Ministry of Railways of the Government of

India.

India boasts one of the worlds largest railway network in the world. Every day, 20

million people travel around the country in hundreds of trains running between various

stations smoothly and safely.

The formal inauguration ceremony of IR was performed on 16th April 1853 with the firstpassenger train steamed out of Howrah station destined for Hooghly, a distance of 36 km, on

15th August, 1854.

Snapshots:-

It encompasses 6,909 stations over a total route length of more than 63,028

kilometers of route length and a track length of 111,600 km.

It is one of the world's largest commercial or utility employers, with more than

1.6 million Employees. It grossed a revenue of ` 88,355 crores and bagging a net income of 951 crores in the

financial year 2009-10.

It moves 2 million tons of freight & 20 million people daily across the county with the

help of 200,000 (freight) wagons.

7,000 passenger trains across the country services 20 million people to their

destinations.

Vinay Mittal is the current Chairman of Railway Board.

Organizational Structure:-

IR is a department owned and controlled by the Government of India, the Ministry of

Railways. IR is administered by the Railway Board, which has a financial commissioner, five

members and a chairman.

Railway zones:-


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IR is divided into zones, which are further sub-divided into divisions. The number of

zones in Indian Railways increased from six to eight in 1951, nine in 1952, and finally 17 in

2012. Each zonal railway is made up of a certain number of divisions, each having a divisional

headquarters. There are a total of 68 divisions under 17 zones, presently operating in the

country.

S.

NoName Headquarters Divisions

1. Central Mumbai Mumbai, Bhusawal, Pune, Solapur, Nagpur

2. East Central HajipurDanapur, Dhanbad, Mughalsarai, Samastipur,

Sonpur

3. East Coast Bhubaneswar Khurda Road, Sambalpur, Visakhapatnam

4. Eastern Kolkata Howrah, Sealdah, Asansol, Malda

5. North Central Allahabad Allahabad, Agra, Jhansi6. North Eastern Gorakhpur Izzatnagar, Lucknow, Varanasi

7. North Western Jaipur Jaipur, Ajmer, Bikaner, Jodhpur

8. Northeast Frontier Guwahati Alipurduar,Katihar, Lumding, Rangia, Tinsukia

Delhi, Ambala, Firozpur, Lucknow, Moradabad9. Northern Delhi

10. South Central SecunderabadSecunderabad, Hyderabad, Guntakal, Guntur,

Nanded, Vijayawada

11. South East Central Bilaspur, CG Bilaspur, Raipur, Nagpur

12. South Eastern Kolkata Adra, Chakradharpur, Kharagpur, Ranchi13. South Western Hubli Hubli, Bangalore, Mysore

14. Southern ChennaiChennai, Madurai, Palakkad, Salem,

Tiruchchirapalli, Thiruvanathapuram

15. West Central Jabalpur Jabalpur, Bhopal, Kota

16. Western MumbaiMumbai Central, Vadodara, Ratlam,

Ahmedabad, Rajkot, Bhavnagar

17.Metro Railway

Kolkata

Kolkata-

Each of the 17 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 and are in charge of operation and maintenance of assets.

Further down the hierarchy tree are the Station Masters who control individual stations and

the train movement through the track territory under their stations' administration.


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Practical Training under WCR:-

We've received the scheduled Summer Practical Training, as a part of our curriculum, from 17

May, 2010 16 June, 2010 under Divisional Railway Manager, West Central Railway, Kota.

Mr. N Madhusudan Rao is the General Manager and DRM of Kota Division presently.

We've studied about the following operational technologies in the WCR: -

1. Data Logger/MIS

2. IVRS/PRS/UTS

3. Overhead/OFC/Quad-Cable communication

4. Rail net

Kota Division:-

In the north-south direction the division has Mathura extending to Nagda, excluding

both, route. It includes Chittorgarh-Guna in the west-east route .

New zonal railway-West Central Railway caters to 39 districts (24 of M.P.13 of

Rajasthan and 2 of U. P.). It has a total route kilometers of 2941.29 kms. of which

1328 route kms. are electrified and a total track kilometers of 4664.35.

We'll cover the basics of Train Working before discussing about the aforementioned

operational technologies.

Principles of Train working and need for signaling:-

All over the world Railway transportation is increasingly used, as this mode of transport

is more energy efficient and environmentally friendly than road transportation. Trains moveon steel rail tracks and wheels of the railway vehicle are also flanged Steel wheels. Hence least

friction occurs at the point of contact between the tracks & wheels.

Therefore trains carry more loads resulting in higher traffic capacity since trains move

on specific tracks called rails, their path is to be fully guided and there is no arrangement of

steering. Clear of obstruction as available with road transportation, so there is a need to

provide control on the movement of trains in the form of Railway signals which indicate to the

drivers to stop or move and also the speed at which they can pass a signal.

Since the load carried by the trains and the speed which the trains can attain are high, they

need more braking distance before coming to the stop from full speed. Without signal to be

available on the route to constantly guide the driver accidents will take place due to collisions.


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There are basically two purposes achieved by railway signaling:

To safety receive and dispatch trains at a station.

To control the movements of trains from one station to another after ensuring that the

track on which this train will move to reach the next station is free from movement of

another train either in the same or opposite direction. Apart from meeting the basic requirement of necessary safety in train operation,

modern railway signaling plays an important role in determining the capacity of a

section .The capacity decides the number of trains that can run on a single day. By

proper signaling the capacity can be increased to a considerable extent without

resorting to costlier alternatives.

The essential components of railway signaling:

The fixed signals provided by the side of the railway track with indication in the formof colour lights are the actual authority to a driver to get in to the portion of the

track beyond the signal. At stations the trains may be received on any one of the

platform lines.

To take the train to any specific track, points are provided. The purpose of the point

on the track is to divert the train from one track to adjacent one. Hence the signal

has to be connected to the points in an arrangement called interlocking.

This Interlocking arrangement only ensures that a point is correctly set for the

particular route or a track and the signal conveys this information to the driver.

Trains run on dedicated line .A line consists of two rails running parallel to each other. This is

also called Track.

Track:-

Indian railways uses 4 gauges:-

Broad Gauge It is 1,676mm of 5'6 wide & operational in most parts of the

country with 96,851 km of track length (86.8% of entire track length of all the

gauges).

Standard Gauge It is smaller than the above with 1,435mm width. Meter Gauge - It is, obviously, 1,000mm wide common in regions with less traffic,

such as hilly areas.

Narrow gauge It is 610 mm wide.

Track sections are rated for speeds ranging from 75 to 160 km/h.


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The track is represented in Signaling plans by a single line as shown below.

In station yards there will be more than one track for receiving and dispatching trains.

Points are provided to divert the running trains from one track to another. The points have

movable switches which can be operated electrically by a point machine.

A point can be single-ended point or double-ended point depending on whether the movableswitches are provided at one end or two ends of the point,


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The two switch rails of the point are rigidly connected together by a cross bar so that they can

be moved from one position to the other position together by the point machine. If the

position of the switches is such that the train is moved on to the main line as shown above,

then the point is said to be in its normal (N) position.

If the switch rails are moved to the other position as shown below so that the train is divertedto the loop line, then the point is said to be in its REVERSE (R) position.

In both the above cases, when one switch rail is closed with its stock rail, the other switch is

open. In either case, the opening shall be 41/2. Between the closed switch and its stock rail

not more than 1/8 gap, is permitted.

The center to center distance between the adjacent tracks (between main line to the

adjacent loop line or between one loop line and other adjacent loop line) shall not be less than

140. Where cross-over pints are provided between adjacent tracks, this distance gets

reduced. At the place where it is less than 14, one track may foul the other track. At this point

a fouling Bar (a cement lab of about 5 length with inscription FOULING MARK is provided.When a train drawn on a track, it should stand clear of the FOULING MARK as otherwise, the

train may foul the movement of train on the adjacent track, thereby causing a side-collision.

Clearance of track:

Since a train cannot be received on the portion of track where another train is standing

on same portion of the track, the signal before it is cleared for the movement of a train has to

ensure the track clearance. There are equipment used in Railway signaling to achieve the abovesafety condition.


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Types of Signals:

Signal:

Signal is a medium to convey a particular pre-determined meaning in non-verbal form.

Multiple Aspect Color Light Signal (MACLS):Multiple means more than 2 indications .They may have 3 or 4 different aspects or

indications to be given to the driver. These signals have longer range of visibility and

Improved reliability.

Classification of CLS:


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Data Loggers / Train Monitoring Systems:-

Train Monitoring System monitors the movements of trains within the control section

from remote control room and graphically simulates online Status of the multiple stations

(Digitized Yard Layouts with Train Movements) in LCD Monitors.More than one Station yard Layout can be viewed in each Monitor depending on the size of

the Yard.

The IR uses Data logger, Delphi developed by Efftronics Pvt. Ltd., Vijayawada.

Kota Division uses services of Data loggers since 98.

Technically speaking, a data logger is any device that can be used to store data. This

includes many data acquisition devices such as plug-in boards or serial communication

systems which use a computer as a real time data recording system.

However, most instrument manufacturers consider a data logger a standalone device

that can read various types of electrical signals and store the data in internal memory

for later download to a computer.

The advantage of data loggers is that they can operate independently of a computer,

unlike many other types of data acquisition devices.

Contemplating over the fact that 98% of accidents happen due to incorrect signalperception, data logger serves as a boon to thwart such fallacies.

Data loggers are available in various shapes and sizes. The range includes simple economical

single channel fixed function loggers to more powerful programmable devices capable of

handling hundreds of inputs.

Data logging is now a standard technique within railway signaling engineering for both

safety and performance management purposes.

Data logging facilitates the past analysis of any event. Also improving upon the reaction

time of any event.

Data loggers facilitates the continuous monitoring of track, trains, etc.

Features:-

Online Graphical Display of Status of all the Board Station yards for efficient control.

Online Status of all auto sections for effective planning and monitoring of train

movements.


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Online status of various assets like points, signals, Shunt signals, crank handles, Gates,

Axle Counters, Route Relays and Knobs.

Route Set Indication.

Details of Train like Train No. / Name passing through a station.

Details of train(s) in auto section.

Technical Details:-

Embedded system built on Motorola 68000 microprocessor.

LCD, LED and Keyboard user interface.

Min 512 - Max 4096 up to isolated digital input @ 16 mSec sampling. ? 96individually isolated analog input voltage/current channels @1 Sec.

Nonvolatile data storage in flash ram and 8 serial ports for data network.

Network Management:-

Front end application software at central control place.

Link status of all the data loggers in the network.

Online status of digital/analog inputs.

Data selective viewing.

Online graphical mimic display of every station layout. Auto backup on exceeding

configured size of data base.


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Cost savings

The deployment is the most cost-effective data logging solution, from level crossing to major

interlocking schemes. Key savings are offered from:

Ease of installation

Low maintenance

Integration of UPS, modem, display and input cards

At the most compact end, a 48 or 96 channel unit will monitor a level crossing. For larger

installations up to 8 units can be connected together, enabling 3072 channels to be monitored

simultaneously. All systems use the same common platform resulting in economies of

production.

Recorded data can be accessed using a standard web browser. For advanced remote analysis

and diagnostic features (such as slow moving point alarms or SPAD investigations), a software

plug-in has been developed for the Balfour Beatty Rail Asset View system.

In addition, it has a touch screen LCD to allow maintenance technicians to access data directly

on site. This removes the need for an inconvenient laptop computer or separate handheld

terminal.

Reliability:-

Contained within the unit is a fully functional Uninterruptible Power Supply giving six hours of

battery backup in the case of mains failure.

Low power consumption means that no cooling fan is required, which in turn means there

are no dust filters to clean or moving mechanical parts to fail. If maintenance is required, the

entire unit can be removed simply by disconnecting the input leads and a mains plug.

Safety:-

The Delphi, has been designed specifically to meet the stringent safety requirements of railway

signaling applications. All digital and analog input channels are up to isolated to a minimum of

1kV.

DATALOGGER BASED COMPUTERISED TRAINCHARTING

INTRODUCTION:-

All the stations on Nagda-Kota-Gangapurcity-Mathura route of Kota Division are equipped with

data loggers.

Data loggers are networked as per control sections.


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In Kota-Gangapurcity section 23 stations are provided with 25 data loggers.

Since the information of the vital relays is available at Control Office i.e. Kota. It is possible to

track a train and to chart the train movement automatically.

The system is not only track the train but also predict the train movement for the next

few hours, which is equivalent to the manual planning by the ATNL. Based on the train

information & charting data various statistics can be generated in the form of reports whichare time consuming & tedious if done manually.

Section No of Data loggers

Kota - Nagda 29

Kota - Gangapurcity 25

Gangapurcity - Mathura 18

SETUP:-

Entire Rajdhani route of KOTA division (having 62 stations, 549Kms) have been provided with

Networked Data loggers.

All the Data loggers are connected through existing RE telecom cable in series to FEP. The FEP

of the Data logger Network is connected to the Servers through a computer containing NMDL

software with Train charting logics. (See Fig: 1-System

Configuration) The client software is provided for viewing the chart / data. This client software

by default is a passive client (which doesnt enable chart editing & manual entry) but onaccessing into higher levels by issuing passwords it acts as an active client (which enables chart

editing & manual entry provisions).

Active Client maintained by ATNL who has the control over the train movements and is

connected to the server through LAN. At any time, active Client can control the train

movement charting. Active Client can feed the Train information as shown in

Passive Clients to view the chart anywhere from the network, the chart available at this client is

unchanged and cannot be modified. Any number of passive clients can view the train chart byconnecting to the server.


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System Configuration

Automatic Tracking of Train:

For tracking a train movement, basic concept of sequential operation of track circuit is

monitored along with the position of points en-route. For this purpose all Exit/Entry routes

are tabulated in terms of Geographical position of Track circuits & point position, station wise.

Whenever any T.C. is dropped it activates the route, which contains that track circuit.

As the train moves, track circuits will drop sequentially & finally only one unique route

will be selected.

At this stage this train will be allotted train index automatically for further identification

of the train.

With the point position and the berthing track position it can be determined that whatline / platform the train is received.

Similarly when the train leaves the station, it will select the appropriate exit route.

When this train touches the Home Signal track of next station it checks if prior to this

AZTR of Block section in rear & the Advance Starter track of previous station were

dropped. This is co-related the station-to-station train charting. Since the train index is

carry forward in this process, it is therefore possible to plot the correct train.

The train charting software facilitates the ATNL to enter the train No., and other train

information such as Loco / Engine No., Drivers name, load, Guards name, vacuum, etc. This


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software also facilitates to edit the train charting whenever necessary. It allows making links if

joints in auto mode.

It allows charting manually even if automatic charting is partially or totally failed. For the

convenience of ATNL two monitors are provided. One screen always shows the chart and

another is used to open the manual-charting string grid or to pop-up other forms.

FEATURES:-

Auto tracking of train on real time.

Online Plotting of chart.

Charting of train from starting to destination point.

Alarm generation & tracking of any new train entered in the section automatically.

Reporting of deviation from scheduled timings.

Useful tools are available Link, Delink, Draw blocks & Line with UNDO, Comments on

Graph, Highlighting train, Searching train etc.

User can select maximum 14hrs chart (7hrs of current chart + 7hrs of prediction).

Transparent Control system. Anyone can monitor control chart in control office on LAN.

Advantage through Data logger based Train charting:-

Controller can devote more time on planning.

Plotting is on Real time. No human involvement to plot the train so more accurate.

Online loop occupancy position.

LIMITATIONS OF AUTOMATIC TRAIN CHARTING SYSTEM:-

Networking communication media should work perfectly to maintain on-line status.

All the stations of the control section should be equipped with Data logger.

Train controllers should have basic computer knowledge.

Continuous track circuiting required.


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COMPUTERIZED PASSENGER RESERVATION SYSTEM

INTRODUCTION:

The IR carries about 5.5 lakh passengers in Reservation reserved accommodation every

day.

The computerized Passenger Reservation System (PRS) facilitates booking and

Cancelling of tickets from any of the 4000Terminals (i.e. PRS booking windows) all over

the country.

These tickets can be booked or cancelled for journeys commencing in any party of India

and ending in any other part ,with travels times as long as 72 hour and distances up to

several thousand kilometer.

There are mainly 5 servers in INDIA. These are New Delhi, Kolkata, Chennai, Mumbai &Sikandrabad.

EQUIPMENTS:

The equipment used in PRS are -

Modem

Multiplexing Equipment

End terminal.

MODEM:-

Modem are used for communication various computer or between Computer &

terminals over ordinary or leased (dedicated) 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.

How does modem works

The word modem in feed is derived from the words modulate & demodulator.

Computer communicate in digital languages while telephone lines communicate inanalog language. So an inter mediator required which can communicate both these

language.

Modem transmits information between computer bits by one stream. To represent a

bit (or group of bits), modem modulates the characteristics of the wave that are carried

by telephone lines.

The rate at which the modem change these characteristics determines the transmission

speed of 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 & transmitted it in each band. Thus the speed of the modem

transmitting at 600 band would be 2400 bps.


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The modems can transmit data in two formats: Asynchronous & Synchronous.

The analog modem switch at each location is connected to analog modems of the main

as well as the stand by links. If the main links fails, the switch units at either end switch

the user equipment at the stand by link. When the main links get restored, the analog

modem switches the user equipment back to main link.

Multiplexing Equipment:-

There are two type multiplexing equipment for each channel.

The multiplexer used may be of 8-ports or 16-port .The data is get multiplexed at the rate of

the 96KBps. The multiplexing generally of analog type.

End Terminal:-

The end terminals of system is the station where the tickets to be Printed out. The

terminal consists of a computer system with a dot matrix printer. The number of the total endterminal at the station can be increased or decreased according to the multiplexing used.


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IVRS (Interactive voice response system)

INTRODUCTION:

The system in which, the information available in the computer is retrieved by the user

in the form of voice with the help of the interaction between telephone and computer

is known as Interactive Voice Respond System (IVRS).

With the help of this system information regarding public reservation; arrival

/departure of train; fare can be delivered to user when and where it is asked through

telephone.

Each section control office is having a computer called DATA ENTRY COMPUTER along

with dial up/lease line modem which is used for linking the computer of other control

offices either directly or through server available at Church Gate . Each control office

computer is identified as check / data entry point. Information regarding the running

of the train can be registered or checked at every 15 minutes duration.

At place where the information is to be retrieve through Telephone, another computer

is linked with data entry computer called IVRS COMPUTER, which is connected to data

entry computer by ETHERNET CARD. These computers read the information from data

entry computer and then convert it to voice for user purpose.

HARDWARE:-

DATA ENTRY TERMINAL

It is a personal computer of more than 166 MHz with 16 MB RAM; 2.1 GB Hard disk; 101

key keyboard; a mouse & a colour monitor.

MODEM

The data entry terminals are linked with lease line/ dialup modem of speed better than

33.6 KBPS.

IVRS TERMINAL:-

It is Pentium 133 MHz P.C. with 24 port dialogic cards called IVRS card capable to

respond on both pulse and tone. Out of 24 ports 4 ports are used for voice and FAX on

demand; 2 ports are used for railway PSTN lines; 2 ports are used for fare inquiry and rest 16

ports are used for train inquiry.


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SOFTWARE:-

There are three types of software.

It is friendly user software, which is used to record the train schedule timing information

in data files.

This software is having following facilities,

(1)The system is secured by 3 stages of password facility.

(2)It is having the facility for data entry of running/schedule time.

(3)Entry for expected arrival/ departure.

(4)Addition and removal of data entry points.

(5)Addition and removal of train in the system.

(6)Changes in the database for timetable; fare table etc.

(7)This software is having a facility to generate the report of (a) Status of running train as

per

According to train

According to control office

As per a specific interval

(b)Information of train, when the train is late more than specific hours.

(c)Summary of any train running over the month.

(d)It also shows the train graph.

(8)It restricts the entry of train after a specific period i.e. the file is deleted for a train after

2 hours of its arrival; and deletes the files which are 48 hours old and

restructure/reorganize the files.

COMMUNICATION SOFTWARE:-

This software works on the principle of packet switching in which each train file is

developed in the form of packet along with destination address.

In IVRS system Mumbai Central computer acts as HUB and it will dial or connect

through lease line after a specific interval to the data entry computers of different control

offices and exchange the files with them.


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When a pop file is generated after every 15 minutes in data entry computer, then file is

transferred to its queue directory. When HUB computer is connected to data entry

computer, HUB searches the files from queue directory and then down load in its receive

directory and similarly the queue directory files available in HUB will be received and stored

by data entry computer. By this way the queue directory files are exchanged and updated.

The communication software is also having the facility for CRC check (cyclic

redundancy check) and receive check. So in case of line failure or modem faulty, when the

file could not be exchanged, then HUB try to establish the link and if is not able to exchange,

then it will create alarm; and show link break

The important facilities of communication software: -

1) Auto dialing facility for origination of transmission of information or data.

2) Having facility of auto pickup of file from remote queue directory.

3) Facility of auto transfer of own file to remote/required place.

4) Facility of transfer of file as per priority decided by HUB.

5) It has facility to support WAN and is capable of interfacing with any type of communication

system like Internet, VHF; UHF, leased line.

6) Facility of monitoring of trans. and receive file.

7) It is provided with the list of transmitted files and remaining files.

OLTRIS SOFTWARE:-

The main aim of the system is to provide ON LINE TRAIN RUNNING INFORMATION

like termination of the train before schedule ; changed the route of the train; accident of

train; abnormal delay/late of the train and so on. So the software is developed to support all

the abnormal activity.

This software is having the following facilities:

a) It is having the facility to interact with both pulse and tone users.

b) It is having a facility of FAX on demand, for that separate terminal is provided.

c) It is supporting and select more than one language.

d) According to traffic, ports can be increased or decreased.

e) It is having the facility of mailbox.


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f) It is having the facility of according the calls on each port and give a report of no. of calls

in 24 hours and the calls in a specific period.

Overhead lines or overhead wires are used to transmit electrical energy to trams, trolley, buses

or trains at a distance from the energy supply point. In this article the generic term overheadline is used Overhead line is designed on the principle of one or more overhead wires situated

over rail tracks, raised to a high electrical potential by connection to feeder stations at regular

intervals. The feeder stations are usually fed from a high-voltage electrical grid.


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RAILNETThe Indian Railways is Asia's largest and the world's second largest rail network.

Adopting e-Governance in right earnest and to reap the benefit of IT explosion, Indian Railways

have established a 'Corporate Wide Information System' (CWIS) called RAILNET, abbreviatedas RN henceforth.

It provides smooth flow of information on demand for administrative purposes, which

would enable taking quicker and better decisions.

Realizing the important role that information plays in customer services and in railways

operations, IR had embarked on its computerization program. IR developed a dedicated

skeletal communication network, as a basic requirement for train operation.

RN was established in Kota Division in 99.

After the early introduction of basic computer applications e.g. Pay rolls, Inventory

Control and Operating Statistics, Railways went for deployment of computers for productivity

improvement through building up operational databases.


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Use of IT in Railway:-

Passenger Reservation System (PRS)

CONCERT (Country-wide Network of Computerized Enhanced Reservation & Ticketing), Indian

Railways fully automated PRS software, is a complex online distributed transaction application

based on client server architecture interconnecting the regional computing system into a

National PRS grid.

The salient features of CONCERT software include allowing passenger from anywhere

to do a booking for a journey in any train in any class from anywhere to anywhere; handling

reservation, modifications cancellation/refunds.

e-Ticketing

CRIS (Centre for Railway Information System) has successfully developed the Internetticketing solution launched by IRCTC (Indian Railway Catering and Tourism Corporation).

The effort involved interfacing the IRCTC front end with backend PRS Alpha servers,

writing procedures for search and queries at the backend, ticket printing on existing clients and

accounting software.

UTS (Unreserved Ticket System)

UTS is the complete solution for computerized unreserved ticketing from dedicated counter

terminals and replaces manual Printed Card Tickets/Excess Fare Tickets/Blank Paper Tickets.In future, ticketing from handheld terminals smart card, automatic vending machines, etc. is

also envisaged.

IVRS (Interactive Voice Response System)

IVRS is a telephonic enquiry system which information such as Passenger Name Record

(PNR) enquiry, Train Arrival/Departure information enquiry through NTES, and Berth

availability position in any train, in multiple languages.

NTES (National Train Enquiry System)

NTES provides arrival/departure as well as current status information about any

passenger train in the entire Indian Railways. NTES is parallel to PRS.

The servers are located at five metros i.e. Delhi, Kolkata, Mumbai, Chennai, Secunderabad and

all are interconnected.

Entries are made regarding running of train every half an hour at various locations including

divisional headquarter all over the Indian Railways.

NTES is used by IVRS and other web enabled services and mobile services for providing train

information to the public.


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RAILNET MIS:-

For running any business organization, the efficiency of the MIS is very important. Indian

Railways have many areas, where use of IT is going to have a telling effect. Some of these are

listed down:

Rail Budget Compilation System (RBCS):-

CRIS has developed RBCS for collecting budgetary inputs from the different zones and

production units of the Indian Railways. The system facilitates capturing of data, building of

database, analysis of demands and pruning of the estimates for inclusion in the Railway

Budget.

Besides MIS reports, the system enables printing of budget documents in bilingual, Hindi

and English. This system is implemented at 88 locations spread over Zonal Railways and

Production Units apart from Railway Board.

Comprehensive Payroll Processing System (CPPS):-

CPPS is a comprehensive bilingual package generating monthly salary bills including

Incentive Bonus Calculation and Labor Accounting modules and pay slips in Hindi.

Vigilance Software System (VSS):-

VSS is designed especially for the requirements of Vigilance Department of Indian Railways

and has been implemented in all the Vigilance Departments of Indian Railway Zonal

Headquarters.

VSS maintains information about vigilance cases/complaints includes various reports,

forwarding letters generated by Vigilance Department and keeps track of Receipt.

Material Management Information System for P-Way material:-

This package is designed especially for the requirements of Civil Engineering department

of Indian Railways and helps the users in accounting' stores for P-Way materials. Special

emphasis has been given to scrap disposal.

Comprehensive Accounting & Transaction System (CATS):-

CATS has been designed with common database to address functionalities for both

personnel and Finance Departments. CATS contain two major modules Financial AccountingSystem (FAS) and Payroll System (PS).


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ORGANIZATION:-

First Rail-Net was established between RAILWAY BOARD, 9 Zones, and 6 production

units in phase 1.

Then extended to 6 new zones, 5 centralized training institutes, research and

development and standard organizations, Metropolitan transport project in phase 2. The divisional offices, Zonal training institutes will be connected to rail net in phase 3

and finally to station, yards, shads etc.

Rail Net comprises of -

1. Intra-net

Intra-net is an internal network of Indian railway allowing the railway officers

and staff to communicate on this digitized network.

2. Inter-net

Internet allows user to get into a global communication method and global pool

of knowledge, advertisement and entertainment through www (World Wide Web) in a secured

manner.

TOOLS:-

E-Mail

EDI (Electronic Data Interchange)

WWW

FTP (File Transfer Protocol)

TCP (Transmission Control Protocol)

OBJECTIVES:-

Rail net is used to provide following services:

Creation of Web pages.

E-mail.

Electronic transfer of data used for monitoring and coordination purpose.

Voice-over IP.

Video-conferencing

Web-based application software development

Web surfing (Browser usage for internet and intranet).

HARDWARE COMPONENTS:-

Compaq Servers.

CISCO Routers, Switches & Hubs


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5) It contains Microsoft Back Office Server 4.01 software which comprises following

programs:

a) Microsoft NT.

b) Microsoft BackOffice.

c) Site Management Server.

d) Proxy Software.e) Service Network Administrator

f) Exchange Server.

B.ROUTER

A router translates information from one network to another; it is similar to a super

intelligent bridge. Routers select the best path to route a message, based on the destination

address and origin. The router can direct traffic to prevent head-on collisions, and is smart

enough to know when to direct traffic along back roads and shortcuts. Routers knowthe addresses of computers, bridges, and other routers on each side of the network. Routers

can even "listen" to the entire network to determine which sections are busiest, they can then

redirect data around those sections until they clear up.

Routers can:

Direct signal traffic efficiently.

Route messages between any two protocols.

Route messages between linear bus, star, and star-wired ring topologies.

Route messages across fiber optics, coaxial, and twisted pair cabling.

C.SWITCH

The switch is used to interconnect the Nodes. But it is more complex and versatile, and

also there is no division of bandwidth among the nodes.

They are active device with following points:

(1)10Mbps, 100 Mbps, single-speed, or dual speed operation.

(2)Congestion control, which means that the switch should have enough buffers to takecare of the traffic peaks.

(3)Segmentation of local network

(4)Speed up the local network. They are of 8, 16 or 48 ports active terminal.

D.FIREWALL

It is security purpose software, which is used to secure the server contents, so the

outside user could not temper the information. The user can read the information but cannot

write anything.

E. HUB


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It is active junction box, which is used to connect the nodes and all the servers using any

type of cable (UTP, Coaxial etc.). It contains a division of network bandwidth. The important

parameters to be considered whole selecting are: -

Support for dual-speed operations.

Number and types of ports, UTP and BNC. Auto switching.

Support a built-in segment switch.

Ease of configuration.

It can have a capacity of 8, 16 or 24 nodes and the maximum distance between Hub and

nodes is 100 Mt. If distance is more, then additional HUB must be used (but not more than 3).


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The earlier networks were non-IP based and worked at speeds of 9.6 Kbps.

Gradually some of the non-IP based network speeds were upgraded to 64 Kbps.

Generally higher speeds are not adopted in non-IP networks.

Presently networks are mostly IP based and operate at speeds of 2 Mbps at the core

and distribution levels and 64 kbps at the access level.

Speeds of n x 64 Kbps may be used at important access points depending on the

network traffic.

Similarly at the core level n x 2 Mbps may also be adopted.

In a centralized system as in FOIS, the core level comprises the communication links

between CRIS (Centre for Railway Information System)/ Rly.Board and zonal Hqrs.

Distribution level comprises the communication links between zonal Hqrs. and

divisions and access level is made up of links connecting the division to the activity

centers. In a distributed system as in PRS, the computers at the 5 metro cities are connected in

a mesh topology and form the core network. The network connecting the 5 locations

to other zonal headquarters and divisional headquarters forms the distribution layer

and the connections from the zonal/divisional headquarters to the other locations

forms the access network.

Network Security:-

The main aspects of security is:

Data sent by the sender should be received only by the intended receiver. This isachieved through encryption at various levels. Encryption can be built in at application

level as well as network level. The various data encryption standards are IP sec. DES, 3

DES, AES, private/public key etc.

Optical fiber Telecommunication for Railway Utility

A modern telecommunication network for railway utility must be able to handle the

emerging of advanced remote control centers, digital telephone exchanges, train radiosystems and the extensive development of central and local data systems. Therefore, it is

recommended to apply digital PCM transmission equipment, using Optical fibers as

transmission media.

The advantages of this kind of telecommunication networks are the low establishing

costs compared to its enormous capacity.

For ex., an 8 or 12 fiber cable is able to handle all today known railway transmission

requirements and even more. Furthermore, the transmission network is immune to

electromagnetic disturbances in connection with electric railway traffic. In optical fibertelecommunication systems, primarily monomode fibers are used today, providing an

extremely high bandwidth (>300GHz x km) and a very low attenuation (0.2 dB/km).


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The advantages of using OFCs over conventional copper cables include:

i) Free from EMI and RFI making it especially useful in electrified areas.

ii) Supports low bit-error rate digital communication.

iii)Very high traffic carrying capacity and hence potential for leasing excess capacity

to other users and providing other services.

iv)Negligible cross-talk between channels.

v) Insufficient commercial value of bits of cable and hence less prone to theft.

vi)Multiple joints does not significantly degrade BER and therefore speech quality.

IR have commissioned their first optical fiber communication system, in the busysuburban area of Mumbai over a distance of 60 km connecting 30 suburban stations during

1989.

This was followed by installation of another 900 km fiber in connection with railway

electrification projects.

JOINTING AND TERMINATION OF OPTIC FIBRE CABLE

Techniques for jointing of optic fiber cable:-

(a)Mechanical SpliceThis align the axis of the two fibers to be joined and physically hold them together.

(b)Fusion SplicingThis is done by applying localized heating (i.e. by electric arc or flame) at the interface

between the butted, pre-aligned fiber end, causing them to soften and fuse together.

Following steps are involved for jointing of the cable:-

Preparation of cable for jointing

Stripping/cutting the cable

Preparation of cable and joint closure for splicing

Stripping and cleaving of fibers

Sealing of joint closure and

Placing joint in pit

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