INTRODUCTION

India is a land of diverse culture, and Railways play a key role in not only meeting the transport needs of the country, but also in binding together dispersed areas and promoting national integration. Indian Railways have emerged as the sinews of the Indian economy, and have reached out to bring together the great Indian family. Indian Railways have been the prime movers to the nation and have the distinction of being one of the largest railway systems in the world under a single management. Railways, being the more energy efficient mode of transport, are ideally suited for movement of bulk commodities and for long distance travel. As compared to road transport, the railways have a number of intrinsic advantages. Railways are five to six times more energy efficient, four times more efficient in land use and significantly superior from the standpoints or environment impact and safety. Indian Railways, therefore, rightly occupy pride of place in the growth and development of the nation. Apart from normal trains connecting almost all part of the country, the Indian Railways also runs special luxury trains like the Palace on Wheels, Rajdhani Express, Shatabdi Express, Fairy Queen etc. International Tourist Bureaus are located at various important cities all over the country. International Tourist Bureaus issue reserved tickets to the Foreign Tourists and NRIs holding valid passport against payment in US dollars, Pounds, Sterling, and in Rupees against Encashment Certificate. These Bureaus also sell Indrail passes, which enable tourists to travel wherever they like, whenever they like, and whichever trains they like within the validity period. Indrail pass however, does not guarantee reserved accommodation. On the whole, Indian Railways ensure that travelling in India is a cherished experience. The different zones of Indian Railway with their travelled distance are given below: Railways Central Eastern Northern North Eastern Northeast Frontier Southern South Central South Eastern Western Route Kms 7,076 4,303 10,995 5,131 3,858 7,009 7,218 7,161 9,735

Fig1: Railway Track Indian Railways is the world's second-largest railway 6,853 stations, 63,028 kilometres of track, 37,840 passenger coaches and 222,147 freight cars. Annually it carries some 4.83 billion passengers and 492 million tons of freight.

The north-east railway was started on 14th October with seven locations: Gorakhpur, Gonda, Lucknow, Pilibhit, Sivan, Chapra and Mau. The different departments of NORTH-EAST RAILWAY (NER) are, 1. Unreserved Ticketing System (UTS) 2. Passenger Reservation System (PRS) 3. Rail net 4. Freight Operation Information System (FOIS) 5. Electronic Exchange
6. Passenger Amenities Station Assets

7. Microwave
8. Manufacturing of Signalling Items

9. Signalling 10. Signalling Construction

CHAPTER 1 UNRESERVED TICKETING SYSTEM (UTS)

The unreserved ticketing system was first launched in Delhi on 15th Aug 2002. Twenty million passengers travel daily on Indian Railways using the unreserved journey facility. An unreserved ticket authorizes these journeys but as the name implies, offers no reserved seats or berths. The ticket is not specific to a train service either. This facility is predominantly used by commuters and suburban travellers over short distances where assured seating is not a necessity. It is also available to lower income groups travelling longer distances and connects the rural hinterland to districts, towns and cities. Tickets are issued to the unreserved passenger any time of day or night as booking offices remain open 24 hours a day, seven days a week. The Unreserved Ticketing System (UTS) caters to this segment of the market and seeks to provide a centrally administered computerized ticketing system over the entire Indian Railways. Today more than ninety percent of the unreserved tickets are sold through this system. The ability of the system to deliver ticketing at remote corners of the country and

provide uninterrupted services everywhere has been lauded by the Government of India and the project along with the CRIS team responsible for its initial design and implementation won the Prime Ministers Award for Excellence in Public Administration.

Fig2: Train with passengers

Fig3: UTS with high availability

A step towards modernisation:

The first tentative steps towards computerising unreserved ticketing were taken in the 1990s when microprocessor based Self Printing Ticketing Machines (SPTMs) were introduced at selected busy stations of Indian Railways. SPTMs were stand alone devices, which issued tickets and then transferred the transaction records at the end of the day to a PC kept at each

station which generated accounting reports. There was no connectivity beyond the station level. These machines highlighted the advantages of computerising ticketing: 1. Large stocks of pre-printed tickets were not required. The machine printed the details of each ticket on demand on pre-formatted security paper. 2. Paper tickets were eliminated. 3. SPTM tickets could not easily be faked or re-used. 4. Universal counters selling tickets for all directions became possible. 5. Station Accounting was done by the computer, saving manual effort.

UTS WITH REMOTE CONTROLE

Fig4: UTS with remote control

Fig5: UTS with shared disk cluster CHAPTER 2 PASSENGER RESERVATION SYSTEM (PRS)

The Passenger Reservation System (PRS) facility is available at 2926 locations on Indian Railways. Zone-wise details of number of PRS commissioned over Indian Railways are; 187 PRS in Central Railway, 179 in Eastern Railway, 170 in East Central Railway, 92 in East Coast Railway, 356 in Northern Railway, 161 in North Western Railway, 161 in North Eastern Railway, 111 in North Central Railway, 204 in Northeast Frontier Railway, 284 in Southern Railway, 138 in South Western Railway, 131 in South Eastern Railway, 98 in South East Central Railway, 326 in South Central Railway, 93 in West Central Railway, 222 in Western Railway and 13 in Konkan Railway Corporation Ltd.. Computerised reservation centres are provided as per policy at stations where reservation related workload is at least 100 transactions per day or at District Headquarters, important hill stations/tourist & pilgrimages centres/post offices on the basis of proposals received from Public/Public representatives and the Zonal Railways. Reserved travel by Indian Railways is facilitated by the Passenger Reservation System (PRS). PRS provides reservation services to nearly 1.5 to 2.2 million passengers a day on over 2500 trains running throughout the country. The PRS Application CONCERT (Country-wide Network of Computerized Enhanced Reservation and Ticketing) is the worlds largest online reservation application, developed and maintained by CRIS. The system currently operates

from 5 Data centres. The server clusters are connected together by a core network that enables universal terminals across country, through which the travelling public can reserve a berth on any train, between any pair of station for any date and class. PRS web site was awarded Web Ratna Platinum Icon Award in year 2009 under Citizen Centric Service category. PRS application has been awarded by Computer Society of India for best IT usage in the year 1999.

Fig6 The IR carries about 5.5 lack 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 b o o k i n g 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 kilometre. There are mainly 5 servers in INDIA. These are New Delhi, Kolkata, Chennai, Mumbai & sikandrabad.

Equipments used in PRS: The equipments 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. The word modem in feed is derived from the words modulate &demodulator.Computer comu nicate in digital languages while telephone lines communicate in analog language. So an inter mediator required which can communicate both these language. Reservation System: The PRS is available at over 8000 counters in more than 2380 locations throughout the country, including all major stations, and important non-railhead locations such as tourist centres and district headquarters. The PRS services are available to passengers for 23 hours in a day. Passengers can reserve a berth for any train 90 days in advance. In addition to the railway counters, multiple delivery channels have been provided to Rail passengers to access the PRS services. Enquiry services through Internet were launched in year 2000.

Fig7: Online Ticket Booking Touch screen, IVRS and Display boards are enabled at major booking location for details on train accommodation availability. I- Ticketing and E-ticketing and through Internet was launched in year 2002 and 2005 respectively. Booking through Post offices was launched in year 2007.Enquiry services through 139 were launched in year 2007. PRS ticketing through Mobile VAN (Mushkil Assan) was launched in 2009.

Fig8: An example for booking a ticket Automating Ticket Checking: To improve the transparency in seat allocation after charting and increase the berth utilization, PRS is in the process of automating the operations of TTE. It is aimed that the passenger attendance is marked by the TTE on a Hand Held Device instead of a paper chart and the berths, vacant on account of not turned up passengers are transferred to a central database. These berths can be utilized by TTE for allocation to RAC/WL passengers or to WL passengers/ with current Ticket intending to board the Train from next stopping station. This will also speed up the refund process as the data regarding not turned up passengers will be directly transferred to Refund System. Hand Held Terminals (HHTs) are already functioning in 12 pair of trains. Indian Railways plans to extend this facility to another 70 pair of Rajdhani and Shatabdi Trains CONCERT Architecture: CONCERT architecture is based on the state of the art technology using 3-tier client-server distributed transaction processing paradigm. The system has distributed architecture with 5 server clusters placed in server centres in five cities: New Delhi, Mumbai, Kolkata, Chennai and Secunderabad. The server clusters are connected together by a core network based on a mesh of 0202 Mbps leased lines. It is an on-line client server application developed in C

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on OVMS using RTR (Reliable Transaction Router) as middleware. It is currently hosted on state of art converged infrastructure (Itanium blade servers).

Fig9: Concert network topology CHAPTER 3 RAILNET

Railnet is the Enterprise Wide Area network of Indian Railways. It is a modern network based on Layer3 MPLS-VPN hired from RailTel Corporation of India Limited. In the age of global position system Indian railway is also adopting some new technology like as RAILNET - Indian Railways Intranet. Indian Railways have decided to set up their own Corporate Wide Information System (CWIS) called RAILNET to provide computer connectivity between Railway Board with Zonal Railways, Production Units, Centralized Training Institutes, RDSO, CORE, MTP/Calcutta & 46 major training centres. Indian Railway is constantly looking for new ideas to simplify and streamline procedures for the convenience. In this endeavour they have introduced several path breaking technologies on the Railway system over the years. As we introduce new facilities on the railway system, we are tempted to take a peek into the past. With the introduction of this system, the Railways will also benefit in several ways. These are:

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Keeping pace with the latest technology Eliminate the need to move paper documents between different offices Change from PERIODIC REPORTING to Information on Demand Provide Internet Access to Rail net Users Connectivity and Communication Data Sharing Hardware Sharing Performance Enhancement and Balancing Entertainment

Synchronous Transport Module (STM-1): The STM-1 (Synchronous Transport Module level-1) is the SDH ITU-T fiber optic network transmission standard. It is the information structure. It consists of information payload and overhead bits in block frame structure, which repeats at every 125 microseconds. The information is suitably conditioned for serial transmission on the selected media at a rate, which is synchronized to the network. STM followed by an integer, which indicates the level of SDH. STM 1 is the first level of SDH bit rates STM 1 with 155.520 mbps is the basic rate. STM 4 indicates that it contains 4 STM 1s and each STM 1 is independent in all respects. Similarly STM 16 means 16 No.s of STM 1s and STM 64 is 64 No.s of STM 1s. STM 4 = 155.520 x 4 = 622.080 mbps In Rail net Gorakhpur Tejas TJ 100 CP STM 1 is in use Input Voltage Range Normal Operation: -40V to 60V DC Fuse 6A Slow Blow Glass fuse. RAILNET ARRANGEMENT AT HQ GORAKHPUR

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Fig10: RAILNET arrangement at HQ Gkp V LAN: V LAN is configured on layer 3 switch ports in Rail net Gorakhpur.

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A virtual LAN, commonly known as a VLAN, is a group of hosts with a common set of requirements that communicate as if they were attached to the same broadcast domain, regardless of their physical location. A VLAN has the same attributes as a physical LAN, but it allows for end stations to be grouped together even if they are not located on the same network switch. Network reconfiguration can be done through software instead of physically relocating devices. VLANs are created to provide the segmentation services traditionally provided by routers in LAN configurations. VLANs address issues such as scalability, security, and network management. Routers in VLAN topologies provide broadcast filtering, security, address summarization, and traffic flow management. By definition, switches may not bridge IP traffic between VLANs as it would violate the integrity of the VLAN broadcast domain. This is also useful if someone wants to create multiple Layer 3 networks on the same Layer 2 switch. For example, if a DHCP server (which will broadcast its presence) is plugged into a switch it will serve any host on that switch that is configured to get its IP from a DHCP server. By using VLANs you can easily split the network up so some hosts won't use that DHCP server and will obtain link-local addresses, or obtain an address from a different DHCP server. The IP provided at VLAN is 172.16.11.1 and subnet is 255.255.255 DNS is 202.138.96.2 and 203.153.41.28

DSLAM: A Digital Subscriber Line Access Multiplexer (DSLAM) allows telephone lines to make faster connections to the Internet. It is a network device, located in the telephone exchanges of the service providers, that connects multiple customer Digital Subscriber Lines (DSLs) to a high-speed Internet backbone line using multiplexing techniques. By placing remote DSLAMs at locations remote to the telephone exchange, telephone companies provide DSL service to locations previously beyond effective range. The DSLAM acts like a network switch since its functionality is at Layer 2 of the OSI model. Therefore it cannot re-route traffic between multiple IP networks, only between ISP devices and end-user connection points. The DSLAM traffic is switched to a Broadband Remote Access Server where the end user traffic is then routed across the ISP network to the Internet. Customer Premises Equipment that interfaces well with the DSLAM to which it is connected may take advantage of enhanced telephone voice and data line signalling features and the bandwidth monitoring and compensation c In N.E. Railway two numbers of DAS - 3248 DSLAM is in use each one having 48 ports.

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Mail Server: The RAILNET mail server in N.E. Railway Gorakhpur runs on operating system Windows server 2000. The RAM is of 512 Mb. The processor is 3.2 GHz Intel zenon. All the communication is on optical fiber. The mail server is HP made and provides a unique email id for communication. The unique id is like ..@ner. Railnet.gov.in . Router: Router is a Network layer mechanism, either software or hardware, is using one or more metrics to decide on the best path to use for transmission of network traffic. Sending packets between networks by routers is based on the information provided on Network layers. Repeaters and bridges are simple hardware device capable of executing specific tasks. Routers have access to network layer addresses and contain software that enable them to determine which of several possible paths between those addresses is the best for a particular transmission. Router operates in the physical, data link, and network layers of the OSI model. Routers relay packets among multiple interconnected networks. They route packet from one network to any of a number of potential destination network on an internet. Internetworking among dissimilar sub networks is achieved by using router to interconnect the sub networks. Essential function that the router must perform includes the following. 1. Provide a link between networks. 2. Provides for the routing and delivery of data between processes on end systems attached to different networks. 3. Provide these functions in such a way as not to require modification of the networking architecture of any of the attached sub networks. In N.E. Railway the router is of 2800 series of Cisco, in which 2800 series router has 24 VAN ports. In it 4 ports are 2 mbps and 20 ports are of 64 kbps and 1 port for ISDN (BRI), they can be expandable up to 48 ports. As long as the cost of each link is know, a router can find the optimal combination for any transmission several algorithms exist for making these calculations. In N.E. Railway the routing protocol is OSPF (Open Shortest Path Finder). The IP of Router is - 10.24.2.2 Switch: In networking, a device responsible for multiple functions such as filtering, flooding, and sending frames. A switch is a network device capable of forwarding packets directly to the ports associated with particular network addresses. Instead of (or in combination with) hubs, LANs are also coming to rely on device called switches to transmit messages. These devices operate on the data link layer of the ISO/OSI reference model-specifically, at the MAC sublayer. Unlike hubs, which broadcast messages to all ports regardless of the node to which they are actually addressed, switch rely on internal address tables to determine where to route packets so that they travel directly from the sender to the port associated the recipient.

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Although this distinction might not sound particular noteworthy on the surface, it is the mean by which switches con speed up network performance. In N.E. Railway the layer- 3 switch is of Cisco 3750-G, which has 24 10/100 Ethernet port and 4 BASE FX port. Configuration: The switches can be deployed as backbone switches, aggregating 10BASE-T, 100BASE-TX, and 1000BASE-T Ethernet traffic from other network devices. For 10/100 ports, auto negotiates the speed and duplex settings For 10/100/1000 ports, auto negotiates the speed and supports only full-duplex mode The Catalyst 3750 switches support stacking. You can stack up to nine switches in a stack by cabling the Stack Wise ports. Stack Wise ports are not user-configurable. Switches are hot-swappable Power redundancy In N.E. Railway the layer 2 switch is of Cisco 2950 series. It is a 24 port switch. The gateway for SnT department is 10.24.2.2. There is only one big difference between layer 2 and layer 3 switches is that we are able to do routing in intranetworking with Layer 3 switches which is not possible to do with layer 2 The Catalyst 2950 Series Intelligent Ethernet Switches, is a fixed-configuration, stackable switch that provides wire-speed Fast Ethernet. MODEM: The most familiar type of Data Circuit terminating Equipment (DEC) is a modem. Anyone who has surfed the internet, logged on to an office computer from home phone line has used a modem. The external or internal modem associated with our personal computer is what converts the digital signal generated by the computer into an analog signal to be carried by a public accesses phone line. It is also the device that converts the analog signals received over a phone line into digital signals usable by the computer. The term modem is a composite word that refers to the functional entities that make up the device a signal modulator and a signal demodulator. Modem stands for modulator/demodulator. Both modulators and demodulators, however, do use the same techniques as digital to analog encoders: modulators to further encode a signal and demodulators to decode it. In NER one dial up modems (RAS) is in use. LAN Extender and media converter: A LAN extender forwards traffic between LANs transparent to higher network-layer protocols over distances that far exceed the limitations of standard Ethernet. A LAN, or Local Area Network, is a high-speed data network (usually employing Ethernet technology) to connect computer workstations, printers, servers, and other devices. The Ethernet LAN typically serves computer users within a single organization to provide mutual access and file sharing for all the networked computing devices.

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LAN Extender is a device that uses to extend the local area network beyond 100 meters through the copper cable LAN extender is connected both side of network. In Rail net Gorakhpur Dasan and Atrie made LAN Extender is in use. Media converter is use to divert from one physical medium to other like from CAT 5 to OFC. In Rail net Gorakhpur Mrotek FCAT01-C and Mrotek FCAT-01 is in use.

SPECIAL FEATURES OF RAILNET:

Rail net Gorakhpur use various ways to provide internet connectivity to its users, various numbers of users are as LAN - 400 users Broad band on residence 96 users Dial up - 96 users The IP provided as 172.16.11.1, in this manner we can provide IP from 2 to 255.

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CHAPTER 4 FREIGHT OPERATION INFORMATION SYSTEM (FOIS)

The Indian Railways carries nearly 900 million tonnes of freight in a year. This translates to about 5000 freight trains daily. Freight trains bring two thirds of the Indian Railway revenues and are referred to as the bread earners for the Railways. The major commodities carried by Indian Railways are Coal, Iron Ore, Food grains, Iron & Steel, Cement, Petroleum products, Fertilizer and Containerized Traffic. There are specialized wagons to handle the transportation needs of the different types of commodities. Unlike passenger carrying trains, freight trains do not run to a fixed schedule and thus making freight operations a highly information intensive activity. Based on this information managers make allocation decisions continually to dynamically optimize utilization of resources like wagons, locomotives, crew and paths on the network. Real time information allows good decision making and thus ensures high levels of mobility within the system. The Freight Operations Information System (FOIS) was the first project which CRIS embarked upon. In fact the creation of CRIS is a by product of this effort in the mid eighties. FOIS began as an application to track and monitor the movement of wagons, locomotives and unit trains. Now it is a complete management module for freight trains handling the billing and revenue collections as well. It has played a major role in the improved wagon productivity on Indian Railways and the objective is to use the information to further improve productivity, customer service and thus meet the needs of a rapidly growing economy.

OBJECTIVE: To examine the Railway and IT interface from the perspective of Railways Identifying uses of IT for improving effectiveness and efficiency of Railways to evaluate issues pertaining to railways developing and offering IT infrastructure for public use. Indian Railways is the world's second-largest railway 6,853 stations, 63,028 kilometres of track, 37,840 passenger coaches and 222,147 freight cars. Annually it carries some 4.83 billion passengers and 492 million tons of freight.

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IR Concern to increase Market share Enhance customer responsiveness through cargo visibility and information dissemination Reduce operating expenses Improve asset utilisation Concern to improve customer satisfaction & market share prompted multi pronged approach to Freight Policy - FOIS an essential element Freight operation information system enabled freight customers to have instant access to information regarding the current status of their consignments in transit. System for management and control of freight movement that also assists managers to optimise asset utilisation. FOIS has been designed to give strategic advantages to both IR and its customers. Global tracking of consignments in real time, whether in rakes or in individual wagons, to enable timely planning and just in time inventory management.
FOIS architecture: CENTRAL SYSTEM AT RAILWAY BOARD LEVEL (NEW

DELHI) MUMBAI, CALCUTTA, CHENNAI, SECUNDERABAD

Cont.. Software Imported: from Canadian National Railroad for the data

processing at the central computer. TRACS (Traffic Reporting and Control System)
Concert Network Topology: Delhi, Mumbai, Chennai, Kolkata, Secunderabad 2

MBPS (x2) Leased Line 2 MBPS (x2) Leased Line 2 MBPS Leased Line 2 MBPS (X 2) Leased Line 2 MBPS Leased Line 2 MBPS (x2) Leased Line Delhi, Secunderabad, Calcutta, Mumbai, Chennai.
Strategic advantages Analysis of the total demand for rail transport and its logical

matching with incoming rakes to optimize the supply of empty rakes for loading. As reports are available to everyone similar types of stock can be clubbed and moved in single trainload formations. Customer database and information system can be maintained Live monitoring of all freight trains will enable recipients of consignments to get an accurate forecast of cargo arrival.
Efficient scheduling and quick turnaround of rakes enables effective and optimum

utilization of existing assets and resources. Tracking of rakes or individual wagons possible in real time High-end and B2B customers can access FOIS features. Webenablement of FOIS to help customers with better inventory management and logistics planning. A complete logistics management ecosystem with real time information on the chain of physical distribution would reduce inventory costs.
Operations planning: A global view FOIS helps in Collecting information at source

Instant access to reliable and collated information Reduction of paperwork in preparation of operating statements and performance reports Enhanced Time and data available to take Global view for Management Decisions.
Core functions of freight operations: Operating Functions acceptance of customer's

orders supply of rakes/wagons movement and delivery at destination Commercial Functions Acceptance, booking and delivery of consignments collection of freight Station Accounting.

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 Further Enhancements in business practices: Committed Time of Delivery System

will enable IR to commit delivery times to customers. Through scheduled Trains, the customers will be assured of the delivery of a consignment as per the agreed transit time Simplified Customer Interaction Enable IR to maintain profiles of the customers, thus reducing the information to be provided by the customer. Accept payments from customers through payment Gateways with Banks.
RMS & TMS: Rake Management System (RMS) addresses the operating portion

captures information relating to goods train movements in terms of rakes on IR-233 locations Terminal Management System (TMS) Pertains to the commercial portion. TMS installed at more than 300 TMS locations
Rake Management System (RMS): RMS captures the following events in real time

Customer indents Wagon supply - date and time Departure after loading Arrival at destination Handling and delivery at destination.
Benefits From Terminal Management System: Invoice based consignment tracking

Quick settlement of claims Instances of unconnected wagons Minimised booking of consignments from customer centres Instant railway receipt Generation prompt billing of railway dues from customer centres computerisation of railway
Freight accounting opportunity to change

Case study-SAIL: To monitor rail freight traffic with rlys' FOIS August 28, 2008:

FOIS) will help Steel Authority of India (SAIL) to monitor movement of its incoming and outgoing traffic. Railways, has developed and customised the Webenabled system for SAIL. online information about incoming raw material wagons or trains starting from loading points to destinations and movement of finished products incoming and outbound freight trains to and from SAIL plants, their pipeline positions, freight payment details and wagon status, including detention. Source: Business Line.
Mission 2012: Double rail transport capacity Freight traffic from 728 to 1150 MT

Increase speed of trains Goods train from 24 to 60 KMPH Reduce unit cost 1.06 cent to 0.76 cent per PKM Deliver world class services and amenities.

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CHAPTER 5 ELECTRONIC EXCHANGE

EXCHANGES: All Telephone Exchanges shall be Automatic Electronic Digital Stored Programme Controlled (SPC)
Pulse Code Modulation (PCM, Time Division Multiplexing (TDM) technology).

The exchanges shall be Transit cum Local Exchanges providing connectivity between Subscriber to Subscriber Subscriber to trunk Trunk to Subscriber Trunk to trunk

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Separate trunk Automatic Exchange shall be provided at Zonal Railway Headquarter for Indian Railways Network. The transit functions at other places shall be integrated in the Local-cum-Transit Exchange. The manual trunk connections shall be provided through Operate consoles (Attendant Consoles). The Operator Console shall be an integral part of the Exchange. Separate manual trunk exchanges are not required to be provided.

Attendant Consoles: The attendant consoles which replace the Trunk Boards shall be an integrated part of the exchange. This shall assist the trunk operator to provide Trunk connections. Facility shall exist to monitor the calls. Busy indication of the trunk shall be available. Head phones shall be provided with Attendant console.

Subscriber Telephone Set: All telephones shall be push button type. The signalling may be decadic or DTMF type. The telephones shall be of the following types: Ordinary Secretary and Executive type Digital Magneto 4 wire

The IR (Indian Railway) exchange network is a hierarchical architecture with 3 levels. Highest level - Zonal Head Quarters (ZHQ) and Railway Board (RB) Medium level - Divisional HQ (DHQ) Lowest level - Important activity centres The exchanges shall be interconnected using manual trunks through Trunk Operators or through Subscriber Trunk Dialling (STD) channels. Where digital transmission system is planned, the ZHQ to DHQ and DHQ to important location exchange shall be connected through high speed 2 MB/s (30 channels) trunk groups. All exchange shall be available on IR STD network subjected to availability of channels. Each exchange shall have a distinct STD code. Alternate routing shall be provided as far as possible.

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Wherever possible interconnection to DOT exchange shall be provided through Direct Inward Dialling (DID) and Direct Outward Dialling (DOD) facility. The traffic for such trunk lines shall be taken as 0.8 Erlang/Trunk line and calculation of trunk lines shall be done accordingly.

Specification & performance parameters: The digital exchanges shall be of the following basic capacity and shall be modularly expandable.

128 ports 256 ports 512 ports 1024 ports 2048 ports 4096 ports

The exchange shall have ports to connect subscribers with

Decadic phones DTMF phones Digital phones Hot line Long distance lead line through any media of communication Trunk through all media of communication (O/H, Cable, VHF, UHF, MW, OF) Attendant consoles

2 MB/s or higher speed trunk ports shall be planned in the exchange for high speed connectivity between exchanges. The capacity of the exchange shall be defined with the following details: Wire Capacity Equipped Capacity with

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 No. of subscriber ports- decadic/DTMF and digital phones.

No. of long distance subscriber, trunk ports with various type of signalling

1. 2 MB or higher speed trunk port. 2. Ports for attendant console

The Architecture of the Exchange shall be with the following protection arrangement. a) Up to 128 ports CPU and control cards -1 + 0 Configuration Memory -1 + 0 Configurations -1 + 1 hot Stand By (S/B)

Power supply unit

b) Exchange with capacity higher than 128 ports CPU and control cards -1+1 hot Standby configuration & hot swappable Memory -1+1 hot Standby configuration & hot swappable Power supply card -1+1 hot Standby configuration & hot swappable

The exchange shall be fully non-blocking. The minimum BHCA (Busy Hour Call Attempts) for exchange shall be as follows:- Up to 128 port = 20,000 Above 128 up to 256 ports = 50,000 Above 256 up to 512 ports = 1, 00,000 Above 512 up to 1024 ports = 1, 50,000

The exchange software shall be loaded on hard disc or flash RAM for operation as well as a backup copy must be available. The software must have self diagnostic feature and the failure must be available as print out.

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The basic requirements of the protective device provided on MDF shall be as under:
i) The device shall not operate on speech or signalling currents. ii) It shall not decrease the efficiency of speech or signalling circuit. iii) The device shall promptly operate in cases of the specified voltages or currents being

reached.
iv) The device shall promptly isolate the equipment and prevent further damage in cases

of overload due to artificial or natural causes.

v) The current rating of the device shall be such that they do not produce noticeable heat

in the components of the main equipment.

vi) The device shall prevent transient discharges which would normally injure the audio

system of the listener.

vii) The device shall be as far as possible self restoring type. viii)

The prospective devices shall consist of fuse & lightning discharger. The fuse shall be connected in series with each external line. connectors.

ix) The Integrated Protection Modules shall be provided in case of Krone type

x) The rating of the fuse shall be as per the requirement of exchange equipment. xi) The Protection arrangement shall be installed on IDF or MDF.
xii) The subscribers protective device assembly shall consist of a single compact dust

proof unit containing fuse and lightning arrester.

The Signalling used shall be:

i)

User line signalling Decadic dc loop/disconnect signalling DTMF signalling D-Channel protocol (ISDN)

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ii)

Inter Exchange 4W E&M Signalling 4W digital (64 kbps) DC - loop/disconnect signalling R2 MFC (Indian version) CCITT Signalling system No.7(Common Channel Signalling) Q-Sig for feature transparency

System requirements: The various components of the exchange system shall be a) Exchange hardware b) Exchange software c) Man Machine Interaction Terminal PC with Printer d) Test and measuring instruments e) Power supply Arrangement consisting of Batteries, Charger, Change over panel and stand-by system. f) Intermediate Distribution Frame g) Main Distribution Frame h) Protection arrangement i) Attendant consoles j) Cable (underground and switch board) k) Subscriber telephone set l) Maintenance tools m) Documentation n) Lightning protection and Earthing arrangement

The man machine language must be in English and user friendly. A VDU, keyboard and a printer along with a PC must be available for interaction with the Exchange.

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The exchange shall be worked with batteries on float. The capacity of the batteries shall be to provide minimum 8 hours back up. One set of battery, two chargers and a change over panel are to be provided for supplying power supply to exchange. The capacity of power supply arrangement shall be 30% higher than the exchange load. The charger shall be preferably SMPS (Switch Mode Power Supply) type.

The IDF (Intermediate Distribution Frame) shall have disconnecting type connectors with facility for isolating exchange indoor and outdoor side. The cable terminals shall be installed on a rack. Protection arrangement shall be available on IDF. All testing for line side shall be done from IDF. The IDF may be accommodated in exchange equipment room. All outdoor cable shall be terminated on a rack forming the Main Distribution Frame (MDF). This shall provide connectivity between outdoor cable and indoor switch board cable. The Main Distribution Frame shall be installed in a separate room but not in the exchange room. An earth is connected across the frame for its entire length and preferably this shall be a copper strip clamped to the frame.

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CHAPTER 6 PASSENGER AMENITIES STATION ASSETS

There are so many equipments or you can say it assets which are used at railway stations for the comfort of passengers. Some of them are given below: Electronic Digital Clock Public Address System (P A System)

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Coach Guidance System Online Charting System Touch Screen Rapid System

ELECTRONIC DIGITAL CLOCK: In digital clock there are 2 digits for hours and 2 digits for minute. It is available in 4 inch display size. When power gets off, display will not show the clock but clock operation will continues internally. Digital clocks of various types can be built as per your needs. These digital clocks can be built for corporate, banks, hospitals, industries, restaurants, etc. Digital clocks are especially useful at workplaces for appointments, meetings, conference calls, etc. Modern digital LED clocks are made using modern technology. These digital clock systems are clear and accurate, work using 220 V AC and low voltage batteries. The basic clock circuit used in these digital led clocks are microcontroller based providing high accuracy. These digital clock systems can be made in giant sizes also.

Fig11: Digital clock at Punes railway station

The system provides uniform time display to all stations. The central Master Clock at Metro Bhavan synchronises all station local Master Clock, which in turn drives no. of Slave clocks located at different places of the station. The commissioning of GPS for the system is in progress.

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The system is provided to every station. This provides information to commuters of a station about the next train timings at that station both towards South & North sides. The existing indication boards are LED display type. Recently Plasma type display boards are installed to work in conjunction with the LED boards. This gives better display information and also provides some Metro Railways information to the commuters. Miniature type Departure Boards are also provided to both sides of the platform for either end.

Fig12: Digital clock

PUBLIC ADDRESS SYSTEM: This is a system which is used for giving the information about the timing and many other things of the trains to the passengers. The System provides announcement by SS/SMs at Station Platforms, Concourses and also at mezzanines. Announcement is also possible from Central Control office to all Stations. The system is provided with digital voice recorder that provides announcements to Metro commuters while they are travelling. This gives prior intimations to all commuters regarding the station they are approaching. The system also provides Central Control announcement to commuters through Train Radio communication System. It also helps the motormen to intercommunicate between themselves even when they are in the running conditions. Public

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Address Systems for loudspeaker announcements of train arrivals and departures, delays, etc. will often be integrated in the passenger information system where pre-programmed messages are stored on data voice recorders on stations along the railway line. Unmanned stations will have interface between the interlocking system and the Public Address System for automatic platform announcements There are two types of public address system which are used at railway stations and they are: Manual Announcing Auto Announcing

COACH GUIDANCE SYSTEM: Coach Guidance Display System is used by the Indian Railways to guide the passengers boarding the train to their respective coaches. This system consists of: Several Coach Guidance LED displays One or more At a Glance Displays Control Console A Small Coach guidance display is hung in front of every coach on the platform and It displays the ID of the Coach e.g. AS1, S11 etc. The display is large and bright enough to be visible from the other end of the platform. The At a Glance Display is mounted on the platform or the concourse. It displays the train number, name and its configuration i.e. the relative position of various coaches w.r.t. engine. All the display boards installed at platform are connected to the central console by a 2 pair data cable using RS485 network. Whole system is driven by a user friendly Windows based front end software. The Display boards are modular in design i.e. separate cards for power supply (SMPS), controller-cum-driver card, display cards are provided with suitable Ralymate/Euro/D Connectors. The driver cards have separate drivers for rows and columns of LED matrix. The driver devices are provided with 300% safety ratings for round-the-clock operation. The data logger provided in the system gives health status of each board in the network

Key Features of Coach Guidance Display System: 4 , 6, 10 Character Height

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Double Face Display 5mm Round, 5mm Oval, 1206 Package SMD LED Data Updating through Windows based software With Manual & NTES updating. 16 (Row) x 32, 48 (Col) Matrix. 24 (row) x 48, 64 (Col) matrix High Resolution with Reliable LED Display. High Readability. Train No. & Coach No. available on display in Paging. Available in ENGLISH, HINDI AND ANY REGIONAL LANGUAGE. Gang able: Multiple Displays can show the same Data. High Quality MS Powder Coated Casing. Environment: Temperature 0 Deg Cent to 50 Deg Cent, Humidity 0% to 95% nonCondensing. Require Power Input 220 V +/- 10 %, 50 Hz. Control Technology: 8 Bit Micro - Controller Interface Communication: RS 485/ RS232. No. of Display Window can be customized as per the Customer Requirements.

ONLINE CHARTING SYSTEM: With the system, the online passenger status on the reservation chart of a particular train will be displayed on the six LCD screens installed at the station. Each screen will display information of 100 passengers. The Western Railway authorities said the first and second screens would display the list of sleeper class waiting list passengers. The third and fourth screens will display the names of confirmed passengers in the sleeper class. The fifth and sixth screens will display the lists passengers in other classes. The names on the waiting list will appear in red, those in the RAC (reservation against cancellation) in yellow and confirmed passengers in green on the screen. The whole system has been installed at a cost of Rs 13, 20,840. The online PNR and seat availability queries are fetched from the computerized reservation applications, which are open to public from 08:00 hours IST to 20:00 hrs IST on weekdays and from 0800 hrs IST to 1400 hrs IST on SUNDAYS. These online reservation applications are shut down daily around 2300 hrs IST and booted around 0500 IST hrs on weekdays. On SUNDAYS the shutdown is done earlier. Due to the dynamic changes taking place in the PNR status updation and the availability positions, these two types of queries have to be fetched from the online reservation applications, hence the non- availability of them after certain timings. The sheer size of these

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databases does not allow them to be copied over network lines. Please note that the web site is functional 24 hrs. A day and other queries (trains between any two stations, fare queries, etc.) are functional throughout the day.

TOUCH SCREEN: Passengers can know the status of the reservation as well as the availability of the reserved accommodation in all trains through the system. According to the Railways, more facilities will be provided through the system in the coming days. The passengers can enter the key number on the numeric touch pad on the screen by gently touching it. On entering the Passenger Name Record (PNR) number and touching the display button, the current status of the railway ticket is displayed instantly on the screen.

Fig13: Touch Screen at railway station For ascertaining the availability of seats on a particular train, the train number and date of journey should be keyed into the system by touch. Once the information has been entered, the details of availability of seats and berths will be obtained on touching the display button. The kiosk reduces the waiting time at the reservation counters, by giving quick information about the availability of accommodation and the current status of ticket.

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RAPID SYSTEM: A rapid transit, underground, subway, elevated railway, metro or metropolitan railway system is an electric passenger railway in an urban area with a high capacity and frequency, and grade separation from other traffic. Rapid transit systems are typically located either in underground tunnels or on elevated rails above street level. Outside urban centres, rapid transit lines may run on grade separated ground level tracks. Service on rapid transit systems is provided on designated lines between stations using electric multiple units on rail tracks, although some systems use guided rubber tyres, magnetic levitation, or monorail. They are typically integrated with other public transport and often operated by the same public transport authorities. Rapid transit is faster and has a higher capacity than trams or light rail (but does not exclude a fully grade separated LRT), but is not as fast or as far-reaching as commuter rail. It is unchallenged in its ability to transport large amounts of people quickly over short distances with little land use. Variations of rapid transit include people movers, small-scale light metro and the commuter rail hybrid S-Bahn. The first rapid transit system was the London Underground, which opened in 1863. The technology quickly spread to other cities in Europe, and then to the United States where a number of elevated systems were built. At first these systems used steam locomotives, with the term later coming to entirely mean electric systems. More recently the largest growth has been in Asia and with driverless systems. More than 160 cities have rapid transit systems, totalling more than 8,000 km (5,000 mi) of track and 7,000 stations. Twenty-five cities have new systems under construction. The biggest metro system in the world by length of routes (including non-revenue track) and by number of stations is the New York City Subway; by length of passenger lines, the largest are the Shanghai Metro and London Underground. The busiest metro systems in the world by daily and annual ridership are the Tokyo subway, Moscow Metro and Seoul Metropolitan Subway.

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The Delhi Metro Rail Corporation which builds and operates the Delhi Metro has been certified by the United Nations as the first metro rail and rail-based system in the world to get carbon credits for reducing greenhouse gas emissions and helping in reducing pollution levels in the city by 630,000 tons (630 Gg) every year.

CHAPTER 7 MICROWAVE
MICROWAVE LINKS: Microwave links are an alternative to optical transmission. It can provide equipment in all standard frequency bands, and detailed design of each section is carried out taking land topography, distances between stations, antenna location, and climate into consideration

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Fig14: Microwave Tower Microwave Frequency Bands are defined in the table below:

Microwave frequency bands Designation L band Frequency range 1 to 2 GHz

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S band C band X band Ku band K band Ka band Q band U band V band E band W band F band D band

2 to 4 GHz 4 to 8 GHz 8 to 12 GHz 12 to 18 GHz 18 to 26 GHz 26 to 40 GHz 30 to 50 GHz 40 to 60 GHz 50 to 75 GHz 60 to 90 GHz 75 to 110 GHz 90 to 140 GHz 110 to 170 GHz

OPTICAL FIBRES: Optical communication systems offer a number of advantages for the railway environment. The system ensures complete immunity to electromagnetic interference, and problems arising from ground loops and electromagnetic radiation are totally avoided. Therefore use of costly protection circuits is minimized. The transmission networks normally consist of an optical fibre cable with PDH/SDH line terminal equipment and primary add/drop multiplexers providing access to the network. A large number of different interface cards are available for all railway applications.

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Fig15: Railway Communication Network

COPPER CABLES: Sometimes existing copper cables must be used for sections of railway lines where the present infrastructure is to be used for still some time. In this case various types of modems, for instance XDSL types, can be applied in order to increase the amount of data transferred.

NETWORK MANAGEMENT SYSTEM: The Network Management System (NMS) is a supervision and management system dedicated to operation and maintenance of transmission networks and surrounding equipment. In the event of failure in a geographically distributed transmission network, the NMS detects the alarm signals from all communication subsystems along the railway line. Fault identifications are then transmitted to one or more Network Control Centres (NCC) where maintenance staff can take due action.

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Fig16: Network Management System

RADIO SYSTEMS: Base station infrastructure and corresponding mobiles and portable radios can be provided in all frequencies currently used by the industry. Each controller in the Traffic Control Room

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has a radio dispatch console for voice communication with the train drivers. Incoming calls are given priorities by the drivers and appear on the screen according to these priorities. Please ask for detailed information about radio systems for railways.

Fig17: Radio System

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CHAPTER 8 MANUFACTURING OF SIGNALLING ITEMS

SIGNALLING COMPONENTS: The active devices and systems in signalling systems and railway automation solutions, such as point operating systems and signals, are crucial for the availability of the entire railway system. Siemens offers proven quality and innovative, environmentally friendly solutions for maximum availability, efficient railway operation, and costeffectiveness. Overview: S 700 K Point Machine Switch guard ITS 700 Point Operating System Bsg. antr. 9 Point Machine ELP 319 End position detector Siwes Decentralized point controller Compact Signals LED Signal Light Units ZP D 43 Electronic Wheel Detection Equipment WSR and WSS Wheel Sensors Sidis W compact point diagnostic system ELS 710 point machine S 700 K Point Machine:

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Fig18: Point machine The S 700 K point machine is used to throw points of all types and gauges in mass transit and main-line traffic. It can be used for all points with external locking. Derailers and latching equipment, e.g., on lift-and-swing bridges, can also be operated with this point machine. Switch guard ITS 700 Point Operating System:

Fig19: Point operating system Switch guard ITS 700 is a point operating system fully integrated in the trough of a sleeper. It consists of a latch locking system CKA, S 700 V point machine, a trough sleeper, and the Siwes point controller (optional). Thanks to the integration of all components in the trough sleeper, there is no need for separate drive housing.

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Switch guard ITS 700 improves the dynamic operating characteristics when passing over the point, and considerably reduces the amount of maintenance required for the track body. Switch guard ITS 700 is used in mass-transit and main-line traffic applications. Bsg. antr. 9 Point Machine:

Fig20:Bsg. Antr.9 Point machine The Bsg. antr. 9 point machine with internal locking is suitable for points of all types and gauges with all interlocking types. It is available in various versions, depending on trail ability or non-trail ability, type of current of the motor, throwing stroke, throwing force, and throwing time. The rugged construction requires minimal maintenance. When throwing the points, the direction of movement can be reversed. Manual operation is possible with a crank. The Bsg. antr. 9 point machine is used in mass-transit and mainline railway applications.

ELP 319 End position detector

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Fig21: End position detector The ELP 319 end position detector monitors the correct position of the closed and open point blades for all types of points. It interoperates with all types of relay interlocking and electronic interlocking. ELP 319 features high flexibility, and can be configured according to the detection tasks. The slide stroke is continuously adjustable for point openings from 30 mm to 190 mm. Consequently, the ELP 319 is not dependent on the point type or its position on the points. The rugged, low-maintenance construction of the end position detector allows it be used even under extreme climatic conditions.

Siwes Decentralized point controller:

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Fig22: Siwes Decentralized point cotroller The Siwes decentralized point controller operates and monitors points with multiple machines. Siwes easily controls the staggered activation and deactivation of the individual point machines, and reliably collects the monitoring signals from the individual operating and detection points and from the wheel sensors of the trailing detectors. Siwes point controllers can be configured according to the number of point machines, clamps, end position detectors, and wheel sensors. This makes it possible to optimize interlocking systems with little expenditure for technical equipment. Compact Signals:

Fig23: Compact signals used at railway station Compact signals play an important role in the safe and efficient running of railway operations. They are rugged, offer high availability, and provide the means for displaying a large number of signal aspects, numbers, and symbols.

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The ruggedly-constructed signal components can be selected and assembled from a modular system. Equipment of the compact signals and the shield widths can be varied to meet a wide range of different customer requirements. Compact signals are used for the visual indication of signal aspects on main-line railways, rapid-transit and metro railways, and industrial and private railways. LED Signal Light Units: LED signal light units satisfy the requirements for higher availability and greater costefficiency of signalling systems. In the past, lamp failures were one of the most common causes of faults in outdoor railway equipment. LED signal light units are maintenance-free and feature long service life and sustainability.

Fig24: LED signal night unit Classic lamp systems can be easily replaced by LEDs. The use of the same interface to the signalling circuit of the interlocking guarantees problem-free exchange. Siemens has an assortment of LED signal light units for the signal colours red, yellow, green, and lunar white and blue for use in signal light units and supplementary indicators. ZP D 43 Electronic Wheel Detection Equipment:

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Fig25: Electronic wheel detector The ZP D 43 electronic wheel detector, a further development of the proven ZP 43, is a wheel detection component in a track vacancy detection device that operates on the axle-counting principle. It consists of a DEK 43 double sensor complete with connecting cable and a trackside connection box. The ZP D 43 is used as a component of axle-counting systems Az S 350 U, Az S M and Az S (M) 350 on mass transit, main-line, and industrial railways. WSR and WSS Wheel Sensors:

Fig26: Wheel Sensor The WSR (Wheel Sensor Relay) and WSS (Wheel Sensor Single) wheel sensors are electronic switches that respond contactlessly to wheel flanges.

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The WSR sensor replaces mechanically or magnetically operating track-installed switching devices with rated operating voltages from 18 V to 60 V DC or 24 V to 60 V AC such as S44, MK, and WSSB pulse generators without need for modifications to cabling or existing analysis equipment. The WSS wheel sensor replaces the RSE sensor without any modification to the cabling or existing evaluation equipment. Sidis W compact point diagnostic system: The Sidis W compact point diagnostic system is a computer-aided early warning and monitoring system comprising measurement modules, a bus interface module, a data collection computer and a power supply unit. It continuously indicates the current operating status, changes in status and faults on points. Sidis W compact is used with remote-controlled electric points of all types of interlocking.

Fig27: Compact point diagnostin system Since it uses the point machine motor as a sensor, no sensors are required outside the points. Furthermore, the system can be easily retrofitted at existing interlocking. It can be freely extended due to its modular design, requires only few system components and no installation work is entailed along the track.

ELS 710 point machine:

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Fig28: ELS point machine The compact ELS 710 point machine is used to operate railway points of all types and gages. It can be used on all points with external locking and, under certain conditions, also on points without a locking. Derailers and lock bolts, e.g. at vertical-lift and swing bridges or lock gates, can also be operated by means of this point machine. Due to its universal applicability and numerous design variants, the ELS 710 has a high degree of efficiency and low maintenance and life-cycle costs.

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CHAPTER 9 SIGNALLING

Trains are presently worked on Absolute Block Working System. Digital Axle Counter is used to prove the section between the Starter signal of the dispatching Block Station and Home signal of receiving Block Station in advance while continuous Track Circuits is used between Home signal and Starter signal of receiving Block Station in advance. This is a Panel Composite Block. There is no separate Block Instrument. Out of the existing 17 stations, only 10 stations are provided with Panel Interlocking System (Relay Version) with 2 Aspect Colour Light line side Signals and are worked as A Class as per provision of Indian Railway General Rules Para 1.03(2) which reads as under Class A stations-where Line Clear may not be given for a train unless the line on which it is intended to receive the train is clear for at least 400 meters beyond Home signal or up to Starter. Thus, a Block Section begins from the Starter signal and ends at the Starter signal of the station in advance. This has ensured continuous Block Sections with no gap in between, which is an important aspect required for running of trains safely underground. The complement of signals provided at the Block Stations is Starter, Home and Repeater of Home as Warner. A safe margin is always maintained by providing a cushion of two consecutive red signals to a train from its immediately preceding train in the same direction. This arrangement of protection by two red signals in succession effectively gives a shield of double blocking or in other words, a driving motorman of a train has to disregard two consecutive red signals successively so as to reach near the preceding train moving in the same direction. A Route Relay Interlocking System has been provided at Tollygunge Carshed and is in operation to facilitate prompt withdrawal and injection of rakes as well as performance of shunting operation inside Carshed required for maintenance purpose. Likewise an Electronic Interlocking System has also been provided at north end Carshed at Noapara for similar

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operation. Data Logger System has recently been installed in 10 Block Stations from Dumdum to Tollygunge with Central Monitoring Unit at Central Control. Pre-commissioning testing is in progress. Basically this is an on line Real time tagged Event Track Recorder that monitors and records the functioning of the equipments and records all the signalling operations as well as train movements that helps to analyze unusual occurrence and diagnose failures.

Proposed signalling system:

Metro Railway, Kolkata is going to upgrade the existing signalling system to 3 Aspect Automatic Signalling System with special safety protection keeping in pace with the extension of line from Tollygunge to New Garia and its apprehended upsurge of commuter quantum. Signaling systems can be classified according to their principal properties, some of which are described below: 1 In-band versus out-of-band signalling 2 Line versus register signalling 3 Channel-associated versus common-channel signalling 4 Compelled signalling 5 Subscriber versus trunk signalling

In-band versus out-of-band signaling: In the public switched telephone network (PSTN), in-band signaling is the exchange of call control information within the same channel that the telephone call itself is using. An example is dual-tone multi-frequency signaling (DTMF), which is used on most telephone lines to customer premises. Out-of-band signaling is telecommunication signaling on a dedicated channel separate from that used for the telephone call. Out-of-band signaling is used in Signaling System No.

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7 (SS7), the standard for signaling among exchanges that have controlled most of the world's phone calls for over twenty years.

Line versus register signaling: Line signaling is concerned with conveying information on the state of the line or channel, such as on-hook, off-hook (answer supervision and disconnect supervision, together referred to as supervision), ringing current (alerting), and recall. In the middle 20th century, supervision signals on long-distance trunks in North America were usually inband, for example at 2600 Hz, necessitating a notch filter to prevent interference. Late in the century, all supervisory signals were out of band. With the advent of digital trunks, supervision signals are carried by robbed bits or other bits in the E1carrier dedicated to signaling. Register signaling is concerned with conveying addressing information, such as the calling and/or called telephone number. In the early days of telephony, with operator handling calls, the addressing information is by voice as "Operator, connect me to Mr. Smith please". In the first half of the 20th century, addressing information is by using a rotary dial, which rapidly breaks the line current into pulses, with the number of pulses conveying the address. Finally, starting in the second half of the century, address signaling is by DTMF.

Channel-associated versus common-channel signaling: Channel-associated signaling (CAS) employs a signaling channel which is dedicated to a specific bearer channel. Common-channel signaling (CCS) employs a signaling channel which conveys signaling information relating to multiple bearer channels. These bearer channels therefore have their signaling channel in common.

Compelled signaling: Compelled signaling refers to signaling where receipt of each signal from an originating register needs to be explicitly acknowledged before the next signal is able to be sent. Most forms of R2 register signaling are compelled (see R2 signaling), while R1 multifrequency signaling is not. The term is only relevant in the case of signaling systems that use discrete signals (e.g. a combination of tones to denote one digit), as opposed to signaling systems which are message-oriented (such as SS7 and ISDN Q.931) where each message is able to convey multiple items of information (e.g. multiple digits of the called telephone number).

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Subscriber versus trunk signaling: Subscriber signaling refers to signaling between the telephone and the telephone exchange. Trunk signaling is signaling between exchanges.

Classification: Note that every signaling system can be characterized along each of the above axes of classification. A few examples: DTMF is an in-band, channel-associated register signaling system. It is not compelled. SS7 (e.g. TUP or ISUP) is an out-of-band, common-channel signaling system that incorporates both line and register signaling. Metering pulses (depending on the country, these are 50 Hz, 12 kHz or 16 kHz pulses sent by the exchange to payphones or metering boxes) are out-of-band (because they do not fall within the frequency range used by the telephony signal, which is 300 through 3400 Hz) and channel-associated. They are generally regarded as line signaling, although this is open to debate. E and M signaling (E&M) is an out-of-band channel-associated signaling system. The base system is intended for line signaling, but if decadic pulses are used it can also convey register information. E&M line signaling is however usually paired with DTMF register signaling. By contrast, the L1 signaling system (which typically employs a 2280 Hz tone of various durations) is an in-band channel-associated signaling system as was the SF 2600 hertz system formerly used in the Bell System. Loop start, ground start, reverse battery and revertive pulse systems are all DC, thus out ofband, and all are channel-associated, since the DC currents are on the talking wires. Whereas common-channel signaling systems are out-of-band by definition, and in-band signaling systems are also necessarily channel-associated, the above metering pulse example demonstrates that there exist channel-associated signaling systems which are out-of-band.

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Assets of Indian Railway: The information is based on Indian Railway year book published by railways board description Route km Running km 2003-4 63221 track 83859 108486 16693 39852 220000 7629 104 6906 1441521 per 20928 cr 119984 2004-5 63465 84260 108805 17594 43725 222409 7916 Prs-1180 7133 14.24 22552 cr 2005-6 63332 84370 109808 17907 2006-7 63327 85390 10996 17786

Total track km Route km electrified Coaches Wagons Diesel & elec loco Steam loco Block station Staff Wages annum Bridges

44093 +5612(emu) 45350 +5905(emu) 207983 8025 1315 6974 14.12 lakh 23954 cr 6909 14.06 24354 cr 207719 8153

127768637127768 imp,10453 min,116678maj

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Manned crossing

level 16741

16600 18297 98 45 299 8516 8707 4.31hect 59346 98490 65878 cr 112180 cr

16826 18173

Unmanned level 20682 crossing Loco sheds workshops Carriage& wagon depot 102 50 318

Pass trains daily 8927 Land holding 4.23 lakh hectare

8984 (8255 BG+596 Mg) 4.31 hect 76030 cr 130168cr

Capital at charge 56061 Total investment 87474

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CONCLUSION

This project gives the idea about the working of different departments in N.E. Railway Zone. What are the equipment and technology are used in it like as server, router, switch, modems, LAN extender etc. I saw what the requirements for the different setups are and Connectivity diagram of various locations. I have also seen what various faults were and how they were removed. As being a trainee section engineer I cultivate my knowledge during making of this project and it was a very nice experience during .

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REFERENCES

References from websites:

www.cris.org.in siemens.com Global Website m.siemens.com Mobile Website

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References from journals:

"Signaling in/out-of-band Definition". PC Magazine Encyclopedia. Retrieved 12

April 2012. "Compelled signaling". National Telecommunications Administration. Retrieved 12 April 2012.

and

Information

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