INDUSTRIALTRAINING REPORT

Practical Training Taken At

COMMUNICATION AND SIGNALLING

At WESTERN CENTRAL RAILWAYS

Submitted In Partial Fulfilment For The Award Of The Degree Of

Bachelor Of Technology
In
Department Of Electronics Engineering

SUBMITTED TO:- SUBMITTED BY:-

Mr.
DR.Pankaj
SHOBIShukla
BAGGA Mohammad
DHANESH Rahil
MAHESHWARI
PROF. Dhirendra Mathur Roll no. 22/197
DR. SANJU TANWAR ROLL NO :- 22/183

Department Of Electronics Engineering

University Department
Rajasthan Technical University , Kota
September 2024

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CERTIFICATE

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 ACKNOWLEDGEMENT

I would like to thank our institute University Departments, Rajasthan Technical

University, Kota for giving us the opportunity to do training and learn technical skills
of our choice that would help in our placements.

I would like to thank the DRM employees who elaborated the technical details of the
various technologies on-going 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.

Mohammad Rahil
DHANESH MAHESHWARI

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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 been experienced 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 II 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 RailNet, its objectives, various phases of Implementation, utility of
RailNet and various issues in RailNet.

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.

DHANESH
MOHAMMADMAHESHWARI
RAHIL (22/197)(22/183)
ELECTRONICS AND COMMUNICATION ENGINEERING
UNIVERSITY DEPARTEMENT
RAJASTHAN TECHNICAL UNIVERSITY

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 Table of Contents

CHAPTER-1 PRACTICAL TRAINING UNDER WCR

CHAPTER-2 INTRODUCTION
2.1 About Indian Railways
2.2 Organisational Structure
2.3 Railway Zones
CHAPTER-3 SIGNALLING
3.1 Principles Of Train Working And Need For Signalling
3.2 Track
3.3 Types Of Signals
CHAPTER-4 DATA LOGGERS
4.1 Train Monitoring Systems
4.2 Kota Division Uses Services Of Datalogger Since '98.
4.3 Features
4.4 Technical Details
4.5 Network Management
4.6 Cost Savings
4.7 Reliability
4.8 Safety

CHAPTER-5 TRAIN CHARTING

5.1 Introduction
5.2 Automatic Tracking Of Train
5.3 Features
5.4 Advantage Through Data Logger Based Train Charting
5.5 Limitations Of Automatic Train Charting
CHAPTER-6 IVRS
6.1 Introduction
6.2 Hardware
6.3 Software
CHAPTER-7 PRS & UTS

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7.1 Introduction
7.2 Interconnection Of PRS & UTS
7.3 Concert Application Architecture
CHAPTER-8 RAILNET
8.1 Introduction
8.2 Use Of It In Railway
8.3 Railnet Mis
CHAPTER-9 ELECTRONIC EXCHANGE
9.1 Introduction
9.2 Power Supply Unit Card
9.3 Rax Control Processor
9.4 Switching Network
9.5 Tone Generator With Diagnostic Card
9.6 Signal Processor Card
9.7 Subscriber Line Card Or Line Circuit Card
CHAPTER-10 CONCLUSIONS

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 CHAPTER - 1
Practical Training under WCR:-

I have received the scheduled Summer Practical Training, as a part of our curriculum, from 16
May, 2024 – 30 June, 2024 under Divisional Railway Manager West Central Railway, Kota.

Mrs Shobhana Bandopadhyaya is the General Manager, West Central Railway and Mr
Pankaj Sharma is the DRM of Kota Division presently.
I have studied about the following operational technologies in the IR -
1. DataLogger/MIS
2. IVRS/PRS/UTS
3. Train Charting
4. RailNet
5. Electronic Exchange

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 total route kilometers of 2941.29 kms. of which 1328
route kms. are electrified and a total track kilometres of 4664.35.

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

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 CHAPTER -2
INTRODUCTION

2.1 ABOUT INDIAN RAILWAYS:-

Indian Railway (Hindi: भारतीय रे ल) 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 world’s largest railway networks 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 first
passenger 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 kilometres
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 Rs.88,355 cr and bagging a net income of Rs. 951 cr 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.
 Mr Satish Kumar is the current Chairman of Railway Board.

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2.2 Organisational 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.

2.3 Railway zones:-

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 16 in 2003. Each
zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of 67 divisions under 16 zones, presently operating in the
country.

S. No . Name Headquarters Divisions

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

2. East Central Hajipur Danapur, 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, Jhansi

6. North Eastern Gorakhpur Izzatnagar, Lucknow, Varanasi

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

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

9. Northern Delhi Delhi, Ambala, Firozpur, Lucknow, Moradabad

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

Nanded, Vijayawada

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

Central

12. South Eastern Kolkata Adra, Chakradharpur, Kharagpur, Ranchi

13. South Western Hubli Hubli, Bangalore, Mysore

14. Southern Chennai Chennai, Madurai, Palakkad, Salem,

Tiruchchirappalli, Thiruvananthapuram

15. West Central Jabalpur Jabalpur, Bhopal, Kota

16. Western Mumbai MumbaiCentral, Vadodara, Ratlam, Ahmedabad,

Rajkot, Bhavnagar

Each of the 16 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

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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' Masters who control individual
stations and the train movement through the track territory under their stations' administration.

CHAPTER -3
SIGNALLING

3.1 Principles Of Train Working And Need For Signalling:-

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 move on
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.

There are basically two purposes achieved by railway signalling:

 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 signalling plays an important role in determining the capacity of a section .The capacity

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decides the number of trains that can run on a single day. By proper signalling the capacity can
be increased to a considerable extent without resorting to costlier alternatives.

The essential components of railway signalling:

 The fixed signals provided by the side of the railway track with indication in the form
of 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”.

3.2 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 Guage – It is smaller than the above with 1,435mm width
 Metre Guage - It is, obviously, 1,000mm wide common in regions with less traffic, such
as hilly areas.
 Narrow Guage – 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 Signalling 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 movable
switches are provided at one end or two ends of the point.

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 diverted
to the loop line, then the point is said to be in its REVERSE (R) position.

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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 centre to centre 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 14”0’.
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 equipments used in Railway signalling to achieve the above safety
condition.

3.3 Types of Signals:

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

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Multiple Aspects Colour 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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 CHAPTER - 4
DATA LOGGERS

4.1 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 DataLogger, Delphi developed by Efftronics Pvt. Ltd., Vijayawada.

Kota Division uses services of DataLogger 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 signal
perception, DataLogger 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 signalling 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.

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  DataLogger facilitates the continuous monitoring of track, trains, etc.

4.2 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.
 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.

4.3 Technical Details :-

 Embedded system built on Motorola 68000 microprocessor.
 LCD, LED and Keyboard user interface .
 Min 512 - Max 4096 opto-isolated digital input @ 16 mSec sampling. 96 individually
isolated analog input voltage/current channels @1 Sec .
 Non-volatile data storage in flash ram and 8 serial ports for data network .

4.4 Network Management:-

 Front end application software at central control place.
 Link status of all the dataloggers 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.

4.5 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

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  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.

4.6 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.

4.7 Safety:-
The Delphi has been designed specifically to meet the stringent safety requirements of
railway signalling applications. All digital and analog input channels are opto isolated
to a minimum of 1kV.

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 CHAPTER -5
TRAINCHARTING

5.1 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.
In Kota-Gangapur city 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 which are time
consuming & tedious if done manually.
Section No of Data loggers
Kota - Nagda 29
Kota - Gangapurcity 25
Gangapurcity - Mathura 18

5.2 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 what line /
platform the train is received.
 Similarly when the train leaves the station, it will select the appropriate exit route.

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  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., Driver’s name, load, Guard’s name, vacuum, etc. This
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.

5.3 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.
 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.

5.4 Advantage through DataLogger 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.

5.5 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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 CHAPTER – 6

IVRS (Interactive voice response system)

6.1 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, an 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.

6.2 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:

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 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.

6.3 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.

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 CHAPTER -7
PRS & UTS Network

7.1 Introduction:-
With the implementation of computerized passenger reservation system on Northern Railway
in year 1985-86 at New Delhi, a modest beginning was made which has completely
revolutionized the process of passenger reservation service on Indian Railways. To begin with
the computerized reservation at Delhi was implemented on small VAX-750 computer with
just 30 terminals. Today it is a matter of great pride and satisfaction that highly complex but
successful network of computerized reservation is available at more than 20 major towns
including 4 metros of India, covering almost 25% of the reservation facility available on IR.
PRS is equipped with latest state of art technology both in the field of computer and data
communication systems.

As a matter of policy and due to technical reasons, it was decided to have PRS computers only
at Delhi, Bombay, Madras, Calcutta and Secunderabad which cover bulk of reservation
volume and to have remote terminals at other major cities connected to host PRS computers
through data links. Today all PRS hosts are CRIS to network all the computers to provide an
integrated reservation system on IR.

Unreservation Ticketing System (UTS) is like as PRS but it have an external devise which
store ticketing information and upload on server

7.2 Interconnection of PRS & UTS Servers:

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7.3 CONCERT APPLICATION ARCHITECTURE:

CHAPTER -8
RAILNET
8.1 INTRODUCTION:-
The 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, abbreviated as RN henceforth.
It provides smooth flow of information on demand for administrative purposes, which would
enable taking quicker and better decisions.

Realising the important role that information plays in customer services and in railways
operations, IR had embarked on its computerisation program. IR developed a dedicated skeletal
communication network, as a basic requirement for train operation.

24
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.

8.2 Use of IT in Railway:-

 Passenger Reservation System (PRS)
 e-Ticketing
 UTS (Unreserved Ticket System)
 IVRS (Interactive Voice Response System)
 NTES (National Train Enquiry System)

8.3 RAILNET MIS :- For running any business organisation, 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)
 Comprehensive Payroll Processing System (CPPS)
 Vigilance Software System (VSS)
 Material Management Information System for P-Way material
 Comprehensive Accounting & Transaction System (CATS)

CHAPTER -9
ELECTRONIC EXCHANGE
9.1 Introduction:
C-DOT 128P RAX is a Telephone exchange designed to meet the telecommunication needs
of small sized rural areas. These exchanges are also suitable for Indian Railway applications
where the telephone line capacity is less than 100. Provision is made in the design to expand
the line capacity up to 400 subscribers roughly.

C-DOT (Centre for Development of Telematics) is a Central government organization of India

25
set up to develop the necessary equipment’s (infrastructure) suitable for Indian climate and
environmental conditions. The system is designed to offer uninterrupted services by using
duplicating methods for control and power supply circuits. Tone generator circuit is also
duplicated.

9.2 Power Supply Unit card:

The input voltage is –48+/-4V. The RAX system requires various internal working voltage
sources. PSU card provides the following output voltages for internal working.
1) +5V-8A – For microprocessor and other digital components.
2) –9V-0.5A – Codec
3) +12V-1A – Relays
4) –5V-0.1A – For other digital components.
5) –48V – For speech

9.3 RAX Control processor (RCP):

This card uses 65C02 Micro Processor and has 12K RAM, 48K EPROM & 16K EEPROM
memories. This contains the information pertaining to peripheral cards, metering and other
administrative functions to be performed. Maintenance panel is connected directly to RCP by
which any changes in the data of the exchange can be made (adding, deleting, modifying of
subscriber or trunks etc.).
The main functions RCP are Call processing, Administration and Maintenance. The
functional block diagram is shown .

9.4 Switching Network (TIC):

The TIC/SN is essentially a generic card. It switches voice between the 128 ports, controls

26
signalling, support diagnostics and duplication under the intelligence of RCP. It can be
understood this way also. The signalling of the termination cards is handled by the signal
processor (SP) and voice by the Switching Network (SN). Both SP and SN are under the
control of Terminal Interface Controller (TIC) which works under instruction from RCP.

9.5 Tone generator with Diagnostic card (TGS):

Tone Generator card is used to generate call supervisory and test tones for system like PABX
and RAX. It has also capability to diagnosis the tones it produces and thereby can conform
sanity check of the voice path.

9.6 Signal Processor (SP) card:

Signal processor exchanges signalling information between Termination cards and Terminal
interface controller. The SP card acts as an interface between the terminal cards and Terminal
interface controller cum Switching Network (TIC / SN) card. This interface is primarily for
supervisory, control and data signal.

9.7 Subscriber line card (SLC) or line circuit card (LCC):

Line circuit card is one of the termination cards and It is the first link in the chain of cards
comprising the exchange.
Line circuit card (LCC) is the direct interface between the exchange and subscriber. Each card
has 8 identical circuits on which it receives 8 pairs of subscriber telephone wires. Each of these
circuits does the following functions.

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 CHAPTER -10
CONCLUSIONS

Indian Railways, as an organization is a very vast center of telecommunication in itself. Today

the telecommunicating world is getting its roots, grabbing the new era more firmly. We think
that our training was an success and we think that Indian Railways was an excellent training
institute for inquisitive emerging engineers. In Indian Railways, training is given to engineering
aspirant desiring to secure future in the dynamic world of Telecommunication.

The main achievements of the training at Indian Railways are that we got familiar with the
latest technologies and principles of networking. The main achievement could be said to get
knowledge about recent technologies of LAN. We got experience as to how to organize the
things. After the completion of the training we consider ourselves capable of facing any other
challenge of that type. The training at Indian Railways cultivated the zeal of inquisitiveness
and the excitement to know more than more about this field in limited duration.

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