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SIGNALING&TLECOMMUNICATION
IN
JAIPUR
ACKNOWLEDGEMENT
Training is one of the important aspects for an engineering students carrier. It is basically to strengthen the practical concepts. During this training student gets acquainted with the latest technology and recent development. Firstly, I convey my sincere thanks to all the employees of NORTH WESTERN RAILWAY, JAIPUR. Their love and guidance are omnipotent and incompatible throughout the training period. I convey special thanks to Mr. R.A.Saini for providing me the opportunity to undergo this training and I also express thanks to all hard members for their help and cooperation.
PREFACE
Engineering students gain theoretical knowledge only through books. Only theoretical knowledge is not sufficient for absolute mastery in any field. Theoretical knowledge in our books is not of much use without knowing its practical implementation. It has been experienced that theoretical knowledge is volatile in nature; however practical knowledge imparts solid foundation in our mind. This report is infecting 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, Jaipur
TABLE OF CONTENT
S.No Chapter 1. ABOUT INDIAN RAILWAYS
o Railway zones o Subsidiaries o Technical details o Train Numbering
Page No.
2.
RAILWAYSIGNALING o Block signaling o Permissive and absolute blocks o Train detection o Route signaling and speed signaling INTERLOCKING
o ROUTE RELAY INTERLOCKING o RELAY
3. 4.
5. 6.
TRAIN TRAFFIC CONTROL o Railway Control Circuits o TYPE OF CONTROL SYSTEM EXCHANGE AND TEST ROOM
o PD MUX o FEATURES
COMMUNICATION SYSTEM
o Overhead Communication o Underground Communication o MICROWAVE COMMUNICATION
7.
MICROWAVE TRANSMISSION
o Propagation o properties of EM o MICROWAVE (MW)
8.
OPTICAL FIBRE
o FIBER CONSTRUCTION o Optical fiber communication o APPLICATION
9.
RAILNET o Block diagram o Set up for networking in India o Block diagram of Railway network o PASSENGER IN RAILWAY
Name of Figure
A WAP5 locomotive Double Decker Train Block Signaling Vertical color light signal control panel Indication Panel A DPDT AC coil relay with "ice cube" packaging Relay interlocking Microwave Communication Optical fiber Fiber Construction Optical Fiber Communication Set up of mux &demux in railway Block Diagram of UTS UTS Network
Page No.
9 10 11 14 15 16 17 17 23 26 27 28 34 35 36
Indian Railways
Departmental Undertaking of The Ministry of Railways, Government of India Rail transport 16 April 1857 New Delhi, Delhi, India India Mukul Roy
(Ministry of Railways)
Key people
Rail transport, Cargotransport, Services, more... 88,355 crore (US$19.7 billion) (2009-10) 9,595 crore (US$2.14 billion) (2009-10) Republic of India (100%) 17 Railway Zones
Website
Indianrailways.gov.in
An Indian railway is the central government-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. Indian Railways has more than 64,215 kilometers (39,901 mi) of track and 7,083 stations. It has the world's fourth largest railway network after those of the United States, Russia and China. The railways traverse the length and breadth of the country and carry over 30 million passengers and 2.8 million tons of freight daily. It is one of the world's largest commercial or utility employers, with more than 1.6 million employees. As to rolling stock, IR owns over 230,000 (freight) wagons, 60,000 coaches and 9,000 locomotives. Railways were first introduced to India in 1853. By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the systems were nationalized as one unit, becoming one of the largest networks in the world. IR operates both long distance and suburban rail systems on a multi-gauge network of broad, meter and narrowgauges. It also owns locomotive and coach production facilities.
1. 2. 3. 4. 5. 6.
Name Central East Central East Coast Eastern North Central North Eastern
Abbr. Date Established Headquarter CR 1951, November Mumbai 5 ECR 2002, October 1 Hajipur ECR ER NCR NER 2003, April 1 1952, April 2003, April 1 1952 Bhubaneswar Kolkata Allahabad Gorakhpur
Divisions Mumbai, Bhusawal, Pune, Solapur, Nagpur Danapur, Dhanbad, Mughalsarai, Samastipur Khurda Road, Sambalpur, Visakhapatnam Howrah, Sealdah, Asansol, Malda Allahabad, Agra, Jhansi Izzatnagar, Lucknow, Varanasi
7. 8. 9. 10.
North Western Northeast Frontier Northern South Central South East Central South Eastern South Western Southern
Jaipur, Ajmer, Bikaner, Jodhpur Alipurduar, Katihar, Rangia, Lumding, Tinsukia Delhi, Ambala, Firozpur, Lucknow, Moradabad Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada Bilaspur, Raipur, Nagpur Adra, Chakradharpur, Kharagpur, Ranchi Hubli, Bangalore, Mysore Chennai, Tiruchirappalli, Madurai, Palakkad, Salem, Trivandrum(Thiruvananthapura m) Jabalpur, Bhopal, Kota Mumbai Central, Ratlam, Ahmedabad, Rajkot, Bhavnagar, Vadodara Kolkata Metro
15. 16.
WCR WR
Jabalpur Mumbai
17.
Kolkata Metro
Kolkata
1.2 Subsidiaries
Indian Railways manufactures much of its rolling stock and heavy engineering components at its six manufacturing plants, called Production Units, which are managed directly by the ministry. As with most developing economies, the main reason for this was the policy of import substitution of expensive technology related products when the general state of the national engineering industry was immature. Each of these six production units is headed by a General Manager, who also reports directly to the Railway
Sleepers (ties) used are made of prestressed concrete, or steel or cast iron posts, though teak sleepers are still in use on few older lines. The prestressed concrete sleeper is in wide use today. Metal sleepers were extensively used before the advent of concrete sleepers. Indian Railways divides the country into four zones on the basis of the range of track temperature. The greatest temperature variations occur in Rajasthan.
1.4 Train Numbering: Effective December 20, 2010, the railways will deploy a 5 digit
numbering system instead of the 4 digit system. The need is due to the fact that the Indian Railways runs 10,000 trains daily. Only a prefix of the digit 1 will be added to the four-digit numbers of the existing trains to make the transition smoother. The special trains run to clear festivals and holiday rush shall have the prefix of 0
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Trains cannot collide with each other if they are not permitted to occupy the same section of track at the same time, so railway lines are divided into sections known as blocks. In normal circumstances, only one train is permitted in each block at a time. This principle forms the basis of most railway safety systems.Entering and leaving a manually-controlled block. Before allowing a train to enter a block, a signalman must be certain that it is not already occupied. When a train leaves a block, he must inform the signalman controlling entry to the block. Even if the signalman receives advice that the previous train has left a block, he is usually required to seek permission from the next signal box to admit the next train. When a train arrives at the end of a block section, before the signalman sends the message that the train has arrived, he must be able to see the end-of-train marker on the back of the last vehicle. This ensures that no part of the train has become detached and remains within the section. The end of train marker might be a white disc by day or a steady or flashing red
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lamp. If a train has entered the next block before the signalman sees that the disc or lamp is missing, he will ask the next signal box to stop the train and investigate.
Automatic block: Under automatic block signaling, signals indicate whether or not a
train may enter a block based on automatic train detection indicating whether a block is clear. The signals may also be controlled by a signalman, so that they only provide a proceed indication if the signalman sets the signal accordingly and the block is clear.
Fixed block: Most blocks are "fixed", i.e. they include the section of track between two
fixed points. On timetable, train order, and token-based systems, blocks usually start and end at selected stations. On signaling-based systems, blocks start and end at signals.
Moving block: One disadvantage of having fixed blocks is that the faster trains are
allowed to run, the longer the stopping distance, and therefore the longer the blocks need to be, thus decreasing the line's capacity. Under a moving block system, computers calculate a 'safe zone' around each moving train that no other train is allowed to enter. The system depends on knowledge of the precise location and speed and direction of each train, which is determined by a combination of several sensors: active and passive markers along the track and train borne tachometers and speedometers (GPS systems cannot be used because they do not work in tunnels.) With a moving block, line side signals are unnecessary, and instructions are passed directly to the trains. This has the advantage of increasing track capacity by allowing trains to run closer together while maintaining the required safety margins.
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Fixed signals: On most railways, physical signals are erected at the line side to indicate
to drivers whether the line ahead is occupied and to ensure that sufficient space exists between trains to allow them to stop.
Mechanical signals: Older forms of signal displayed their different aspects by their physical position. The earliest types comprised a board that was either turned face-on and fully visible to the driver, or rotated so as to be practically invisible. While this type of signal is still in use in some countries (e.g. France and Germany), by far the most common form of mechanical signal worldwide is the semaphore signal. This comprises a pivoted arm or blade that can be inclined at different angles. A horizontal arm is the most restrictive indication (for 'danger' or 'caution', depending on the type of signal).To enable trains to run at night, one or more lights are usually provided at each signal. Typically this comprises a permanently-lit oil lamp with movable colored spectacles in front that alter the color of the light. The driver therefore had to learn one set of indications for day time viewing and another for night time viewing. Mechanical signals are usually remotely operated by wire from a lever in a signal box, but electrical or hydraulic operation is normally used for signals that are located too distant for manual operation.
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On most modern railways, colour light signals have largely replaced mechanical ones. Colour light signals have the advantage of displaying the same aspects by night as by day, and require less maintenance than mechanical signals. aspect informs him at what speed he may proceed. Speed signaling requires a far greater range of signal aspects than route signaling, but less dependence is placed on drivers' route knowledge.
Although signals vary widely between countries, and even between railways within a given country, a typical system of aspects would be:
Green: Proceed at line speed. Expect to find next signal displaying green or yellow. Yellow: Prepare to find next signal displaying red. Red: Stop.
Safety systems
The consequence of a train driver failing to respond to a signal's indication can be disastrous. As a result, various auxiliary safety systems have been devised. Any such system will necessitate the installation of train borne equipment to some degree. Some systems only intervene in the event of a signal being passed at danger (SPAD). Others include audible and/or visual indications inside the driver's cab to supplement the line side signals. Automatic brake application occurs if the driver should fail to acknowledge a warning. Some systems act intermittently (at each signal), but the most sophisticated systems provide continuous supervision. In-cab safety systems are of great benefit during fog, when poor visibility would otherwise require that restrictive measures be put in place. .
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CHAPTER 3: INTERLOCKING
Interlocking: In the early days of the railways, signalmen were responsible for ensuring
any points (US: switches) were set correctly before allowing a train to proceed. Mistakes were made which led to accidents, sometimes with fatalities. The concept of the interlocking of points, signals and other appliances was introduced to improve safety. This prevents a signalman from operating appliances in an unsafe sequence, such as setting a signal to 'clear' while one or more sets of points in the route ahead of the signal are improperly set. Early interlocking systems used mechanical devices both to operate the signaling appliances and to ensure their safe operation. Beginning around the 1930s, electrical relay interlocking were used. Since the late 1980s, new interlocking systems have tended to be of the electronic variety.
Control Panel:
The control panel has a geographical layout of the entire yard controlled by route relay interlocking.
Indication Panel:
All the indications of signals, points setting of the route approach locking and other indications are depicted on the indication panel & provided in front of the SM (panel).
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Fig 3.2: Indication Panel The SM on duty after performing the required operation on the control panel should watch for the corresponding indication on the indication panel. Points: All the points in the yard except hand operated points are power operated and worked from the RRI cabin by SM on duty. Motor operated points are numbered from 101 to 200. Hand operated points are numbered from 201 to 250. Crank handle interlocking: For the purpose of crank handle interlocking and flexibility of movements in the yard the point machines have been grouped into various groups. One crank handle of one group cannot be used on the point machine of another group. Point indication: Point indication on the indication panel, indicate the posision of points , either lying normal or reverse, if the points are set correctly, steady white light will appear when the track circuit is clear, and steady red light will appear when the track is faulty oroccupied. Failure of the points is indicated by flashing white or red indication depending upon point/track circuit being clear or occupied/failed. In case of point failure lasting for more than 10 seconds, the failure indication p lit on the operating panel with a steady red light and audible warning, which can be silenced by operating WXN button on the operating panel. Track circuit: All track circuits on the indication panel are marked in different colours and are provided with indication lamps. Normally there will be no light on the track portion on the indication panel. When the route has been set for the movement of a train or a shunt movement, continuous white light will be exhibited for the concerned track circuits on indication panel. This indication will change to red as the train occupies the track circuits. After clearance of the track circuit by a train, the indication will turn to white again and will extinguish finally when the route is released. To avoid suppression of track circuit indication , due to lamp failure, the track circuit indicators are having two or more lamps connected in parallel.
3.2 RELAY: A relay is an electrical switch that opens and closes under the control of
another electrical circuit. In the original form, the switch is operated by an electromagnet to open or close one or many sets of contacts. It was invented by Joseph Henry in 1835.
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Because a relay is able to control an output circuit of high power than the input circuit,it can be considered to be,in a broad sense, a form of an electrical amplifier.
Basic design and operation: A simple electromagnet relay, such as the one taken
from a car in the first picture, is an adaptation of an electromagnet. It consists of coil wire surrounding a soft iron core, an iron yoke, which provides a low reluctance path for magnetic flux, a moveable iron armature, and a set, or sets of contacts; two in relay picture. The armature is hinged to the yoke and mechanically linked to a moving contact or contacts. It is held in place by a spring so that when the relay is de-energized there is an air gap in the magnetic circuit. In this condition, one of the two sets of contact in the relay picture is closed, and the other set is open. Other relays may have more or fewer sets of contacts depending on their function. The relay in the picture also has a wire connecting the armature to the yoke. This ensures continuity of the circuit between the moving contacts on the armature, and the circuit track on the printed circuit board(PCB).
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f) Emergency wireless control communication: The following equipment can also be utilized for emergency wireless communication where such system exists:i). Handsets for mobile train radio communication (MTRC) in sections. ii). Walkie-talkie sets in sections where VHF communication from train to control office has been provided in lieu of any physical medium or MTRC.
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5.2 FEATURES:
Economical, Scalable and Reliable The unit can be easily configured as a Terminal, Drop Insert, Non-blocking or Branching/Cross Connect Multiplex, simply by installing the appropriate cards in the shelf. The multiplexer has cards which support a wide variety of interfaces. Channel cards are available for voice and data applications. The software-controllable concept enables a powerful method for configuring the equipment. The flexibility of the CMUX 128 provides network operators the ability to configure all performance parameters, including time slot assignment, gain level and data transmission parameters either locally, using a PC/Laptop, or via the network. In both cases user-friendly software enables reconfiguration at any time, should the requirements for voice and data transmission grow or change. All the settings are stored in a non-volatile memory that retains information even in power-down conditions. Abundant Applications As a multi-service solution, the CMUX 128 can be used for voice or data access in public and private networks. It combines E1 network lines with G.703, RS232, V.35, E&M, FXS, and FXO client interfaces in a compact package.You can configure the CMUX 128 in a variety of ways, from simple primary multiplexer for drop and insert functionality to sophisticated digital cross-connect for concentration and grooming. Its Voice application modules such as E&M, FXS and FXO support telephony connections to POTs or private branch exchanges (PBX). These modules also support networking between a PBX to central office (CO), and a PBX to another PBX using tie lines. They
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can also provide extensions for telephones in remote 'points of presence' (POPs) or branch offices, as well as modem or fax terminals. In addition to its versatility of application in public telecommunication networks, the CMUX 128 is ideal for use by utility companies like railways, electricity, oil, gas and mining and for private telecommunication networks. Easy to install and economical to maintain, the versatility and features of the CMUX 128 position this MUX as the ideal choice for meeting today's changing network needs. Redundant Architecture The CMUX 128 uses a distributed architecture design. This removes the inherent limitations of centralized architecture, providing a scalable system with no single point of failure. Users can choose the level of network availability required for their application through various redundancy options. In the CMUX 128, the CPU redundancy (1:1) and power supply redundancy (1:1) protect against hardware failures. The E1 facility redundancy protects against network failures as the CMUX128 can switch traffic to an alternate facility in the event of a link failure. Voice and Data Flexibility There are a total of 20 slots available in the chassis of which 2 slots are reserved for the CPU cards and another 2 slots are reserved for the power supply unit. The remaining 16 slots can be used for installing access cards. The unit supports a wide variety of interface options including Voice cards (FXS, FXO, E&M), Data cards (64kbps codirectional, V.24, V.35, X.21, Ethernet, nx64kbps) and Network cards (E1). The unit comes in a compact, metal chassis of 3U height, which uses a minimum amount of rack space. All cards are fully configurable and have remote diagnostics through the CMUX 128 user interface. Using these flexible configuration options, the MUX can be deployed in integrated voice and data networks across the globe.The unit comes in a compact, metal chassis of 3U height, which uses a minimum amount of rack space. All cards are fully configurable and have remote diagnostics through the CMUX 128 user interface. Using these flexible configuration options, the MUX can be deployed in integrated voice and data networks across the globeBasicallypd mux is a device which serves both as modulator, demodulator and multiplex signals. It converts electric signal to digital signal.
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Drawbacks
Thefts No secrecy Faults due to contact, earth crust, break etc. Limitations of circuits
DRAWBACKS
Total interruption with any fault(cut water entered) Theft Joining is difficult Equipment cost high.
6.3 MICROWAVE COMMUNICATION: Microwave communication brings revolutionary changes in the field of railways communication system. It can be also termed as Renaissance for the whole communication channel.
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RECEIVING SIDE:
From antenna
Radio
HF
Multiplexer VF
The system modulation plans conforms to standard CCITT modulation plan. The standard CCITT super groups one through 600 channels. 12 channel in 12 to 60 kHz frequency hand make up the CCITT group A. Two additional channels are available between 4kHz and 12 kHz. This system also conforms to the CCITT modulation plan with respect to the erect and inverted sideband orientation. The erect sidebands required for channel in group A and in subgroup 2 are derived by using channels carries below 4.896 Mhz first carrier frequency. Switch setting for S1,S2,S3, CCITT channel designation baseband frequency carrier frequency, carrier frequency, divider number and the test tone frequency are provided in this channel.
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7.1 Propagation:
In radio communication, the radio transmitter & distant radio receiver is coupled through space. The free space forms the highway for the transmission of the electromagnetic energy. The radio transmitter is a generator of power. The generated power is radiated to the free space by the antenna in the form of EM energy. This energy is received by the receiving antenna located at the distant then the transmitted information is receipted by the receiver.
7.2 The properties of EM waves are as follows: The direction of electric field and magnetic field are perpendicular to each other as well as the direction of propagation. They travel with the velocity of light they can propagate in free space and vacuum. Their behavior corresponds to light waves.
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ADVANTAGES OF MICROWAVE COMMUNICATION: Large bandwidth is possible. Hence, more information can be transmitted as hundreds of channel is possible (approx 960). Better quality of service due to negligible voice.
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OPTICAL FIBRE
The installation and termination of optical fibers used to be regarded as somewhat of a Black art but with standardization and easier terminating techniques no longer true. A basic knowledge of the subject, together with a quick lesson and some practice can get you started in fiber optics, but to really understand the subject and gain full in depth knowledge will require some formal training. There are lots of fiber optics training companies offering recognized qualifications and a quick search on the net should fine one in your area. If you are in the UK, optical Technology Limited offers several different courses to choose from including a City & Guides qualification. There are also hundred books on fiber optics and a search on the Barnes and Noble web site will find nearly 600 titles. Without reviewing them all it is difficult to know what to recommend, but two of the best sellers in this category seem to follow on quite nicely from this page without getting too involved with mathematics.
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glass filament, but the real benefits in the data industry are its immunity to Electro Magnetic Interference(EMI), and the fact that glass is not an electrical conductor. Because fiber is non-conductive, it can be used where electrical isolation is needed, for instance between buildings where copper cable would require cross bonding to eliminate differences in earth potentials. Fibers also pose no threat in dangerous environment such as chemical plants where a spark could trigger an explosion.
FIBER CONSTRUCTION
There are many different type of fiber cable, but for the purposes of this explanation we will deal with one of the most common types 62.5/125 micron loose tube. The number represent the diameters of the fiber core and cladding, these are measured in microns which are millionths of a meter. Loose tube fiber can be indoor or outdoor cables usually have the tube filled with gel to act as a moisture barrier which stops the ingress of water. The number of cores in one cable can be anywhere from 4 to 144
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look into a pond. The water in the pond has a higher refractive index than the air, and if you look as it from a shallow angle you will see a reflection of the surrounding area
Optical fiber
Regenerator Regenarator
Demodulato r
Fig 8.3: Optical Fiber Communication AVALANCHE PHOTO DIODE (APD) for optical to electrical conversion. Long lengths of cable are joined by splicing the fibers.
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LIMITATIONS IN USING OPTICAL FIBRE CABLES a) b) c) d) Difficulty in splicing (jointing). Highly skilled staff would be required for maintenance. Precision and costly instruments would be required. Tapping is difficult. In railways difficulty for tap it for emergency and gate communication. e) Costly if under-utilized. f) Special interface equipment required for block working. g) Accept unipolar codes i.e. return to codes only.
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Working
Modem means modulate and demodulate. Computer communicates in digital language while telephone lines communicate in analog language. So an inter mediator required which can communicate in both these language and hence Modem plays important role. Modem transmits information between computers bit by bit by one stream .to represent a bit modem modulates the characteristics of the wave that are carried by telephone lines. The rate at which the modem changes these characteristics determines the tramission speed of the data transmission .the rate of modem is called bound rate of modem.
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The bound rate of modem is bits per second .in advance modulation such as quadrature amplitude modulate 4 bits and transmitted it in each band .thus the speed of the modem transmitting at 600 bands would be 2400 bps. The modem can transmit data in two formats that is asynchronous and synchronous. For critical application users may sometime lease a second line and keep it as a stand by link. if the main link fails, personnel at both ends of the circuits switch user equipments (multiplexer and router) to the stand by link. The analog modem switch at each location is connected to analog modems of main as well as stands by links. If the main links fails the switch units at either end switch the user equipments at the stand by link. When the main links get restored the analog modem switches the user equipments back to the main link.
Multiplexing
It is the process of converting multi inputs signal into one output signal is known as multiplexing. s1 S0 I0
I1
output
I2 I3
MUX
I4
Two types of data are there for transmission. They are 1) Analog dataFDM (Frequency division multiplexing) 2) Digital dataTDM (Time division multiplexing). For speech frequency range is .3-3.4 kHz i.e. approx 0-4 kHz. For acknowledgement telephone range of 3.85 kHz frequency is generated. Suppose we have used 30 channels out of which 15 are in use and other 15 are ideal so in order to resolve this problem is to use statistical multiplexing.
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In case of statistical multiplexing we have dynamic slotting .in this case we use either 8 or 16 port mux and time slots are allotted dynamically. The data is get multiplexed at the rate of 96 kbps. The multiplexer is generally of analog type.
Modulation
Process of changing the characteristic of carrier with respect to the baseband signal is called modulation.
PCM: Pulse code modulation. It is the process of transferring the digital data through fiber. The analog data is first converted into digital data.
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Set up in railway
M U x Mo de m Mo de m
De M U x Pc
End terminal
The end terminal of the system is the station where tickets are to be printed out. The terminal consists of a company system with a dot matrix printer the no. of the total end terminal at the station can be increased or decreased according to the multiplexer used.
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Equipments overview
Block Diagram of UTS:-
Terminal
Terminal server
Baseband modem
Router
PCM-TDM
Fig 10.1: Block Diagram of UTS The various equipment used are: Terminal and terminal server Baseband modem Router
Terminal and terminal server: It is the end point of the network from where tickets are to be printed out .It consists of a monitor, a keyboard and a matrix printer. The whole system is connected to the terminal server, which determines the number of terminals through a data cable.
Baseband modem: this device is used to interconnect user devices with each other over 2wire circuits. The ports available for the interfacing are G-703, V.35, V.24, V.11.the
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power supply option include 230 V or -48 V dc operated supplies. The coding of data is also done by baseband modem. Router is used to detect the quality samples from different branches and start sending data from that branch which has good quality ratio. The router does this selection and rejection of branches. The router has 25 input terminals, which means that 25 branches can be connected to the router.
UTS NETWORK
LAVI II
DP R GOJ
DO
KS JJN
FL
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Online train information system: - By this system the status of any passenger, mail,
and express train can be collected from any station for their punctuality and running position. The system consists of DATA ENTRY PC which is installed at every control office in WCR. This system is doing activity:It consists complete data regarding time table of the section including arrival/departure of each train at important station. Status of train for particular time is available and status is updated at every 15 minute. The data entering operator is just entering the correct expected time of train. Then data entering PC formats the data of file and makes correction of folder. The same file then deposited in gueue directory which can be controlled by main controlling DATA entry PC BCT and ADI through lease line modem connectivity. IVRS PC:- the station where the data of data entry PC is required for use of enquiry then another personnel computer is connected called IVRS PC .IVRS PC get connected to telephones line through dialog card. Dialog card can be of 4 line, 12 line or 30 line with costs of rs 75000 and E1 costs rs 200000. So a roll costs of IVRS is around rs 3 lakh or more. The software used is IVRS PC is user friendly with following facilities: Setting of ring. Selection of operation on tone/pulse. Running of special message. Recording of special message. Support more than one language. Summary of received calls.
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The basic hardwares required for IVRS system are: Telephone set. Computer system. Amplifier Multiplexing equipment Connecting wires and cables
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RAILNET
INTRODUCTION
Rail net is an internet for railways. The rail net is a railway open system for quick data transmission and data using resources at different places. it is purely under railway and information and data are collected at the headquarter through different divisions and unit consists of main switch ,web server , switch, hub, router, modem, LAN and WAN extenders and pcs that are considered as the nodes . day to day report of each division are send to the headquarter to Delhi. There are several advantages of rail net in railways in different fields such that important information and data can be transformed from one division to other division. Within less time in railways current position of train can be obtained in PRS. The connectivity of different reservation take place with the help of rail net and e-mail can be sent to a fax machine etc. Rail net is nothing but an interconnection and infrastructure medium of different railway zone and division in the Indian railway
TECHNOLOGY
LAN
WAN
TOPOLOGIES
BUS
RING
TREE
STAR
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In rail net wide area network is used .Typically WAN consists of no. of interconnected switching nodes. A Trans from any one device is routed through these internal nodes to the specific destination device. Wan connect network across longer distances, such as between cities or across continents.
DELHI
JAIPIR
JAISALMER
D
A
C
C
In Indian railway there are only 5 servers all over INDIA. They are further connected to other stations such as Jaipur, lucknow etc.
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II
NEW DELHI
HAWRAH
III
IV
MADRAS
MUMBAI
SECUNDRABD
JAIPUR
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Now if one has to confirm ticket for 2301 then it can be confirmed from DELHIs server. But if one has to confirm ticket for 2303 and if Howrahs server is down then the ticket cannot be confirmed from DELHIs server. Moreover if any one of the server is down out of 5 server then it cannot confirm ticket from itself and from all the connected to it until the problem is resolved. There is a device called dumb terminal. It is exactly like pc but with a slight difference that it does not contain any memory or hard disk for storage of data. If in any case one requires any data then dumb terminal send that information related to that data to the server and then printout can be taken out .The work of dumb terminal is only for ticketing purpose. VT 100, VT 52220, 320 is the ratings of video terminal.
Railway network
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Block diagram
UTS
PRS
MODEM
MODEM
MUX
MUX
ABUROAD
ALWAR
JAIPUR
SWITCH
TERMINAL SERVER TS
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The above diagram shows transmission of data in a 2 wire line. Now tx+ is connected with rx+ and txt- with rx- otherwise transmission of data is not possible.
TOUCH SCREEN Y
GRID
It is the screen which is placed in front of the monitor. It acts like a mouse for the reservation or waiting position by customers.
PASSENGER IN RAILWAY
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RESERVATION (PRS)
UNRESERVED (UTS)
CANCEL
WAITING IN QUEUE
TOUCH SCREEN
IVRS
In BANGLORE MUESUEM there is 6000 pair of wire which is worlds largest cable wire. It was made by Hindustan cable limited. It was not used even once since it was made because soon after its invention control cable wire was invented.
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