Chapter 1 INTRODUCTION TO INDIAN RAILWAYS

Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and
operated by the Government of India through the Ministry of Railways. It is one of the
world's largest railway networks comprising 115,000 km (71,000 mi) of track over a route
of 67,312 km (41,826 mi) and 7,112 stations. In 2014-15, IR carried 8.397 billion
passengers annually or more than 23 million passengers a day (roughly half of whom were
suburban passengers) and 1058.81 million tons of freight in the year. In 20142015 Indian
Railways had revenues of 1,634.50 billion (US$24 billion) which consists of 1,069.27
billion (US$16 billion) from freight and 402.80 billion (US$6.0 billion) from passengers
tickets.
Indian Railways is the world's seventh largest commercial or utility employer, by
number of employees, with over 1.376 million employees as of last published
figures in 2013.
IR's rolling stock comprises over 245,267 Freight Wagons, 66,392 Passenger
Coaches and 10,499 Locomotives (43 steam, 5,633 diesel and 4,823 electric
locomotives).
The trains have a 5 digit numbering system and runs 12,617 passenger trains and
7,421 freight trains daily.

Indian Railways is a multi-gauge, multi-traction system covering the following:

Track Kilometers

Broad Gauge Meter Gauge

(1676 mm) (1000 mm)

Narrow Gauge
(762/610 mm)

Total

86,526

18,529

3,651

108,706

Electrified

Total

27,999

67,312

Route Kilometers

Table 1

Indian Railways runs around 11,000 trains everyday, of which 7,000 are passenger trains
1

7566 locomotives

37,840 - Coaching
vehicles

222,147 - Freight wagons

6853 - Stations

300 - Yards

2300 - Good sheds

700 - Repair shops

1.54 million - Work force

Table 2

1.1 Zones and their divisions

Indian Railways is divided into 17 zones, which are further sub-divided into divisions. The
number of zones in Indian Railways increased from six to eight in 1951, nine in 1966 and
sixteen in 2003. Each zonal railway is made up of a certain number of divisions, each
having a divisional headquarters. There are a total of sixty-eight divisions.
Each zone is headed by a general manager, who reports directly to the Railway Board. The
zones are further divided into divisions, under the control of divisional railway managers
(DRM). The divisional officers, of engineering, mechanical, electrical, signal and
telecommunication, accounts, personnel, operating, commercial, security and safety
branches, report to the respective Divisional Railway 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 train movements through the track territory
under their stations' administration.
S.N

NAME OF THE

RAILWAY ZONE

ZONAL
HEADQUARTER

DIVISIONS

Bhusawal, Nagpur, Mumbai(CST),

1

Central Railway

Mumbai

Solapur,Pune

Eastern Railway

Kolkata

Malda, Howarh, Sealdah, Asansol

Ambala, Ferozpur, Lucknow, Moradabad,

Northern Railway

New Delhi

Delhi

Gorakhpur

Lucknow, Varanasi, Izatnagar

North Eastern
4

Railway
Northeast Frontier

Railway

Katihar, Lumding,Tinsukhia, Alipurduar,

Guwahati

Rangiya
Chennai, Madurai, Palghat,Trichy,

Southern Railway

Chennai

Trivandrum

South Central
7

Railway

Secunderabad, Hyderabad, Guntakal,

Secunderabad

Vijaywada, Guntur, Nanded

South Eastern
8

Railway

Kolkata

Kharagpur, Chakradharpur, Adra, Ranchi

Bhavnagar, Mumbai Central, Ratlam,

Western Railway

Mumbai

East Central
10

Railway

11

East Coast Railway

Rajkot, Vadodara, Ahemdabad

Danapur, Dhanbad,Sonepur, Mughalsarai,

Hajipur
Bhubaneswar

Samastipur
Khurda Road, Waltair, Sambalpur

North Central
12

Railway

Allahabad

Allahabad, Jhansi, Agra

North Western
13

Railway

Jaipur

Bikaner, Jodhpur, Jaipur, Ajmer

South East Central

14

Railway

Bilaspur

Nagpur, Bilaspur, Raipur

Hubli

Bangalore, Mysore, Hubli

South Western
15

Railway
West Central

16

Railway

Jabalpur

Table 3

Jabalpur, Bhopal, Kota

1.2 Northern Railway zone

The Northern Railways is one of the 17 Railway zones of India and the northernmost zone
of the Indian Railways. Its headquarter is at New Delhi Baroda House near India Gate.
Northern Railways is one of nine old zones of Indian Railways and also the biggest in
terms of network having 6807 kilometer route.[1] It covers the states of Jammu and
Kashmir, Punjab, Haryana, Himachal Pradesh, Uttarakhand and Uttar Pradesh and
the Union territories of Delhi and Chandigarh.
The railway zone was created on 14 April 1952 by merging Jodhpur Railway, Bikaner
Railway, Eastern Punjab Railway and three divisions of the East Indian Railway north-west
of Mughalsarai (Uttar Pradesh). It includes the first passenger railway line in North India,
which opened from Allahabad and Kanpur on 3 March 1859.[2] The Zonal Headquarters
Office of Northern Railways is at Baroda House, New Delhi, and divisional headquarters
are located at Ambala (Haryana), Delhi, Firozpur(Punjab), Lucknow (Uttar Pradesh)
and Moradabad (Uttar Pradesh).
On 19 February 1986, Northern Railways was the first zone to introduce the computerized
passenger reservation system and was the first zone to do so. To facilitate the unreserved
travelers to also plan their journey ahead, Northern Railway introduced the Unreserved
Ticketing System (UTS) whereby the unreserved rail passenger can purchase an unreserved
ticket 3 days in advance from the current booking counters.
The first diesel and electric locomotive simulators in India at the Tughlaqabad and Kanpur
locomotive sheds were introduced by Northern Railways. These help upgrading the skills
of the working and new drivers, providing them training for high speed train operation. All
workshops, Diesel sheds and Air brake freight departments are ISO 9000 certified. Diesel
shed, Tughlaqabad has the distinction of being the first diesel shed to get ISO 14000
certification on Indian Railway.
There are eight workshops operated by Northern Railways:Workshop

Location

State

Locomotive Workshop

Charbagh Railway Station, Lucknow

Uttar
Pradesh

Carriage & Wagon

Workshop[3]

Alambagh, Lucknow

Uttar
Pradesh

Carriage & Wagon

Workshop

Yamunanagar-Jagadhari Railway
Station, Yamunanagar

Haryana

Carriage & Wagon

Workshop

Kalka

Haryana

Bridge Workshop

Jalandhar Cantonment

Punjab

Bridge Workshop

Lucknow

Uttar
Pradesh

Engineering workshop

Jalandhar

Punjab

Signal & Telecom

Workshop

Ghaziabad

Uttar
Pradesh
Table 4

Chapter 2 OVERVIEW OF TRAINING PERIOD

We've received the scheduled Internship Training, as a part of our curriculum, from 17June-2016 to 22-July-2016 under Divisional Railway Manager, Northern Railway Zone.

The topics which are covered in training period are:

Electronic Interlocking & Route Relay Interlocking at Delhi Cantt Station

OFC & Telephone Exchange at DRM office, New Delhi

Data Communication at DRM office, New Delhi

GSM-R Communication at MTRC, New Delhi

Overview of Signal & Communication at S&T Workshop, Ghaziabad

Chapter 3 ELECTRONIC AND ROUTE RELAY INTERLOCKING

3.1 Interlocking
In railway signaling, an interlocking is an arrangement of signal apparatus that prevents
conflicting movements through an arrangement of tracks such as junctions or crossings.
The signaling appliances and tracks are sometimes collectively referred to as
an interlocking plant. An interlocking is designed so that it is impossible to display a signal
to proceed unless the route to be used is proven safe.
A minimal interlocking consists of signals, but usually includes additional appliances such
as points (US: switches) and derails, and may include crossings at grade and movable
bridges. Some of the fundamental principles of interlocking include:

Signals may not be operated to permit conflicting train movements to take place at
the same time.

Switches and other appliances in the route must be properly 'set' (in position) before
a signal may allow train movements to enter that route.

Once a route is set and a train is given a signal to proceed over that route, all
switches and other movable appliances in the route are locked in position until
either :
a. the train passes out of the portion of the route affected, or
b. The signal to proceed is withdrawn and sufficient time has passed to ensure
that a train approaching that route has had opportunity to come to a stop
before passing the signal.

3.2 Relays
A relay is an electrically operated switch. Many relays use an electromagnet to
mechanically operate a switch, but other operating principles are also used, such as solidstate relays. Relays are used where it is necessary to control a circuit by a separate lowpower signal, or where several circuits must be controlled by one signal. The first relays
were used in long distance telegraph circuits as amplifiers: they repeated the signal coming
in from one circuit and re-transmitted it on another circuit. Relays were used extensively in
telephone exchanges and early computers to perform logical operations.
A type of relay that can handle the high power required to directly control an electric motor
or other loads is called a contactor. Solid-state relays control power circuits with
no moving parts, instead using a semiconductor device to perform switching
6
Figure 1 A Simple Electromechanical
Relay

Relays with calibrated operating characteristics and sometimes multiple operating coils are
used to protect electrical circuits from overload or faults; in modern electric power systems
these functions are performed by digital instruments still called "protective relays".

Relay Design
There are only four main parts in a relay. They are

Electromagnet

Movable Armature

Switch point contacts

Spring

It is an electro-magnetic relay with a wire coil, surrounded by an iron core. A path of very
low reluctance for the magnetic flux is provided for the movable armature and also the
switch point contacts. The movable armature is connected to the yoke which is
mechanically connected to the switch point contacts. These parts are safely held with the
help of a spring. The spring is used so as to produce an air gap in the circuit when the relay
becomes de-energized.

How relay works?

The working of a relay can be better understood by explaining the following diagram.

Figure 2 Working of a relay

The diagram shows an inner section diagram of a relay. An iron core is surrounded by a
control coil. As shown, the power source is given to the electromagnet through a control
switch and through contacts to the load. When current starts flowing through the control
coil, the electromagnet starts energizing and thus intensifies the magnetic field. Thus the
upper contact arm starts to be attracted to the lower fixed arm and thus closes the contacts
causing a short circuit for the power to the load. On the other hand, if the relay was already
de-energized when the contacts were closed, then the contact move oppositely and make an
open circuit.
As soon as the coil current is off, the movable armature will be returned by a force back to
its initial position. This force will be almost equal to half the strength of the magnetic
force. This force is mainly provided by two factors. They are the spring and also gravity.
Relays are mainly made for two basic operations. One is low voltage application and the
other is high voltage. For low voltage applications, more preference will be given to reduce
the noise of the whole circuit. For high voltage applications, they are mainly designed to
reduce a phenomenon called arcing.
Relay Basics
The basics for all the relays are the same. Take a look at a 4 pin relay shown below. There
are two colors shown. The green color represents the control circuit and the red color
represents the load circuit. A small control coil is connected onto the control circuit. A
switch is connected to the load. This switch is controlled by the coil in the control circuit.
Now let us take the different steps that occur in a relay.

Figure 3 Relay switch working

Energized Relay (ON)

As shown in the circuit, the current flowing through the coils represented by pins 1 and 3
causes a magnetic field to be aroused. This magnetic field causes the closing of the pins 2
and 4. Thus the switch plays an important role in the relay working. As it is a part of the
load circuit, it is used to control an electrical circuit that is connected to it. Thus, when the
relay in energized the
Figure 4 Energized
Figure 5 De Energized
current flow will be through
the
Relay (ON)
Relay (OFF)
pins 2 and 4.
De Energized Relay (OFF)
As soon as the current flow stops through pins 1 and 3, the switch opens and thus the open
circuit prevents the current flow through pins 2 and 4. Thus the relay becomes de-energized
and thus in off position.
In simple, when a voltage is applied to pin 1, the electromagnet activates, causing a
magnetic field to be developed, which goes on to close the pins 2 and 4 causing a closed
circuit. When there is no voltage on pin 1, there will be no electromagnetic force and thus
no magnetic field. Thus the switches remain open.
Pole and Throw
Relays have the exact working of a switch. So, the same concept is also applied. A relay is
said to switch one or more poles. Each pole has contacts that can be thrown in mainly three
ways. They are :

Normally Open Contact (NO) NO contact is also called a make contact. It closes
the circuit when the relay is activated. It disconnect the circuit when the relay is
inactive.

Normally Closed Contact (NC) NC contact is also known as break contact. This is
opposite to the NO contact. When the relay is activated, the circuit disconnects.
When the relay is deactivated, the circuit connects.

Change-over (CO) / Double-throw (DT) Contacts This type of contacts are used
to control two types of circuits. They are used to control a NO contact and also a
NC contact with a common terminal. According to their type they are called by the
names break before make and make before break contacts.

Relays are also named with designations like

10

Single Pole Single Throw (SPST) This type of relay has a total of four terminals.
Out of these two terminals can be connected or disconnected. The other two
terminals are needed for the coil.

Single Pole Double Throw (SPDT) This type of a relay has a total of five
terminals. Out of these two are the coil terminals. A common terminal is also
included which connects to either of two others.

Double Pole Single Throw (DPST) This relay has a total of six terminals. These
terminals are further divided into two pairs. Thus they can act as two SPSTs which
are actuated by a single coil. Out of the six terminals two of them are coil terminals.

Double Pole Double Throw (DPDT) This is the biggest of all. It has mainly eight
relay terminals. Out of these two rows are designed to be change over terminals.
They are designed to act as two SPDT relays which are actuated by a single coil.

3.3 Types of Interlocking

There are two types of Interlocking used in Railways for traffic controlling which are based
on the principle of relay working as a switch.

Relay Route Interlocking

Electronic Route Interlocking

3.3.1 Relay interlocking

Interlocking effected purely electrically (sometimes referred to as "all-electric") consist of
complex circuitry made up of relays in an arrangement of relay logic that ascertain the state
or position of each signal appliance. As appliances are operated, their change of position
opens some circuits that lock out other appliances that would conflict with the new
position. Similarly, other circuits are closed when the appliances they control become safe
to operate. Equipment used for railroad signaling tends to be expensive because of its
specialized nature and fail-safe design.
Interlocking operated solely by electrical circuitry may be operated locally or remotely,
with the large mechanical levers of previous systems being replaced by buttons, switches
or toggles on a panel or video interface. Such an interlocking may also be designed to
operate without a human operator. These arrangements are termed automatic interlocking,
and the approach of a train sets its own route automatically, provided no conflicting
movements are in progress.
3.3.2 Electronic interlocking
Modern interlocking (those installed since the late 1980s) are generally solid state, where
the wired networks of relays are replaced by software logic running on special-purpose
control hardware. The fact that the logic is implemented by software rather than hard-wired
circuitry greatly facilitates the ability to make modifications when needed by
reprogramming rather than rewiring. In many implementations this vital logic is stored
11

as firmware or in ROM that cannot be easily altered to both resist unsafe modification and
meet regulatory safety testing requirements

Figure 3 Old Delhi station route map

12

Figure 7 Control Panel of Route

Figurerelay
8 Relays used for Interlocking
Interlocking

Figure 9 Route Monitoring At New Delhi Railway Station

Figure 10 & 11 Relay Rooms

13

Chapter 4 OPTICAL FIBRE COMMUNICATION SYSTEM

4.1 OPTICAL FIBRE
An optical fiber is a cylindrical dielectric waveguide made of low-loss materials such as
silica glass. It has a central core in which the light is guided, embedded in an outer
cladding of slightly lower refractive index. Light rays incident on the core-cladding
boundary at angles greater than the critical angle undergo total internal reflection and are
guided through the core without refraction. Rays of greater inclination to the fiber axis lose
part of their power into the cladding at each reflection and are not guided.
As a result of recent technological advances in fabrication, light can be guided through 1
km of glass fiber with a loss as low as = 0.16 dB (= 3.6 %). Optical fibers are replacing
copper coaxial cables as the preferred transmission medium for electromagnetic waves,
thereby revolutionizing terrestrial communications. Applications range from long-distance
telephone and data communications to computer communications in a local area network.

4.2 The Design of Fiber Core and Cladding

An optical fiber consists of two different types of highly pure, solid glass, composed to
form the core and cladding. A protective acrylate coating then surrounds the cladding. In
most cases, the protective coating is a dual layer composition.

A protective coating is applied to the glass fiber as the

final step in the manufacturing process. This coating

Figure 12 optical fibre cable

Figure 13 Optical fibre cable

protects the glass from dust and scratches

that can affect fiber strength. This protective
coating can be comprised of two layers: a
soft inner layer that cushions the fiber and allows the coating to be stripped from the glass
14

mechanically and a harder outer layer that protects the fiber during handling, particularly
the cabling, installation, and termination processes.

4.3 Single-Mode and Multimode Fibers

Multimode fiber was the first type
of fiber to be commercialized. It has
a much larger core than single-mode
fiber, allowing hundreds of modes
Figure 14 Core, Cladding & Coating
of light to propagate through the
fiber simultaneously. Additionally,
the larger core diameter of
multimode fiber facilitates the use
of lower-cost optical transmitters (such as light emitting diodes [LEDs] or vertical cavity
surface emitting lasers [VCSELs]) and connectors.
Single-mode fiber, on the other hand, has a much smaller core that allows only one mode
of light at a time to propagate through the core. While it might appear that multimode
fibers have higher capacity, in fact the opposite is true. Single mode fibers are designed to
maintain spatial and spectral integrity of each optical signal over longer distances, allowing
more information to be transmitted. Its tremendous information-carrying capacity and low
intrinsic loss have made single-mode fiber the ideal transmission medium for a multitude
of applications. Single-mode fiber is typically used for longer-distance and higherbandwidth applications Multimode fiber is used primarily in systems with short
transmission distances (under 2 km), such as premises communications, private data
networks, and parallel optic applications

4.4 Optical Fiber Sizes

The international standard for outer cladding diameter of most single-mode optical fibers is
125 microns (m) for the glass and 245 m for the coating. This standard is important
Figure 15 showing the single mode fibre

15

because it ensures compatibility among connectors, splices, and tools used throughout the
industry.
Standard single-mode fibers are manufactured with a small core size, approximately 8 to
10 m in diameter. Multimode fibers have core sizes of 50 to 62.5 m in diameter.

4.5 Basic optical fiber communication system

Figure 17 Basic analog optical fibre communication system

The above figure shows the basic components in the optical fiber communication system.
The input electrical signal modulates the intensity of light from the optical source. The
optical carrier can be modulated internally or externally using an electro-optic modulator
Figure 16 Core diameter in single and multi-mode Glass

(or) acousto-optic modulator. Nowadays electro-optic modulators (KDP, LiNbO3 or beta

barium borate) are widely used as external modulators which modulate the light by

changing its refractive index

the given input
electrical signal. In the
digital optical

through

fiber communication system, the input electrical signal is in the form of coded digital
pulses from the encoder and these electric pulses modulate the intensity of the light from
the laser diode or LED and convert them into optical pulses. In the receiver stage, the photo
detector like avalanche photodiode (APD) or positive-intrinsic negative (PIN) diode
converts the optical pulses into electrical pulses. A decoder converts the electrical pulses
into the original electric signal.
16

Table 5 Different generations of optical fiber communication systems

The table shows the different generations of optical fiber communication. In generation I,
mostly GaAs based LEDs and laser diodes having emission wavelength 0.8 micrometer
were used from 1974 to 1978, graded index multimode fibers were used. From 1978
onwards, only single mode fibers are used for long distance communication. During the
second generation the operating wavelength is shifted to 1.3 micrometer to overcome loss
and dispersion. Further In GaAsP hetero-junction laser diodes are used as optical sources.
In the third generation the operating wavelength is further shifted to 1.55 micrometer m
and the dispersion-shifted fibers are used. Further single mode direct detection is adopted.
In the fourth generation erbium doped optical (fiber) amplifiers are fabricated and the
whole transmission and reception are performed only in the optical domain. Wavelength
Division Multiplexing (WDM) is introduced to increase the bit rate. In the proposed next
generation (V generation), solution based lossless and dispersion less optical fiber
communication will become a reality. At that time, the data rate may increase beyond 1000
Tb/s.
4.6 Advantages of optical fiber communication
Wider bandwidth: The information carrying capacity of a transmission system is directly
proportional to the carrier frequency of the transmitted signals. The optical carrier
frequency is in the range 1013 to 1015 Hz while the radio wave frequency is about 106 Hz
and the microwave frequency is about 1010 Hz. Thus the optical fiber yields greater
transmission bandwidth than the conventional communication systems and the data rate or
number of bits per second is increased to a greater extent in the optical fiber
communication system. Further the wavelength division multiplexing operation by the data
rate or information carrying capacity of optical fibers is enhanced to many orders of
magnitude.

17

Low transmission loss: Due to the usage of the ultra-low loss fibers and the erbium doped
silica fibers as optical amplifiers, one can achieve almost lossless transmission. In the
modern optical fiber telecommunication systems, the fibers having a transmission loss of
0.002 dB/km are used. Further, using erbium doped silica fibers over a short length in the
transmission path at selective points, appropriate optical amplification can be achieved.
Thus the repeater spacing is more than 100 km. Since the amplification is done in the
optical domain itself, the distortion produced during the strengthening of the signal is
almost negligible.
Dielectric waveguide: Optical fibers are made from silica which is an electrical insulator.
Therefore they do not pickup any electromagnetic wave or any high current lightning. It is
also suitable in explosive environments. Further the optical fibers are not affected by any
interference originating from power cables, railway power lines and radio waves. There is
no cross talk between the fibers even though there are so many fibers in a cable because of
the absence of optical interference between the fibers.
Signal security: The transmitted signal through the fibers does not radiate. Further the
signal cannot be tapped from a fiber in an easy manner. Therefore optical fiber
communication provides hundred per cent signal security.
Small size and weight: Fiber optic cables are developed with small radii, and they are
flexible, compact and lightweight. The fiber cables can be bent or twisted without damage.
Further, the optical fiber cables are superior to the copper cables in terms of storage,
handling, installation and transportation, maintaining comparable strength and durability.

Figure 18

18

Figure 19

Figure 20

Figure 21

19

Chapter 5 TELEPHONE EXCHANGE & TRUNK EXCHANGE

5.1 EXCHANGES
All Telephone Exchanges shall be

Automatic

Electronic

Digital

Stored Program Control (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

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 exchange are not required to be provided.
Attendant Consoles :The attendant consoles which replaces the Trunk Boards shall
be an integrated part of the exchange. This shall assist the trunk operator to provide
Trunk connections.
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 type :

20

Ordinary

Secretary and Executive type

Digital

Magneto

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 centers

The exchanges shall be interconnected using manual trunks through Trunk Operators or
through Subscriber Trunk Dialing (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 channel) 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.
Wherever possible interconnection to DOT exchange shall be provided through Direct
Inward Dialing (DID) and Direct Outward Dialing(DOD) facility. The traffic for such trunk
lines shall be taken as 0.8 Erlangen/Trunk line and calculation of trunk lines shall be done
accordingly.
5.2 Specification & Performance Parameters
The digital exchanges shall be of the following basic capacity and shall be modularly
expandable:

128 port

256 ports

512 ports

1024 ports

2048 ports

4096 ports

The exchange shall have ports to connect subscribers with:

21

Decadic phones

DTMF phones

Digital phones

Hot line

Long distance

The capacity of the exchange shall be defined with the following details:

Wire Capacity
Equipped Capacity with
No. of subscriber ports- decadic/DTMF and digital phones.
No. of long distance subscriber, trunk ports with various type of signaling
2 MB or higher speed trunk port.
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
Power supply unit -1 + 1 hot Stand By (S/B)
b) Exchange with capacity higher than 128 ports
CPU and control card -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:-

22

Up to 128 port = 20,000

Above 128 up to 256 port = 50,000

Above 256 up to 512 port = 1,00,000

Above 512 up to 1024 port = 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.
The basic requirements of the protective device provided on MDF shall be as under:
i) The device shall not operate on speech or signaling currents.
ii) It shall not decrease the efficiency of speech or signaling 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.
ix) The Integrated Protection Modules shall be provided in case of Krone type connectors.
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 Signaling used shall be:
i) User line signaling

Decadic dc loop/disconnect signaling

DTMF signaling

D-Channel protocol (ISDN)

ii) Inter Exchange

23

4W E&M Signaling

4W digital (64 kbs)

DC - loop/disconnect signaling

R2 MFC (Indian version)

CCITT Signaling system No.7 (Common Channel Signaling)

Q-Sig for feature transparency

5.3 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, Changeover 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.

24

 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 changeover 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
Figure 22

accommodated in exchange equipment room.

25

Figure 23

 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.

Figure 24

26

Chapter 6 DATA COMMUNICATION

Data Networks : The interconnection of a large number of data processing devices
through suitable communication links enabling data transfer between the data processing
devices constitutes a DATA NETWORK. Several data networks are functional over Indian
Railways and year by year, rapid expansion of the networks takes place to cover more and
more activity centers . The architecture of the networks is also upgraded in a phased
manner to keep in tune with the technological developments. Several applications are
already operating over the networks and many new applications are contemplated .The
various applications are as under:

Passenger Reservation System (PRS)

National Train Enquiry System (NTES)

Unreserved Ticketing System (UTS)

Freight Operations Information System ( FOIS)

Coaching operations Information System (COIS)

Control Office Automation (COA)

Crew Management System (CMS)

Material Management Information System (MMIS)

Management Information System (MIS) which is made up of a large no. of

applications for various departments like AFRES (accounting), PRIME (Personnel)
etc.

The data networks can also be used for other applications like videoconferencing, data
conferencing, VOIP, IVRS, disaster management, office automation etc.
Private and Public Networks: Railway applications primarily run over Railways Private
Network, i.e. only Railway applications are transported by the network. In contrast, in the
Public Networks, like INTERNET, various applications used by the public are carried by
the data networks. In special cases, Railway may make use of public networks using
Virtual Private Network (VPN) solutions.
Railways Private Network is built up by utilizing bandwidth from Railways own Railtel
Corporation of India (RCIL) or leasing bandwidth from BSNL or other service providers.
Communication Media:
The communication links making up the data network may be over a combination of any of
27

the following media such as Digital MW, IP Radio links, VSAT, Analog MW, Twisted pair
copper for last mile connectivity. For Local Area Network (LAN) in the same building
Optic Fiber Cable/Cat 6 cables are used. Wherever feasible wireless LAN (WiFi, WiMax)
as per latest international standards may also be adopted.
6.1 Classification of Networks:
Networks can be classified into 2 main categories:
(i) IP Networks: Networks which adopt packet data transmission and use IP protocol are
called IP networks. In Railways all packet data transmission is done on IP protocol. In
these networks, virtual connection is established between the client and server and data
transmission takes place in packets. For delay to be within limits , maximum of 3 router
hops is permitted in the primary path between the client and the server. In the alternate
routed paths, the router hops should be limited to a maximum of 5. All new networks
should preferably be IP based.
(ii) Non-IP networks: In these networks, direct connection exists between the client and
server. Non-IP networks adopt either synchronous or asynchronous transmission.
Synchronous transmission is followed for transmission of large blocks of data.
Network Speeds: The earlier networks were non-IP based and worked at speeds of 9.6
Kbps. Gradually some of the non-IP based network speeds were upgraded to 64 Kbps.
Generally higher speeds are not adopted in non-IP networks.
Presently networks are mostly IP based and operate at speeds of 2 Mbps at the core and
distribution levels and 64 kbps at the access level. Speeds of nx 64 Kbps may be used at
important access points depending on the network traffic. Similarly at the core level n x 2
Mbps may also be adopted.
In a centralized system as in FOIS, the core level comprises the communication links
between CRIS (Centre for Railway Information System)/ Railway Board and zonal
Headquarters. Distribution level comprises the communication links between zonal
Headquarters and divisions and access level is made up of links connecting the division to
the activity centers.
In a distributed system as in PRS, the computers at the 5 metro cities are connected in a
mesh topology and form the core network. The network connecting the 5 locations to other
zonal headquarters and divisional headquarters forms the distribution layer and the
connections from the zonal/divisional headquarters to the other locations forms the access
network.
6.2 Bandwidth Requirement for Applications
The Bandwidth requirement will depend on
28

1. Network Architecture: Access layer, Distribution and Core layer- lowest for access layer
and highest in the core in that order
2. Type of Application design: Text/Character based-PRS,GUIFOIS/ CAD/Graphics/Videolowest for character based and highest for video in that order. Ex: for a town like Nellore in
AP- a 64Kbps bandwidth is sufficient for UTS and PRS combined.
3. Number of concurrent users at that location.
4. Type of Process: transactional process/ Batch process
5. Database design: Distributed-PRS/Centralized-FOIS
The various devices used in the data network other than the nodes on which the
applications reside, along with their interface specifications are given below:
Non-IP Networks: Modems: V.24, RS 232.
Statistical Multiplexers
Line drivers
IP Networks

Modems : ( 64 Kbps/2 Mbps) V.35, G.703.

Hub: Ethernet ( 10/100/1000 Mbps) IEEE 802.

Switches ( level 2) : Ethernet ( 10/100/1000 Mbps)

Managed switches (level 3) : Ethernet ( 10/100/1000 Mbps)

LAN extenders.

Routers : a) Ethernet ( 10/100/1000 Mbps)

b) WAN ports ( 64 Kbps, 2 Mbps), ISDN, Voice etc.

Firewalls

Soft switch ( for VOIP applications): H323,SIP

Gateways

Link balancers

The complexity of the data devices will depend on their capabilities to handle various
functionalities like support for VPN, data encryption, data handling capacity, compression,
29

Memory, data logging, remote monitoring and configuration, Number of ports,

expandability, security etc.
IEEE standards of some of the Data communication equipment and Ethernet cable
standards used are given in the table. The standards are to be updated whenever changed.
6.3 Overview of Multiplexing
Transmission technology deals with the concept of multiplexing, clarifying TDM & WDM.
Synchronous multiplexing is TDM. Optical transmission uses a different type of
multiplexing, WDM.
In TDM, all of the speeds add up, and, hence, neither SDH nor SONET have any concept
of congestion or priority. The size of the pipes going in a node equals the size of the traffic
pipe out of a node. If the incoming traffic arrives from four places at 2.5 Gbps, the
outgoing pipe will be 4 Gbps by 2.5 Gbps, which is 10 Gbps.
The resulting bit stream is converted into light using a laser and then becomes one of the
input light streams of an optical multiplexer, if WDM is in the network.
Transmission systems that are designed according to European rules work with groups of
30 telephone calls. A group of 30 telephones calls is multiplexed into a 2-Mbps digital
signal, and throughout most transmission documents and presentations, constant references
to 2-Mbps may be found. These 2- Mbps streams are the basic building block for
multiplexing.
6.4 Digital Multiplexing Equipment
PRINCIPLE OF DIGITAL MULTIPLEXER: All digital multiplexing equipment shall
be based on 2048 Kbps; PDH 8.448/34.368Mbps, SDH (STM -1, STM -4 , STM 16 or
higher) 10 Mbps, 100 Mbps, 1 Gbps (Ethernet) based hierarchy.
MEDIA OF TRANSMISSION

Digital UHF/MICROWAVE relay system

Symmetric cable pairs / HDSL modems

Star quad cable in 25 KV AC electrified areas

Optical fiber

Primary multiplexing equipment

30

(a) This equipment shall multiplex 30 analogue and/or data channel to 2048 kbps ITU
compatible digital stream on transmit side and on receive side, it shall demultiplex ITU
compatible 2048 kbps digital stream to 30 analogue voice /data channels.
b) Following type of primary multiplexers are in use:
(i) TERMINAL MUX - It shall have one 2048 kbps port each for trans and receive side
and shall be used as end multiplexer.
(ii) PRIMARY DROP/INSERT MUX -This shall have at least two 2048 kbps ports (P1
and P2 port) each for send and receive side. It shall be possible in drop/insert any channel
to P1/P2 port or make a time slot through P1 port to P2 port and vice versa.
(iii) DROP/INSERT MUX WITH CONFERENCE FACILITY- Its function is similar to
drop insert MUX described above with additional facility of at least 3 party conference
between any combination of time slots of either P1 port or P2 port and voice interface.
(c) TYPE OF INTERFACE CARDS FOR THE PRIMARY MULTIPLEXER:
Following types of interface cards are provided in primary digital multiplexer:
- 2W speech card with E&M signaling
- 4W speech card with E&M signaling
- Exchange end interface cards
- Subscriber side interface cards
- Hotline interface cards
- Magneto telephone interface cards
- Conference circuits, omnibus voice circuits
- Data interface cards of various types like:

G703 co-directional/contra-directional

V.24/RS232C interface

V.35 interface

NX64 Kbps data interface cards etc.

Second Order Multiplexing Equipment - This equipment shall convert four 2048 kbps
tributary signal into a 8448 kbps digital signal and vice versa with positive justification.

31

Third Order Multiplexing Equipment- This equipment shall convert four 8448 kbps
tributary signal into a 34368 kbps signal and vice versa with positive justification.
Third Order Skip Multiplexer -This equipment shall convert sixteen 2048 kbps
tributaries signal into a 34368 kbps signal and vice versa with positive justification.
Third Order Drop Insert Multiplexer: This equipment shall be used for dropping
inserting either 8448 kbps tributary or 2048 kbps tributary from/to 34368 kbps main
tributary signal and vice versa with positive justification.
All digital multiplexing equipment shall be as per approved specification of RDSO.

Chapter 7 GSM-R COMMUNICATION

GSM-R, Global System for Mobile Communications Railway or GSM-Railway is an
international wireless communications standard for railway communication and
applications.
A sub-system of European Rail Traffic Management System (ERTMS), it is used for
communication between train and railway regulation control centers. The system is based
on GSM and EIRENE MORANE specifications which guarantee performance at speeds
up to 500 km/h (310 mph), without any communication loss.
GSM-R is built on GSM technology, and benefits from the economies of scale of its GSM
technology heritage, aiming at being a cost efficient digital replacement for existing
incompatible in-track cable and analogue railway radio networks.
Mobile Train Radio communication is a digital wireless network based on GSM-R (Global
System for Mobile Communication-Railway) designed on EIRENE (European Integrated
Railway Radio Enhanced Network) Functional requirement specification (FRS) and
System Requirement specification (SRS)
The Basic features of GSM-R are
Point to Point call

Allows user to make a distinct call.

Voice Broad cast call

Allows groups of user to receive common information.

Voice Group call

Allows groups of user to make calls within

Emergency call

Allows user to call controller by short code or button

during emergency.

32

Functional addressing

Allows a user or an application to be reached by means of

a number, which identifies the relevant function and not
the physical terminal.

Location dependent addressing Provides the routing of mobile originated calls to the
correct controller e.g. relative to the geographic area.
eMLPP (enhanced Multi-Level Allows resource preemption for priority calls
Precedence and Preemption)
Table 5

The figure given below illustrates the system architecture. In this architecture a mobile
station (MS) communicate with a base station subsystem (BSS) through the radio
interface. The BSS is connected to the network switching subsystem (NSS) using the
interface.

Interface
Um

Interfaces Description
Radio link between MS and BTS- Air interface

Abis
Ater

Between BTS and BSC, PCM 2 Mbps

Between BSC and TCU, PCM 2 Mb ps

A
B

Between TCU and MSC, PCM 2 Mb ps

Between MSC and VLR,

Between MSC and HLR

Between HLR and VLR

Between two MSCs

Figure 25

Table 6

The system consists of following sub systems:

33

Mobile Station (MS)

Base Station Sub system (BSS)

Network and switching sub system (NSS)

Operating sub system (OSS)

Dispatcher

Cab Radio

Power Supply Arrangement

The Radio link uses both FDMA (Frequency Division Multiple Access) and TDMA (Time
Division multiple Access) . The 900 MHz frequency bands for down link and up link signal
are 935-960 MHz and 890-915 MHz respectively.
Frequency Used for GSM-R in Eastern Railway Spot Frequencies are:
Uplink

Downlink

(MS to BTS) (BTS to MS)

907.8 MHz

952.8 MHz

908.0 MHz

953.0 MHz

908.2 MHz

953.2 MHz

908.4 MHz

953.4 MHz

908.8 MHz

953.8 MHz

909.0 MHz

954.2 MHz

909.2 MHz

954.2 MHz

909.4 MHz

954.4 MHz

Numbering Scheme for MS and Cab Radio:

International Mobile Subscriber Identity (IMSI): It is used to identify the called MS. It
is not known to the user and is used by network only. IMSI is stored in SIM, the HLR and
the serving VLR. The IMSI consists of three parts: A three digit Mobile country Code
(MCC), a two digit Mobile Network Code (MNC) and a Mobile Station Identification
Number (MSIN).

34

The directory number dialed to reach a mobile subscriber is called the mobile subscriber
ISDN (MSISDN) which is defined by the Numbering Plan. This number includes a country
code and a national destination code which identifies the subscribers operator. It is stored
in the HLR.
International Mobile Subscriber Identity (IMSI) for Railway Network.
Railway

MCC

MNC

MSIN
HLR Identification Code

Eastern Railway

405

48

250

00000009999999

Table 7

Mobile Subscriber ISDN number:

Mobile Subscriber ISDN Number (MSISDN) for Railway Network.

CC

AC

MSC Code (3D)

(2D)

(2D)

CT8(1D)

Zone(2D)

Divn.(1D)

Dept.(1D)

Subscriber
Number (4D)

+91

99

25

0-9

0-9

XXXX

Table 8

7.1 National EIRENE Numbers:

National EIRENE Numbers are used specifically for Railway purposes and consist of three
parts.
i)
Call type (CT)
ii)

User ID No

iii)

Function code (FC)

The call type prefix identifies the user number dialed. The call type distinguishes between
the different types of user numbers that are allowed within the national EIRENE
numbering plan. The call type prefix tells the network how to interpret the number dialed.
It is one digit long.
The user identification Number can be one of the following:
35

Train Running Number for TFN (Train Functional Number)

Engine Number for EFN (Engine Functional Number)

Coach Number for CFN (Coach Functional Number)

Shunting team location number

Maintenance team location number

Train controller location number

7.2 National EIRENE Calls

Functional Numbers [handled by Functional Addressing (FA) service ] CT=2-3-4-6
Dialed digits

Description

2+TRN+FC

Train Functional Number

3+EN+FC

Engine Functional Number

4+CN+FC

Coach Functional Number

6+LN+TT+Y+XX

Shunting & maintenance Functional Number

Table 9

Where: TRN: Train Running Number

(5-8 digits)

EN:

Engine Number

(8 digits)

CN:

Coach Number

(9 digits)

FC

Function Code

(2 digits)

LN:

Location Number

(5 digits)

TT:

Team Type

(1 digit)

Y:

Team Member

(1 digit)

XX:

Team Number

(2 digits)

Train Functional Number is used for calling the driver by its train number. The following
numbering scheme is used in the Railway.
Functional Number of driver in Rajdhani Express for Thursday is as follows.
2
36

2301

01

Call Type Thursday

Train Number

Schedule Train

Driver

Table 10

User can register itself as a driver / guard of any train from their handset by dialing 091 i.e.
Railway access code following the above digits for a specific train.
For details, uniform numbering plan circulated by RDSO may be referred.
Brief description of sub system:
Mobile Sub system (MS) :
The MS consists of two parts
i)Subscriber Identity Module (SIM)
ii)Mobile Equipment (ME)
The SIM is removable and can be moved from one terminal to another. It is authenticated
via a personal Identity Number (PIN) between four to eight digit. This PIN can be
deactivated or changed by the user. If PIN is entered incorrectly in three consecutive
attempts, the phone is locked for all but emergency calls, until a PIN unblocking key
(PUK) is entered.
The SIM contains subscriber information and International Mobile Subscriber Identity
(IMSI).
ME is a Mobile hand set equipped with a soft touch key pad and display screen. Some
additional key (button) is provided to meet the special features of GSM-R (emergency call
etc.). Though ME having a robust structure, it should be kept in safe position to prevent
mechanical damage.
7.3 Base Station Sub system (BSS)
The BSS connects the MS and the NSS.

The BSS contains of three parts.

i)

Base transceiver Station (BTS).

ii)

Base Station Controller

iii)

Trans Coder Unit.

7.4 Base Transreceiver Station (BTS)

37

The BTS performs channel coding/decryption. It contains transmitter and receivers,

antennas, the interface to the PCM facility and signaling equipment specific to the radio
interface in order to contact the MEs. It processes the signaling and speech required for
MEs in air interface at one side (via antenna) and with BSC in Abis interface (through
PCM 2Mb/s in OFC network) at the other side.
The general architecture of the Base station is based on the following modules:
The Compact Base Common Function (CBCF) performs all common functions such as
concentration, transmission, supervision and synchronization. A CBCF can be dimensioned
according to traffic.
The Power Amplifiers (PA) amplify the RF signal delivered to antenna through the TX
combiner. Each PA is physically independent unit, characterized by its frequency band,
output power can be controlled independently.
The Driver receiver units (DRX) amplify the RF signals (two, for diversity), process the
TDMA frames and drive the power amplifier. Each DRX is associated with one RF
channel, connected to the Frequency Hopping bus (FH bus) in order to allow base band
hopping and packed as a physically independent unit. One TRX is then made up of one PA
and one DRX. Depending on frequency band , a specific DRX is available to support
EDGE (e-DRX).
The Transmission Combiners (TX combiners) combine the RF signals delivered by
several power Amplifiers and duplex them with the received signals. A variety of coupling
modules can be selected, depending on the type of combining (duplexer, hybrid), the
frequency band and the configuration (number of TRXs and antennas).
The reception multi-couplers (LNAs + RX splitters) pre-amplify and split the received
signal towards the DRX receivers. A variety of RX-splitters can be selected, depending on
the frequency band.
The Alarm module (RECAL) collects internal and external alarms. The number of
external alarms is up to 8.

Fan tray is kept at the bottom of the cabinet for keeping the module inside cabinet cool by
air circulation inside cabinet.
Power supply card to receive 48V DC supply from external source and to cater required
supplies to different active modules inside BTS cabinet.
CPCMI board on front panel inside BTS cabinets equipped with different LEDs to indicate
different status of the equipment.
38

Chapter 8 RAILWAY SIGNAL & TELECOMMUNICATIONS

A signal is a mechanical or electrical device erected beside a railway line to pass
information relating to the state of the line ahead to train/engine drivers (engineers in the
US). The driver interprets the signal's indication and acts accordingly. Typically, a signal
might inform the driver of the speed at which the train may safely proceed or it may
instruct the driver to stop.
Signals are used to indicate one or more of the following:
that the line ahead is clear (free of any obstruction) or blocked.
that the driver has permission to proceed.
that points (also called switch or turnout in the US) are set correctly.
which way points are set.
the speed the train may travel.
the state of the next signal.
that the train orders are to be picked up by the crew.
Some signals can convey large amounts of information. These signals show that the train
should advance, that the speed limit is reduced from 60 km/h to 30 km/h, and that it is
approaching the end of the line.
Signals can be placed:
at the start of a section of track.
on the approach to a movable item of infrastructure, such as points/switches or a swing
bridge.
in advance of other signals.
on the approach to a level crossing.
at a switch or turnout.
ahead of platforms or other places that trains are likely to be stopped.
at train order stations.
Important points:
39

Aspect of a signal means the appearance (position of arm or colour of light) of a fixed
signal as seen by the Loco Pilot of a train approaching it from the direction (Up or Down)
to which it refers.
Indication of a signal means the information or meaning conveyed by the aspect of a
signal.
In rear of a signal means any position on that portion of the line leading upto the signal,
in the direction to which the signal refers to the line. The Loco Pilot of a train approaching
the signal is said to be in rear of the signal, as long as he has not passed the signal.
In advance of a signal means any position on that portion of the line beyond the signal, as
viewed from the direction in which the signal refers to the line. The Loco Pilot of an
approaching train is said to be in advance of the signal, after he has passed the signal.
This portion of the line is protected by the signal, if it is a Stop signal.
The signals to be used for controlling the movement of trains shall be

fixed signals,

hand signals,

detonating signals, and

flare signals

Semaphore Warner signal in Two-Aspect Signaling Territory-on a post by itself

On position Off position
ASPECT

Proceed with caution Proceed

INDICATION Proceed with caution and be prepared

Proceed to stop at the next Stop signal.

(b) Semaphore Warner signal in Two-Aspect Signaling Territory-below a Stop signal

On Position Off Position
ASPECT

Stop

INDICATION Stop dead

Proceed with caution
Proceed with caution and be prepared to stop at the next stop signal.
40

"Off Position
ASPECT

Proceed

INDICATION Proceed

8.1 Telecommunication: Radio Communication

Communication by Radio means the transfer of intelligence from one point to another
through space using radiated electromagnetic energy (Radio Waves) (in the FREQ
spectrum of from about 10 kHz to about 30,000 KHz.)
Radio Frequency Spectrum
Class Freq. Range

Wave length

VLF

10-30 kHz

30,000-10,000 m

LF

30-300 kHz

10,000 - 1,000 m

MF

300-3000 kHz 1,000-100m

HF

3-30 MHz

VHF

30-300 MHz 10-1m

UHF

300-3000MHz 100-10cm

MW

3 to 30 GHZ 10-1 cm

100-10m

The objective of any communication is to pass information from one place to other. Radio
Communication consists of generation, propagation and reception of electromagnetic
waves. Modes used in Indian Railways areH.F. Communication
VHF Communication
UHF Communication
M/W Communication
VERY HIGH FREQUENCY (VHF) COMMUNICATION
The frequency band of VHF Communication is 30 to 300 MHz The frequency allotted by
WPC (Wireless Planning and Coordination wing of ministry of communication) in VHF
for Indian Railways are in the band (a) 85.5 to 86.5 MHz (b) 146.2 to 167.95 MHz.
41

Communication in this range of frequencies is mainly due to line of sight, reflection and
scattering of waves.
Uses of VHF:
VHF Communication is used (now a days) for many applications as:

Traffic Control

Police Duties.

Mobile Communication

Point to point communication

Multi - Rural Radio ( MARR) Application

Disaster management

Possible uses of VHF Communication on IR are:

Communication during Maintenance and Constructional Blocks

Yard communication

Communication in the train in between Guard & Driver

Mobile Communication in between moving train/vehicle with fixed

location(Station) or another moving train/ vehicle.

Emergency Communication:

1.

ART equipped with hand held and base station VHF sets.

2.

Duplex VHF Sets are utilized for

3.

extension of exchange number to distant place.

4.

control working.( Train Traffic Control )/Patching.

5.
Universal Emergency Communication for communication between driver, guard,
station master & Cabin.
8.2 Specification & Performance Parameters
High Frequency Radio Communication:
1.

Frequency Range- 3 MHz to 30 MHz

Spot Frequencies are used,

42

Separate for transmission & Reception.

Different pair of frequencies used for Day & Night communication.

Grouping of Frequencies is done to economies the frequencies

Maxi. 5 stations are grouped in each group.

2.
Mode of Propagation: The frequency band of HF Communication is 3 to 30 MHz
Waves in HF range are propagated through ionosphere and are known as sky waves.
3.

Type of Antenna used:

Dipole

Folded dipole

Rhombic

Log Periodic

T. Type

Inverted L type

USES: 1. .May be used as a supplement to the Land Line Communication, to meet

increased Traffic requirements.
2. for Emergency Communication

VHF PARAMETERS
1. Frequency Range
-30 MHz to 300 MHz
-Frequency Band allotted for Railways are 85.5 MHz to 86.5 MHz and 146 MHz to 174
MHz
-One spot frequency is used for each channel
2. Type of operation: Simplex
Duplex
3. Channel capacity: - Single channel/Four channel/Sixteen channel
43

- Voice or Low speed Data or both.

[Sets are equipped for more than one channel i.e. up to 16 channels or so. Crystal
controlled or synthesized version, out of them one channel can be used at a time. ]
Type of Equipment:
I) Walkie-Talkie (Hand Held) Set1W/2W to 5W switchable output power operated on in-built NI-CD/ NiMH / Li-ion
batteries.
ii)

Mobile Sets

Mobile Sets can be carried in a case or bag or can be fitted in a vehicle

-

Weight less than 3 Kg

Output Range 25 Watt

Operated on 12V car battery

iii)

Base Station

Installed at desired location

-

Operating on AC Mains or by 12V battery.

External antenna with feeder cable connector mounted on a mast (Roof top)
needed.
Antennas used:
-

Whip Antenna

Ground Plane (GP) Antenna

Dipole

Low Profile

Yagi Antenna

6.

Feeder cable:

50 Ohms Unbalanced Coaxial cable

7.

Communication Range:

Depends upon terrain.

44

Average range

Walkie-Talkie (Hand Held set) - 1 to 2 km.

Mobile Set- up to 15 km.
Base Station - up to 50 Km. when antenna used are directional & fixed at the height of 15
to 20 meters.
9.

License:

Mandatory

License is to be obtained through Railway Board from WPC, Ministry of Communication.

Such license shall be applied on prescribed form
10.

Frequencies allotment:

-Wireless planning and Coordination wing of Ministry of Communication (WPC) allots

different band of frequencies and sport frequencies in the band for different department.
According to National Frequency Allocation Plan.
-Major users are -30-108 MHz: Relays, Defense, P&T, DoorDarshan, AIR, Police

108-230 MHz: Same except AIR

230-622 MHz: Same except AIR

5000-8500 MHz: Defense, Relays. P&T

7125-7425 MHz: is exclusive for Railway

45

Figure 26

Figure 27

Figure 28

46