A SUMMER TRANING PROJECT REPORT On SIGNALLING &TLECOMMUNICATION IN INDIAN RAILWAY (NWR) AT JAIPUR

SUBMITTED TO: RAILWAY DEPARTMENT JAIPUR (RAJASTHAN)

SUBMITTED BY: JWALA PRAKASH BAIRWA B.TECH, 4th YR. (7th SEM.),ECE

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 co operation.

JWALA PRAKASH BAIRWA

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 JWALA PRAKASH BAIRWA

TABLE OF CONTENT

S.NO
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

CONTENTS
ABOUT INDIAN RAILWAYS RAILWAY SIGNALLING INTERLOCKING TRAIN TRAFFIC CONTROL EXCHANGE AND TEST ROOM IRIS MODULES COMMUNICATION SYSTEM MICROWAVE TRANSMISSION OPTICAL FIBRE PASSENGER RESERVATION SYSTEM UNRESERVED TICKETING SYSTEM INTERACTIVE VOICE RESPONSE SYSTEM RAILNET

Indian Railways

Type

Departmental Undertaking of The Ministry of Railways, Government of India Rail transport 16 April 1857

Industry Founded

Headquarters New Delhi, Delhi, India Area served India Mukul Roy
(Ministry of Railways)

Key people

K. H. Muniyappa & Bharatsinh Madhavsinh Solanki (Ministers of State) Vivek Sahai

(Chairman, Railway Board)

Products Revenue

Rail transport, Cargo transport, Services, more... 88,355 crore (US$19.7 billion) (2009-10)

Net income Owner(s) Employees Divisions Website

9,595 crore (US$2.14 billion) (2009-10) Republic of India (100%) 390,000 (2011) 17 Railway Zones Indianrailways.gov.in

INDIAN RAILWAYS 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 narrow gauges. It also owns locomotive and coach production facilities.

Railway zones

Indian Railways is divided into zones, which are further sub-divided into divisions. The number of zones in Indian Railways increased from six to eight in 1951, nine in 1952, and finally 17 in 2010. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-seven divisions. The Delhi Metro is being built and operated by the Delhi Metro Rail Corporation Limited (DMRC). The Government of India and the Government of Delhi jointly set up a company called the Delhi Metro Rail Corporation (DMRC) on March 5, 1995 with E. Sreedharan as the managing director.He is Padma Vibhushan awardee(Second highest honour) by Government of India[17] It is no way connected to Indian Railways. Each of the seventeen zones, including Kolkata Metro, is headed by a General Manager (GM) who reports directly to the Railway Board. The zones are further divided into divisions under the control of Divisional Railway Managers (DRM). The divisional officers of engineering, mechanical, electrical, signal and telecommunication, accounts, personnel, operating, commercial and safety branches report to the respective Divisional Manager and are in charge of operation and maintenance of assets. Further down the hierarchy tree are the Station Masters who control individual stations and the train movement through the track territory under their stations' administration.

Sl. No 1.

Name

Abbr.

Date Headquarters Established 1951, Mumbai November 5 2002, October 1 Hajipur

Divisions

Central

CR

Mumbai, Bhusawal, Pune, Solapur, Nagpur Danapur, Dhanbad, Mughalsarai, Samastipur, Sonpur

2. 3. 4. 5.

East Central ECR East Coast Eastern North Central North Eastern North Western Northeast Frontier Northern South Central South East Central South Eastern South Western

ECoR 2003, April 1 Bhubaneswar Khurda Road, Sambalpur, Visakhapatnam ER 1952, April Kolkata Howrah, Sealdah, Asansol, Malda Allahabad, Agra, Jhansi

NCR 2003, April 1 Allahabad

6.

NER 1952 2002, October 1

Gorakhpur

Izzatnagar, Lucknow, Varanasi

7.

NWR

Jaipur

Jaipur, Ajmer, Bikaner, Jodhpur

8. 9. 10.

NFR 1958,15th Jan Guwahati NR SCR 1952, April 14 Delhi 1966, October 2 Secunderabad

Alipurduar, Katihar, Rangia, Lumding, Tinsukia Delhi, Ambala, Firozpur, Lucknow, Moradabad Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada Bilaspur, Raipur, Nagpur

11.

SECR 2003, April 1 Bilaspur

12.

SER

1955

Kolkata

Adra, Chakradharpur, Kharagpur, Ranchi

13.

SWR 2003, April 1 Hubli

Hubli, Bangalore, Mysore Chennai, Tiruchirappalli, Madurai, Palakkad, Salem, Trivandrum(Thiruvananthapuram) Jabalpur, Bhopal, Kota

14. Southern 15. West

SR

1951, April 14 Chennai

WCR 2003, April 1 Jabalpur

Central 16. Western Kolkata Metro WR 1951, Mumbai November 5 2010, Kolkata December 25 Mumbai Central, Ratlam, Ahmedabad, Rajkot, Bhavnagar, Vadodara Kolkata Metro

17.

Subsidiaries

A WAP5 locomotive 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 Board.

Locomotives
Indian railways uses a number of different Diesel and Electric locomotives, Steam locomotives were once very common but are now only used on heritage routes.

Technical details
Track and gauge

Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad gauge which is wider than the 1,435 mm (4 ft 8 12 in) standard gauge; the 1,000 mm (3 ft 3 38 in) meter gauge; and two narrow gauges, 762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are rated for speeds ranging from 75 to 160 km/h (47 to 99 mph). The total length of track used by Indian Railways was about 114,000 km (71,000 mi) while the total route length of the network was 64,215 km (39,901 mi) on 31 March 2011. About 33% of the route-kilometer and 44% of the total track kilometer was electrified on 31 March 2011.

Broad gauge is the predominant gauge used by Indian Railways. Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge 1,676 mm (5 ft 6 in)is the most widely used gauge in India with 102,000 km (63,000 mi) of track length (90% of entire track length of all the gauges) and 54,600 km of route-kilometre (85% of entire route-kilometre of all the gauges) on 31 March 2011. In some regions with less traffic, the metre gauge (1,000 mm/3 ft 3 38 in) is common, although the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge had about 9,000 km (5,600 mi) of track length (7.9% of entire track length of all the gauges) and 7,500 km of route-kilometre (11.6% of entire route-kilometre of all the gauges) on 31 March 2011. The Narrow gauges are present on a few routes, lying in hilly terrains and in some erstwhile private railways (on cost considerations), which are usually difficult to convert to broad gauge. Narrow gauges had a total of 2,400 route-kilometre on 31 March 2011. The Kalka-Shimla Railway, the Nilgiri Mountain Railway and the Darjeeling Himalayan Railway are three notable hill lines that use narrow gauge. Those three will not be converted under the Unigauge project.

Double Decker Train arrives at Howrah Junction after a trial run. The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47% (25,258 route-km) in 1951 to 85% in 2011 whereas the share of metre gauge has declined from 45% (24,185 route-km) to less than 12% in the same period and the share of narrow gauges has decreased from 8% to 3%. However, the total route-kilometre has increased by only 18% (by just 10,000 km from 53,596 route-km in 1951) in the last sixty years. This compares very poorly with Chinese railways, which increased from about 27,000 route-km at the end of second world war to about 100,000 route-km in 2011, an increase of more than threefold. More than 28,000 route-km (34% of the total route-km) of Chinese railway is electrified compared to only about 21,000 route-km of Indian railways. This is an indication of the poor state of Indian railways where the funds allocated to new railway lines are meagre, construction of new uneconomic railway lines are taken up due to political interference without ensuring availability of funds and the projects incur huge cost and time overruns due to poor project-management and paucity of funds. Double decker AC trains have been introduced in India. The first double deckar train was Flying Rani introduced in 2005 while the first double decker AC train in the Indian Railways was introduced in November 2010, running between the Dhanbad and Howrah stations having 10 coaches and 2 power cars. 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.

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. [29] 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 (zero)

Comparison of different gauges common in India with the standard one, which is not common in India

SYSTEM OF SINALLING AND INTERLOCKING

RAILWAY SIGNALLING:
Railway signaling is a system used to control railway traffic safely, essentially to prevent trains from colliding. Being guided by fixed rails, trains are uniquely susceptible to collision; furthermore, trains cannot stop quickly, and frequently operate at speeds that do not enable them to stop within sighting distance of the driver.. Most forms of train control involve movement authority being passed from those responsible for each section of a rail network (e.g., a signalman or stationmaster) to the train crew. The set of rules and the physical equipment used to accomplish this determine what is known as the method of working (UK), method of operation (US) or safe working (Aus.). Not all these methods require the use of physical signals and some systems are specific to single track railways.

Block signaling

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 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.

Permissive and absolute blocks

Under a permissive block system, trains are permitted to pass signals indicating the line ahead is occupied, but only at such a speed that they can stop safely driving by sight. This allows improved efficiency in some situations and is mostly used in the USA. Permissive block working may also be used in an emergency, either when a driver is unable to contact a signalman after being held at a danger signal for a specific time, although this is only permitted when the signal does not protect any conflicting moves, and also when the signalman is unable to contact the next signal box to make sure the previous train has passed, for example if the telegraph wires are down. In these cases, trains must proceed at very low speed (typically 20 mph or less) so that they are able to stop short of any obstruction. In most cases this will not be allowed during times of poor visibility (e.g. fog or falling snow). Even when an absolute block system is implemented, multiple trains may enter a block with authorisation. This may be necessary e.g. in order to split or join trains together, or to rescue failed trains.

Automatic block
Under automatic block signalling, 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 signalling-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.

Train detection:
Track circuits
One of the most common ways to determine whether a section of line is occupied is by use of a track circuit. The rails at either end of each section are electrically isolated from the next section, and an electrical current is fed to both running rails at one end. A relay at the other end is connected to both rails. When the section is unoccupied, the relay coil completes an electrical circuit, and is energized. However, when a train enters the section, it short-circuits the current in the rails, and the relay is de-energized. This method does not explicitly need to check that the entire train has left the section. If part of the train is left in the section, that part will continue to be detected by the track circuit. This type of circuit is used to detect trains, both for the purpose of setting the signal indication and for providing various interlocking functions for example, not permitting points to be moved when a train is standing over them. Electrical circuits are also used to prove that points are in the appropriate position before a signal over them may be cleared.

Axle counters
An alternative method of determining the occupied status of a block is using devices located at its beginning and end that count the number of axles entering and leaving. If the same number leaves the block as enter it, the block is assumed to be clear. Although axle counters can provide similar functionality to track circuits, they also exhibit a few other characteristics. In a damp environment an axle counted section can be far longer than a track circuited one. The low ballast resistance of very long track circuits reduces their sensitivity. Track circuits can automatically detect some types of track defect such as a broken rail. In the event of power restoration after a power failure, an axle counted section is left in an undetermined state until a train has passed through the affected section.

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 colour 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.

Color light signals

Vertical color light signal

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. 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.

On some railways, colour light signals display the same set of aspects as shown by the lights on mechanical signals during darkness.

Route signalling and speed signalling

Signalling of British origin generally conforms to the principle of route signalling. Most railway systems around the world, however, use what is known as speed signalling. Under route signalling, a driver is informed which route the train will take beyond each signal (unless only one route is possible). This is achieved by a route indicator attached to the signal. Under speed signalling, the driver is not informed which route the train will take, but the signal aspect informs him at what speed he may proceed. Speed signalling requires a far greater range of signal aspects than route signalling, but less dependence is placed on drivers' route knowledge.

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.

Cab signaling

Example of cab signal

Cab signalling is a system that communicates track status information to the train cab (driving position), where the train driver can see the information. The simplest systems display the trackside signal aspect, while more sophisticated systems also display allowable speed and dynamic information about the track ahead. In modern systems, a train protection system is usually overlaid on top of the cab signalling system to warn the driver of dangerous conditions, and to automatically apply the brakes and bring the train to a stop if the driver ignores the dangerous condition.[1] Cab signalling systems range from simple coded track circuits, to transponders that communicate with the cab, and communication-based train control systems.

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 signalling 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..

ROUTE RELAY INTERLOCKING (RRI):

The station is interlocked by means of RRI and worked with control Panel located in the RRI cabin. Station is provided with multiple aspects color light signals and electric machine operated points. The entire operation of interlocked points and signal for reception and departure of trains is done through Control Panel by SM on duty, who is responsible for correct & safe working of trains. Reception & dispatch of trains on running lines are controlled by the SM on duty by using operating panel and indication panel. All signals are interlocked with points and are operated from operating panel by SM on duty for the reception and dispatch of trains. All running lines are track circuited. The station is provided with Home, Starter, Advanced starter & shunt signals. Main Home signals are provided with calling on signals and shunt signals are below them. Crank Handle interlocking is also provided. 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).

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 handoperated points are power operated and worked from th 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 faultyor occu[ied. 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. The flashing of the individual point will continue till the failure is put right. 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 travk 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.

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. 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).

A DPDT AC coil relay with "ice cube" packaging

Part of a relay interlocking

A large relay with two coils and many sets of contacts, used in an old telephone switching system.

TRAIN TRAFFIC CONTROL

RAILWAY CONTROL CIRCUITS
Railway control circuits are omnibus telephone circuits which provide communication with each train working point, thus facilitating efficient train operation. They should provide satisfactory and reliable communication between the controller and varios way side stations, important signal cabins, loco sheds, yard offices etc.

TYPE OF CONTROL SYSTEM:

According to traffic requirements and to cater to the needs of electric traction area, a section may be provided with one or more railway control circuits as detailed below: a) Section control / train control: This is provided for communication between the section / train controller in the control office and way side stations, junction station, block cabins, loco sheds and yards in a division for the control of train movements and effective utilization of section capacity. b) Deputy control: This is provided for communication between the deputy controller in the control office and important stations, junctions & terminal stations, yard masters office, loco sheds and important signal cabins in a division for supervisory control of traffic operation in general. c) Traction loco control: Provided between traction loco controller and loco sheds, important station masters offices for optimum utilization of electric locomotives. d) S&t control: Provided between test room and way stations for effective maintenance of s&t equipments. e) Emergency control: Provided for selected points along the track routes for establishing communication between train crew(in case of emergency), traction and permanent way staff with traction power controller. The emergency sockets are provided on rail posts at an interval of 1km(max) along the route. They are also provided at FP/SP/SSPS isolators in yards and near bridges. f) Emergency wireless control communication: The following equipment can also be utilized for emergency wireless communication where such system exists:-

i.
ii.

Handsets for mobile train radio communication(MTRC) in sections. Walkie-talkie sets in sections where VHF communication from train to control office has been provided in lieu of any physical medium or MTRC.

EXCHANGE AND TEST ROOM

PD MUX PRIMARY DIGITAL MULTIPLEXER

CMUX 128 provides a cost effective solution for the interconnection of a whole range of voice and data interfaces required in communications networks, where multiple locations are connected over fat pipes and a small pipe has to be dropped at each location. Large enterprises like railways, army and utility companies who own their own networks are users of this product

segment. FEATURES Economical, Scaleable 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), or a PBX to another PBX using tie lines. They 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 co-directional, 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 globe Basically pd mux is a device which serves both as modulator , demodulator and multiplex signals. It converts electric signal to digital signal.

STM STM stands for synchronous transmit module . it is used to produce 63 channel stream output which is in the form of light

IRIS Modules
IRIS is available in following configuration 128 Ports (With inbuilt Power Supply) 256 Ports (8 slots) 480 Ports (15 slots) 992 Ports (31 slots) 1504 Ports (47 slots) 3000 Ports 4500 Ports 6000 Ports 7500 Ports

Except 128 ports module, external power source is required for rest of the modules. However 128-port system also can be installed on external power source.

IRIS Cards Description Main Controller Card - MCC

This Card is the Main Control Card of the system. This card supports maximum 8192 ports. One DSP card is inbuilt in this Card. DSP card performs following functionsa) 16 minutes music recording. b) External music facility. c) 3 VSN ports (For Voice guidance). d) DTMF Generators and Receivers e) MFC Tones Generation and Decoding f) All tones (Dial tone, Ring back tone, Busy tone etc.).

Peripheral Board Controller Card - PBC

This card is used for communication between the Main shelf and the Peripheral shelves.

Peripheral Cards Feature Line Card (FLC) :- 32 Port

It is used for giving analog Lines. It is a 32 Port Card. Line Operating Voltage is 48V. Features provided by this card are a) DTMF receiver and dialer

b) Polarity Reversal c) FSK CLI d) DTMF CLI e) 16KHz / 12KHz Pulse Generation. f) Integrated Test & Diagnostic Features - ITDF . g) Message waiting facility.

Direct Inward Dialing Card (DID): - 32 Port

This card is used to terminate the level DID trunks. Hardware for this card is same as FLC card. Therefore IRIS FLC can work as DID card. Only we have to change its software by changing its microcontroller.

Feature Trunk card (FTC): - 24 Port

This card is used to terminate the analog trunk lines. This is a 24 Port Trunk Card. FTC supports following features a) Polarity Reversal Detection. b) 16KHz Pulse detection (Optional) c) DTMF CLI detection.

Digital Communication Card (DCC):- 16 Port

This card is used to connect the key phones. It supports 16 key phones.

E&M card :- 8 Port

This Card Supports 8 E & M Ports.

Both Way Trunk Card (BWT) :- 16 Ports

This card is used to generate the level DID trunks as well as terminate the level DID trunks. This Card Supports 16 BWT Lines.

E1 or CEPT / PRI (30)

This Card supports 30 Digital trunks. Hardware for E1/PRI is same only software is required to be changed which can be changed in the field also by downloading required software in tothe flash of the card. Using E1 or PRI, two exchanges can be tied-up. Moreover QSIG can be installed over PRI.

Basic Rate Interface Card ( BRI/ISDN) :- 8 Port ( S-Interface)

PCB for E1 and BRI Card is same, either E1 Components or ISDN components will be loaded on the PCB.

COMMUNICATION SYSTEM
Communication means sending and receiving of signal between two stations through different mediums. It plays a vital role for any system and becomes lifeline for the concerned people who were being benefited for the system. In communication system there are three essential components that should be considered:Sending(Tx) RECEIVING(Rx) Medium This system is classified into various types according to the upgradation of technology in the communication system from time to time. 1. OVERHEAD COMMUNICATION Overhead communication is the most ancient and traditional method of communication that was practice during early times. It includes bamboos and poles which wires were transferred over a long distance.

DRAWBACKS
Thefts No secrecy Faults due to contact, earth crust, break etc. Limitations of circuits

2. UNDERGROUND COMMUNICATION
After the limitations found in overhead communication, a new technology was found i.e cable system that means a bunch of conductors that were used for the signal transfer. These cables laid by digging the ground approximated to 1 km. There are made several junctions at certain distances(25km) so that the effective transfer of signal may be checked.

DRAWBACKS
Total interruption with any fault(cut water entered) Theft Joining is difficult Equipment cost high.

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.

RECEIVING SIDE:

From antenna

Waveguide & switching device

Radio

HF

Multiplexer

VF

The system modulation plans conforms to standard CCITT modulation plan. The standard CCITT super groups one through 600 channel. 12 channel in 12 to 60khz frequency hand make up the CCITT group A. Two additional channels are available between 4khz and 12khz. 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.

MICROWAVE TRANSMISSION
INTRODUCTION Radio communication involves :
The modulation of information (data to be sent) & generation of RF power tby the radio transmitter. Radiation of generated RF power into free space by transmitting antenna, RF power transmitted in the form of electri waves to distant destination. Reception of electro magnetic waves at destination by the receiving antenna. The recovery of the information at the destination by the help of the radio receiver.

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 enrgy. This energy is received by the receiving antenna located at the distant then the transmitted information is receipted by the receiver.

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 lightthey can propagate in free space and vaccum. Their behavior corresponds to light waves.

MICROWAVE(MW)
Indian railway has allocated the frequency band of 7.125 GHz to 7.425 GHz. At present the microwave communication is largely employed for long multichannel communication system. This is fixed communication with higher degree of reliability with large channel capacity.

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 tio negligible voice.

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 offer 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. The two books are the introduction to fiber optics by John Crisp and understanding fiber optics, Third edition by Jeff Hecht. Right, lets get on with the lesson

FIRST A BIT STORY

In 1870,John Tyndall demonstrated that Light travels the curve of a steam of water pouring from a container, it was the simple principle that led to the study and development of applications for this phenomenon. John Logie Baird patented a method of transmitting in a glass rod for use in a early colour TV, but the optical looses inherent at the time made it impractical to use. In the 1950s more research and development into the transmission of visible images through optical fiber led to some success in the medical world, as they began using them in remote illumination and viewing instruments. In 1966 Charles Kao & George Hockham proposed the transmission 0of information over glass fiber, and they also realized that to make it a practical proposition, much lower losses in the cables were essential. This was the driving force behind the developments to improve the optical losses in fiber, manufacturing and today optical losses are significantly than the original target set out by Charles Kao &George Hockham.

THE ADVANTAGES OF USING FIBRE OPTICS

Because of the low loss, high bandwidth properties of over fiber cable they can be used over greater distances than copper cable would be impractical, and by using multiplexors one fiber could replace hundreds of copper cables. This is pretty impressive for a tiny 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. Last but not least is the security aspect, it is very, very difficult to tap into a fiber cable to read the data signals.

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 Over the years a variety of core sizes have been produced but these days there are only three main sizes that are used in data communications, these are 50/125,62.5/125 and 8.3/125. The 50/125 and 62.5/125 micron multi-mode cables are the most widely used in the data networks, although recently the 62.5 has become the more popular choice. This is rather unfortunate, because the 50/125 has been found to be the better option for Gigabit Ethernet applications. The 8.3/125 micron is a single mode cable which until now hasnt been widely used in the data networking, this was due to high cost of single mode hardware. Things are beginning to change because the length limit for Gigabit Ethernet over 62.5/125 fiber has been reduced around to 220m, and now, using 8.3/125 may be the only choice for campus size networks. Hopefully , this shift to single mode may start to bring the cost down.

WHATS THE DIFFERENCE BETWEEN SINGLE-MODE AND MULTI-MODE?

With copper cable larger size means less resistance and therefore more current, but with fiber the opposite is true. To explain this we first need to understand how the light propagates within the fiber core.

LIGHT PROPAGATION
Light travels along a fiber cable by a process called Total Internal Reflection (TIR) this is made possible by using two type of glass which have different refractive indexes. The inner core has a high refractive index and the outer cladding has a low index. This is the same principle as the reflection you see when you 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, however if you look straight down at the water you can see the bottom of the pond. At some specific between these two view points the light stops reflecting of the surface of water and passes through the air/water interface allowing you to see the bottom of the pond. In multi-mode fiber as the name suggests, there are multiple modes of the propagation for the rays of the light.

OPTICAL FIBER COMMUNICATION

Optical fiber is generally made of glass and it is made into thin fibers of hairs size. It is a nonmetallic conductor and this can transmit light energy from one end to the other end by utilising the phenomenon of TOTAL INTERNAL REFLECTION OF LIGHT in conventionalcables(copper cables) electric energy is transmitted trough metallic conductors. An optical fibre communication system consists of a transmitter which converts the multiplexed electrical signal into an optical signal . a source of light launches the optical signal through a a coupler. The fibre carries this signal to the receiver where another coupler couples the light from the fibre to the

decetor. The transmitter uses either a LASER DIODE or a LIGHT EMMITING DIODE(LED) for electrical to optical conversion. The receiver uses either a PIN Diode or an Transmitter
A/D CONVERTER Modulator Optical fibre

Regenarator

D/A converter Receiver

Demodulato r

AVALANCHE PHOTO DIODE (APD) for optical to electrical conversion. Long lengths of cable are joined by splicing the the fibres.

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 equipments required for block working. g) Accept unipolar codes i.e return to codes only.

APPLICATION OF OPTICAL FIBRE COMMUNICATION IN RAILWAYS

a) b) c) d) Long haul circuits for administrative branch and data transmission circuits (PRS,FOIS etc.). Short haul circuits for linking of telephone exchanges. Control communication Signaling application for safe transmission.

LASER If an optical fiber is cut then it should be vertically cut otherwise gap is generated which thus cause losses. One main loss is connector loss which arises when two vertically cut optical fiber is joint. The optical fiber is connected with the help of patch chords which is both side connector or with the help of pigtail which is one side connector. The best quality of patch is e 2000. Power boosters are used to increase power required during transmission.FMS ie fiber management system uses 24 cable system.

PASSENGER RESERVATION SYSTEM (PRS)

INTRODUCTION
The Passenger Reservation System (PRS) is computerized reservation system for any train from anywhere in country. This system has made the train journey quite comfortable. When PRS system was not developed a station could give the reservation to the customer. Those train which get started from their station but after PRS get installed the customer can get information about any train running in India.

The other facilities, which are offered by the PRS system, are the PNR enquiry and the train accommodation availability .The system works both on the optical fiber cable and the microwave communication at the data rate of 4.8 kbps or 9.6 kbps. The microwave system is the standby medium of the data transfer and the optical fiber communication system is used as the main transmission path. The main system is programmed according to the types and trains and compartments. There are mainly 4 servers in India. These are in New Delhi, Kolkata, Chennai, Mumbai and Secundrabad. EQUIPMENTS The equipments used in PRS are:

Modem Multiplexing equipment End terminal Modem

Modem are used for communication various computers or between computers and terminals over ordinary or leased telephone lines. We can use modems to log on to micro, mini, main frame computer for line processing. We can use them to connect two remote computers for data.

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. 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
MUX

I2 I3
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. 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.

1. Sampling 2. Filtering 3. Quantization

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.

UNRESERVED TICKETING SYSTEM (UTS)

INTRODUCTION
The Universal ticketing system (UTS) is a computerized system used to issue the tickets for the unreserved compartments of train .the system is programmed according to the type of the train. The whole system can be controlled remotely by the CRIS, Mumbai CST. The system works at the data rate of the 64 kbps .therefore for such a high data the optical fiber communication system it has been setup from different directions.

Equipments overview
Block Diagram of UTS:-

Terminal

Terminal server

Baseband modem

Router PCM-TDM Network

Terminal

Terminal server

Baseband modem

Router

The various equipments 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 2-wire circuits. The ports available for the interfacing are G-703, V.35, V.24, V.11.the 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

NDLS I/II RE NR L3 ROUTER KRH RGS L-3 SWITCH AWR BKI

LAVI II

DPR

GOJ

DO

SIKR UTS/PRS NK

GII

KS JJN

FL

INTERACTIVE VOICE RESPONSE SYSTEM (IVRS)

INTRODUCTION The IVRS is the arrangement of a computer and a telephone set. In this system interactive between telephone and computer are done and the results are in the form of voice. It is now used at the place where enquiry is required e.g. banks, mobile companies etc. In railway it is used in online train information system and passenger reservation enquiry system.

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.

The basic hardwares required for IVRS system are: Telephone set. Computer system. Amplifier Multiplexing equipment Connecting wires and cables

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

BLOCK DIAGRAM OF TECHNOLOGIES:-

TECHNOLOGY

LAN

WAN

TOPOLOGIES

WAN TECHNOLOGY
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.

SET UP FOR NETWORKING IN INDIA

DELHI JAIPIR JAISALMER

D
A

C
C

DCM:-Refers to data compression mux. PRS:-Passenger reservation system

In Indian railway there are only 5 servers all over INDIA. They are further connected to other stations such as Jaipur, lucknow etc.

Set up of 5 servers and there mesh connection

II

NEW DELHI

HAWRAH

III

IV

MADRAS

MUMBAI

SECUNDRABD

JAIPUR

EXAMPLE:-Puja express train no. is 2304-DELHI to HAWRAH 2303-HAWRAH to DELHI

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

Block diagram

UTS

PRS

MODEM

MODEM

MUX

MUX

ABUROAD

ALWAR

ZONAL ROUTER NWR

DAUSA

JAIPUR

SWITCH

TERMINAL SERVER TS

1) ETHERNET DATA >10MBPS 2) SERIAL 3 WIRES (Transmitting. Receiving and Ground)

ETHERNET:tx+ txrx+ rx-

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

RESERVATION (PRS)

UNRESERVED (UTS)
CANCEL BEEP THE TICKET

CONFIRM

WAITING

CANCEL

WAITING IN QUEUE

NON CANCELLATION INTERNET

TOUCH SCREEN

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.