Visvesvaraya Technological University, Belagavi-590018

Internship Report on

“Telecommunication And Signaling”

Submitted in partial fulfillment of the requirements for the award of
BACHELOR OF ENGINEERING
IN
ELECTRONICS AND COMMUNICATION ENGINEERING

For the Academic year 2019 – 2020

By
NIKIL
[4SH16EC016]
An Internship is carried out at
Southern Railway Mangalore

DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING

SHREE DEVI INSTITUTE OF TECHNOLOGY, MANGALURU
SHREE DEVI INSTITUTE OF TECHNOLOGY, MANGALURU-574 142
(An Institution under VTU, Belagavi)
MANGALURU-574 142
 CERTIFICATE

This is to certify that an internship report entitled as

“TELECOMMUNICATION AND SIGNALING” is a bona-fide work carried
out by NIKIL (4SH16EC016) is a partial fulfilment for the award of
BACHELOR OF ENGINEERING in ELECTRONICS AND
COMMUNICATION ENGINEERING of the VISVESVARAYA
TECHNOLOGICAL UNIVERSITY, BELAGAVI during the year 2019-
2020. It is certified that all corrections/suggestions indicated for internal
assessment have been incorporated in the report deposited in the departmental
library. The internship report has been approved as it satisfies the academic
requirements in respect of internship report prescribed for the Bachelor of
Engineering Degree.

____________ ______________ ___________

Mrs. Prameela N S Mrs. Chitra Prabhu M Dr. Dilip Kumar K
B.E, MTech B.E ,MTech B.E ,MTech, Ph.D,MISTE
Internship guide Head of Department Principal

Name of the Examiner Signature with Date

1.___________________
2.___________________
 ABSTRACT

This report represents the several tasks that were completed during the Internship in
SOUTHERN RAILWAY . It enabled me to know more about the Signals and
Telecommunication in Railways. The study was main concentrated on how
Telecommunication and Signals play a very important role in Railways. Signal and
Telecommunication Department is responsible for installation and maintenance of Signalling
system essential for the safe and speedy movement of trains and Telecommunication systems
required for the effective utilization of the large fleet of locomotive and other rolling stock
and track as well as for the administration of the vast Railway Network. In the Railway
System, Railway Signalling System is the vital control equipment responsible for the safe
operation of trains. In Railways, the system of communication from railway stations and
running trains is by the means of signals through wired medium. The detailed analysis is
directed towards control logic for the railway interlocking, type of communication protocols
upon which the control systems depends. Telecommunication part has been also discussed to
make the report more comprehensive. A newer improvement towards Centralized Traffic
Control has also been highlighted for the railway system to prove itself a reliable option for
its travellers.

i
 ACKNOWLEDGEMENT

First and foremost I would like to express my sincere thanks and gratitude to SOURTHERN
RAILWAY MANGALORE for giving me the opportunity to undergo this internship. I
would like to thank Mr. N RAMACHANDRAN, who in spite of a busy schedule took time
in guiding me and helping me complete this training. His constant guidance and advice
played the vital role in making the execution of the report. He always gave me his
suggestions that were crucial in making report. As flawless as possible. I choose this moment
acknowledge his contribution gratefully.

I would like to thank Dr .K. E Prakash ,Director , SDIT, Mangaluru. Dr. Dilip Kumar.
K, Principal ,SDIT, Mangaluru for their continuous support. I thank Mrs. Chitra Prabhu
M Head of Department of E & C Engineering, SDIT, Mangaluru for her valuable
guidance and support. I also thank Mrs. Prameela N S ,Asst. Professor, Department of E
& C Engineering, SDIT, Mangaluru for her motivation and valuable guidance.

I perceive this opportunity as a big milestone in my career development. I will strive to use
gained skills and knowledge in the best possible way, and I will continue to work on their
improvement , in order to attain desired career objectives. Hope to continue cooperation with
all of you in future.

ii
 DECLARATION

I hereby declare that the internship report entitled as “Telecommunication And

Signaling” submitted to VTU Belagavi, is a record of and
original work done by me under the guidance of Mr. N Ramachandran, Sr, Divisional Signal
and Telecom Engineer Southern Railway Mangaluru and Mrs. Prameela N S ,Asst.
Professor, Department of E & C Engineering, SDIT, Mangaluru. This internship report is
submitted in the partial fulfilment of the requirements for the award of the degree of Bachelor
of Engineering in Electronics and Communication Engineering at Shree Devi Institute of
Technology , Mangaluru . The information embodied in this report has not been submitted to
any other University or Institute for the award of any degree or diploma.

NIKIL
4SH16EC016

iii
 TABLE OF CONTENTS

CHAPTER NO. DISCRIPTION PAGE NO.

ABSTRACT i

ACKNOWLEDGEMENT ii

DECLARATION iii

TABLE OF CONTENTS iv

1 INTRODUCTION 1

1.1BRIEF HISTORY 1

1.2 RDSO 1

1.3SALIENT FEATURES OF RAILWAY 2

1.4VISION 2

2 TELECOMMUNICATION 3

2.1 OPTICAL FIBER COMMUNICATIONS 3

2.2 QUAD CABLE 5

2.3 PA SYSTEMS 6

2.4 TELEPHONE EXCHNAGE 7

2.5 INTERNET 9

3 SIGNALING 11

3.1 BASIC SIGNALING 11

3.2 INTERLOCKING 12

3.3 PI AND RRI 14

3.4 EI 15
3.5 CENTRALIZED TRAFFIC CONTROL 17

CONCLUSION 18

iv
Telecommunication and Signaling

CHAPTER 1

INTRODUCTION
1.1 BRIEF HISTORY
Indian Railways is one of the largest Railways in the world. Introduced in 1853 the Railway
network in India spread and expanded rapidly and has become the principal mode of transport
in the country. It has also absorbed advances in railway technology in tune with the
requirement of moving large volumes of passenger and the freight traffic. Railways were first
introduced to India in 1853 from Bombay to Thane. In 1951 the systems were nationalized as
one unit, the Indian Railways, 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 at several places
in India and are assigned codes identifying their gauge, kind of power and type of operation.
Its operations cover twenty four states and three union territories and also provides limited
international services to Nepal, Bangladesh and Pakistan.

First railway was built between Mumbai and Thane in 1852 and First passenger train ran
between the two stations Bori bunder and Thane, covering a distance of 34 km, on April 16,
1853. About 40 per cent of the railway lines were in the newly created Pakistan. Many lines
had to be rerouted through Indian Territory and new lines had to be constructed to connect
important cities such as Jammu. A total of 42 separate railway systems, including 32 lines
owned by the former Indian princely states existed at the time of independence spanning a
total of 55,000 km. These were amalgamated into the Indian Railways. In 1952, it was
decided to replace the existing rail networks by zones. A total of six zones came into being in
1952. On 6 September 2003 six further zones were made from existing zones for
administration purpose and one more zone added in 2006. The Indian Railways now has 17
zonal Railways. Locomotives and rolling stock are two main components of the train. IR has
been procuring goods wagons from the market however coaches and locomotives both Diesel
and electrical are manufactured by IR with its production units. Later IR has taken over
certain wagon manufacturing units also.

1.2 RDSO
Research and development is very important part of any organization. on Indian Railways
Research and development is carried out by Research Design and Standards Organization

(RDSO) which is located at Lucknow. RDSO is also mandated to test and certify new
technologies or innovations in train operation.
This centre is one of the directorate of RDSO is engaged in standardizing and preparing
maintenance handbooks, pamphlets, reports, videos etc. on various subjects related to
Railway Engineering for improving maintenance activities and efficiency. HR development

Department of Electronics and Communication, SDIT, Kenjar Page 1

Telecommunication and Signaling

is another important aspect of the organization. On IR for development of its manpower

training institutes are provided all across the country.

Department of Electronics and Communication, SDIT, Kenjar Page 2

1.3 SALIENT FEATURES OF RAILWAY
Indian Railways is the fourth largest Railway network in the world after US, Russia and
China. It runs about 20,000 trains carrying more than 2.5 crores passengers and 2.8 million
tonnes of freight every day. In terms of passenger kms IR tops the list, with 1046 billion pkm.
Indian Railways has become the fourth railway in the world which loads more than a billion
tonnes of freight in a year.
More than 12000 passenger trains which run across the country every day, cover a distance
which is more than 4 times the distance between earth and moon. Chhatrapati Shivaji
Terminus, Mumbai has been given status of world heritage site by UNESCO in 2004. Three
Mountain Railways of India i.e. Darjeeling Himalayan Railway a narrow gauge railways in
West Bengal, Nilgiri Mountain Railway, a metre gauge railway in the Nilgiri Hills in Tamil
Nadu and Kalka- Shimla Railway, a narrow gauge railway in the Shivalik mountains in
Himachal Pradesh are already declared UNESCO world heritage sites in 1999. Facts and
figures are the best indicators to understand any organization. IR has been improving its
output every year in both passenger and freight transportation. Following key statistics about
IR will help you understand about IR, its assets, its performance and financial status.

1.4 VISION
To develop safe, modern and cost effective Railway technology complying with Statutory
and Regulatory requirements, through excellence in Research, Designs and Standards and
Continual improvements in Quality Management System to cater to growing demand of
passenger and freight traffic on the railways. Governing Council Governing Council
comprises of Chairman, Railway Board as Chairman and Financial Commissioner, Member
Engineering, Member Mechanical, Member Staff, Member Electrical, Member Traffic, Addl.
Member (Planning)/ Railway Board and Director General, RDSO as its members. The
functions of Governing Council are:
• To identify and approve the R&D projects for technology development on Indian Railways.
• To review the progress of projects.
• To determine the quantum of direct investment in technology development within the
overall allocation of funds under the plan head „Railway Research‟.
• To give direction for improving the working of RDSO. Functions RDSO is the sole R&D
organization of Indian Railways and functions as the technical advisor to Railway Board,
Zonal Railways, Production Units and performs the following important functions : Quality
Policy To develop safe, modern and cost effective Railway technology complying with
Statutory and Regulatory requirements, through excellence in Research, Designs and
Standards and Continual improvements in Quality Management System to cater to growing
demand of passenger and freight traffic on the railways.
CHAPTER 2
TELECOMMUNICATIONS

Telecommunication in the modern era is the science and practice of transmitting information

by electromagnetic means.
In earlier times, telecommunications involved the use of visual signals, such
as beacons, smoke signals, semaphore telegraphs, signal flags, and optical heliographs, or
audio messages such as coded drumbeats, lung-blown horns, and loud whistles. In modern
times, telecommunications involves the use of electrical devices such as
the telegraph, telephone, and teleprinter , as well as the use of radio, microwave transmission
towers, fiber optics, orbiting satellites and the Internet, which is a vast world-wide computer
network.
A revolution in wireless telecommunications began in the first decade of the 1900s with
pioneering developments in radio communications by Nikola Tesla and Guglielmo Marconi.

2.1 OPTICAL FIBER COMMUNICATIONS

Fiber-optic communication is a method of transmitting information from one place to another
by sending pulses of light through an optical fiber. The optical fiber acts as a low loss, wide
bandwidth transmission channel. A light source is required to emit light signals, which are
modulated by the signal data. To enhance the performance of the system, a spectrally
pure light source is required.

A thin glass strand designed for light transmission. A single hair-thin

fiber is capable of transmitting trillions of bits per second. In addition
to their huge transmission capacity, optical fibers offer many
advantages over electricity and copper wire. Light pulses are not
affected by random radiation in the environment, and their
error rate is significantly lower. Fibers allow longer distances to
be spanned before the signal has to be regenerated by expensive
"repeaters." Fibers are more secure, because taps in the line can be
detected, and lastly, fiber installation is streamlined due to
their dramatically lower weight and smaller size compared to
  copper cables.
Fig 1: OFC cables

CONSTRUCTION OF OPTICAL FIBER 

In the late 1970s and early 1980s, telephone companies began to use fibers extensively tore
build their communications infrastructure. According to KMI Corporation, specialists in fiber
optic market research, by the end of 1990 there were approximately eight million miles of
fiber laid in the U.S. (this is miles of fiber, not miles of cable which can contain many fibers).
By the end of 2000, there were 80 million miles in the U.S. and 225 million worldwide.
Copper cable is increasingly being replaced with fibers for LAN backbones as
well, and this usage is expected to increase substantially.

PURE GLASS
An optical fiber is constructed of a transparent core made of nearly pure silicon
dioxide(SiO2), through which the light travels. The core is surrounded by a cladding layer
that reflects light, guiding the light along the core. A plastic coating covers the cladding
to protect the glass surface. Cables also include fibers of Kevlar and/or steel wires
for strength and an outer sheath of plastic or Teflon for protection. 

  Fig 2: Inner Sections of OFC cable

ENORMOUS BANDWIDTH
For glass fibers, there are two "optical windows" where the fiber is most transparent and
efficient.The centers of these windows are 1300 nm and 1550 nm, providing approximately
18,000GHz and 12,000GHz respectively, for a total of 30,000GHz. This enormous bandwidth
is potentially usable in one fiber. Plastic is also used for short-distance fiber runs, and their
transparent windows are typically 650 nm and in the 750-900 nm range.

SINGLE MODE AND MULTIMODE

There are two primary types of fiber. For intercity cabling and highest speed, single mode
fiber with a core diameter of less than 10 microns is used. Multimode fiber is very common
for short distances and has a core diameter from 50 to 100 microns. See laser, WDM, fiber
optics glossary and cable categories.
 Fig 3: Diagram of total internal reflection in an optical fiber
 

The light in a fiber-optic cable travels through the core (hallway) by constantly bouncing
from the cladding (mirror-lined walls), a principle called total internal reflection. Because the
cladding does not absorb any light from the core, the light wave can travel great distances.
However, some of the light signal degrades
within the fiber, mostly due to impurities in the glass. The extent that the signal degrades
depends on the purity of the glass and the wavelength of the transmitted light.

APPLICATIONS
Optical fiber is used by many telecommunications companies to transmit telephone signals,
Internet communication, and cable television signals. Due to much
lower attenuation and interference, optical fiber has large advantages over existing copper
wire in long-distance and high-demand applications. However, infrastructure development
within cities was relatively difficult and time-consuming, and fiber-optic systems were
complex and expensive to install and operate. Due to these difficulties, fiber-optic
communication systems have primarily been installed in long-distance applications, where
they can be used to their full transmission capacity, offsetting the increased cost.

2.2 QUAD CABLE

Fig 4: Inner sections of a quad cable

 Conductor : Each conductor consists of round wire of annealed highconductivity
 copper.
 Insulation : Each conductor is insulated with solid medium/ high density
polyethylene insulation.
 Quadding: Four insulated conductors stranded to form a star quad, two conductors
diagonally opposite forming one pair and the remaining two diagonally opposite
conductors forming the second pairs of the quad.
 Laying Up: The quads are assembled to form a symmetrical core with a right hand

lay. Polyethylene strungs of required diameter may be used as fillers, if necessary, for
proper circular core formation.
 Filling and core wrapping: The cable core is fully filled with water resistant
comound which is compatible with the polythene insulation of the conductors. The
filled cable core is wrapped with at least one helical or longitudinally polythene tape.
 Poly-Al Laminate Moisture Barrier : Aluminium tape, coated with polythene on
both sides is applied longitudinally over the cable core with a specified overlap. The
taoe is seased and bonded to the inner surface of the polythene sheath.
 Sheathing: The screened cable core is sheathed with black polythene compound.
 Screening and protection: The cable core with inners sheath is surrounded by a
reasonably close fitted screen of Aluminium in the form of wires/strips/welded
aluminium tubing. The aluminium screen is wrapped with a single layer of woven tape
inpregnated with Barium chromate with a specified overlap.

2.3 PA SYSTEMS
A public address system (PA system) is an electronic sound amplification and distribution
system with a microphone, amplifier and loudspeakers, used to allow a person to address a
large public, for example for announcements of movements at large and noisy air and rail
terminals.
The term is also used for systems which may additionally have a mixing console, and
amplifiers and loudspeakers suitable for music as well as speech, used to reinforce a sound
source, such as recorded music or a person giving a speech or distributing the sound
throughout a venue or building.
Simple PA systems are often used in small venues such as school auditoriums, churches, and
small bars. PA systems with many speakers are widely used to make announcements in
public, institutional and commercial buildings and locations. Intercom systems, installed in
many buildings, have microphones in many rooms allowing the occupants to respond to
announcements.

ROLE OF PA SYSTEM IN HUMAN LIFE SAFETY

The PA system is capable of automatically managing an evacuation procedure by providing

instructions to occupants on what to do and where to go depending on their location. By
doing so, it will ensure the optimization of all fire escapes' capacity and avoid congestion or
crowding of fire escapes. In order to provide these, the fire alarm panel is integrated to the
system. This integration enables the system to determine which floors or area is having an
emergency and automatically conducts the evacuation process.

2.4 TELEPHONE EXCHANGE

The IR (Indian Railway) exchange network is a hierarchical architecture with 3 levels.
Highest level - Zonal Head Quarters (ZHQ) and Railway Board (RB)
Medium level - Divisional HQ (DHQ)
Lowest level - Important activity centers
All telephones shall be push button type. The signalling may be decadic or DTMF
type. The telephones shall be of the following type :
- Ordinary
- Secretary and Executive type
- Digital
- Magneto
- 4 wire
The exchanges shall be interconnected using manual trunks through Trunk Operators
or through Subscriber Trunk Dialing (STD) channels.
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.

Various components of the exchange system

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

Intermediate Distribution Frame:

The IDF (Intermediate Distribution Frame) shall have disconnecting type connectors
with facility for isolating exchange indoor and outdoor side. The cable terminals shall
be installed on a rack. Protection arrangement shall be available on IDF. All testing
for line side shall be done from IDF. The IDF may be accommodated in exchange
equipment room.

Main Distribution Frame:

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..
The outdoor cables shall be jelly filled underground type. The indoor cables shall be
switch board cables. The outdoor cables shall be 20 pair, 50 pair and 100 pair
capacity. The indoor cable shall be 5 pair, 10 pair, 20 pair and 50 pair. The outdoor cable
shall have outdoor Termination Box/Location Box with terminals
for proper termination of the cable. The indoor cable shall be terminated on CT boxes
of appropriate size. The cables, cable Terminals in CT Boxes shall be planned with
30% spare capacity. All outdoor cable sheath shall be earthed while entering the
exchange at MDF.

Lightning protection and Earthing arrangement:

The earthing arrangement shall be consisting of

- Earth pits minimum four with Earth electrodes connected in a ring
- Two earth wires connecting Earth Electrodes to Earth Distribution Frame
- Earth wires from each equipment to Earth Distribution Frame
(Exchange rack, IDF, MDF, Charger, Battery, Gen set, Power panel, Cables)

Electrical Supply :

230 V AC single phase shall be available. With power lines suitable for taking the
load, Alternate supply shall be provided either traction supply or DG set. The power
supply shall enter the room through MCB and changeover switch with proper earthing
arrangement.
2.5 Internet

Fig 6: OSI reference model

The Internet is a worldwide network of computers and computer networks that can
communicate with each other using the Internet Protocol. Any computer on the Internet has a
unique IP address that can be used by other computers to route information to it. Hence, any
computer on the Internet can send a message to any other computer using its IP address.
These messages carry with them the originating computer's IP address allowing for two-way
communication. The Internet is thus an exchange of messages between computers.
The Internet works in part because of protocols that govern how the computers and routers
communicate with each other. The nature of computer network communication lends itself to
a layered approach where individual protocols in the protocol stack run more-or-less
independently of other protocols. This allows lower-level protocols to be customized for the
network situation while not changing the way higher-level protocols operate. Protocols are
often talked about in terms of their place in the OSI reference model (pictured on the right),
which emerged in 1983 as the first step in an unsuccessful attempt to build a universally
adopted networking protocol suite.
For the Internet, the physical medium and data link protocol can vary several times as packets
traverse the globe. This is because the Internet places no constraints on what physical
medium or data link protocol is used. This leads to the adoption of media and protocols that
best suit the local network situation. In practice, most intercontinental communication will
use the Asynchronous Transfer Mode (ATM) protocol (or a modern equivalent) on top of
optic fibre. This is because for most intercontinental communication the Internet shares the
same infrastructure as the public switched telephone network.

LAN:
Despite the growth of the Internet, the characteristics of local area networks ("LANs" –
computer networks that do not extend beyond a few kilometers in size) remain distinct. This
is because networks on this scale do not require all the features associated with larger
networks and are often more cost-effective and efficient without them. When they are not
connected with the Internet, they also have the advantages of privacy and security. However,
purposefully lacking a direct connection to the Internet will not provide 100% protection of
the LAN from hackers, military forces, or economic powers. These threats exist if there are
any methods for connecting remotely to the LAN.

WAN:
There are also independent wide area networks ("WANs" – private computer networks that
can and do extend for thousands of kilometers.) Once again, some of their advantages include
their privacy, security, and complete ignoring of any potential hackers – who cannot "touch"
them. Of course, prime users of private LANs and WANs include armed forces and
intelligence agencies that must keep their information completely secure and secret.
CHAPTER 3
SIGNALING

Signaling is one of the most important aspects of Railway communication. In the very early
days of the railways there was no fixed signaling to inform the driver of the situation of the
line ahead. Trains were driven “on sight”. But several unpleasant incidents accentuated the
need for an efficient signaling system. Earliest system involved the Time Interval technique.
Here time intervals were imposed between trains mostly around 10mins. But due to the
frequent breakdown of trains in those days this technique resulted in rear-end collisions. This
gave rise to the fixed signaling system wherein the track was divided into fixed sections and
each section was protected by a fixed signaling. This system is still being continued although
changes have been brought about in the basic signaling methods. Earlier mechanical signals
were used but today block signaling is through electric instruments. In the mid 19th century
mechanical interlocking was used. The purpose was to prevent the route for a train from
being set up and its protecting signal cleared if there
wasalready another conflicting route setup. The most modern development in signalinterlocki
ng is SSI- a means of controlling the safety requirements at junctions using electronic circuits
which replaced the relay systems supplied up to that time. In Indian Railways, first trial
installation of SSI was provided at Srirangam Station in 1987. Nowadays Track Circuits are
used wherein the current flow in the track circuit will be interrupted by the presence of
wheels and a “stop” signal will be shown. A “proceed” signal will be displayed if the current
flows.

3.1 BASIC SIGNALING

The absolute block system is the most widespread method of train working on IR. The block
sections may be handled manually or automatically, or by some combination of those. Some
sections still use different forms of physical token systems such as the Neale's Ball Token
instruments.

Other than the block system some other special-purpose methods of train working are used in
some circumstances. There are many old and new kinds of signaling systems used by IR.
Many regions use lower-quadrant or upper-quadrant semaphore signaling (now with electric
lamps for night operation, but formerly using oil lamps). Many routes have been fitted with
(automatic or manual, 2-, 3- or 4-aspect) color-light signal systems that are electrically
operated.
A few areas have seen the introduction of forms of centralized traffic control (CTC) in
conjunction with automatic colour-light signaling. (CTC was first introduced on the NER's
busy MG section between Gorakhpur and Chapra, and later on the Bongaigaon-Changsari
section of NFR.) The suburban section of Madras Egmore - Tambaram also has CTC.

Busy urban areas have electronic interconnections among the signal systems of the stations
within the areas. Suburban systems generally have colour-light signaling and automatic block
systems, sometimes with AWS or some form of automatic train stop systems (ATP,
automatic train protection) as well. Automatic train stop systems were tried on some main
lines in the 1960's but were given up following excessive vandalism and pilferage of
equipment and maintenance problems.

Points and interlocking may be worked mechanically (rod or pipe linkages are common, but
earlier, double-wire systems were also used) or electrically (motor driven). Many points exist
which have to be manually operated at the location of the points after using a key to unlock
the points.

Fig 9: Point Machines

Following British practice, IR's signaling is essentially route signaling where the signals
generally indicate which route has been set for a train, letting the driver choose the speed as
appropriate for the divergences, curves, etc. Of course no modern system of signaling is
purely route-based or speed-based, and there are elements of speed signaling in some of IR's
signaling as well.

3.2 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 give clear signals to trains unless
the route to be used is proved to be safe.

HISTORY OF INTERLOCKING IN INDIA

Historically, before the advent of block instruments, access to sections of railway tracks was
done by the issuance of 'Line Clear' certificates by the station-masters of the stations to which
the sections belonged. The GIPR and EIR were in the forefront of mechanizing this process
by installing block instruments, semaphore signals, and interlocking. Paper Line Clear tickets
are still used in special circumstances and when communications have been disrupted.The
adoption of cabin interlocking progressed rapidly and by 1912 almost the entire Bombay-
Delhi route was equipped with it by the GIPR. Syke's Lock and Block systems were
introduced on the BB&CI Rly. and others starting in 1910 or so. Around this time track
circuits and power signalling (electric and electro-pneumatic) were also introduced for points
and signals

These were used at major stations such as Bombay, Madras, and Calcutta. By 1931 more than
700 stations across India had interlocking. Lever frames from Tyer & Co., Westinghouse (60-
or 70-lever frames were not uncommon) and others, and all-electric frames from Siemens
(e.g., at Madras Egmore and Madras Beach in 1935) were in use, as were many locally built
lever frames based on various British designs.

MECHANICAL INTERLOCKING
Detector
A Detector is a very basic mechanical interlocking device that ensures that a signal can be
pulled off for a route only after the points have been set correctly for it. It also ensures that
the tongue rails for the points are positioned correctly (i.e., not warped to one side or another,
for instance because of being damaged in trail-throughs). The detector consists of a a set of
signal slides that operate perpendicular to the a blade connected to the points which
determine the route. The blade connected to the points has a number of notches, matching the
number of signals. Each signal slide has just one notch. The notch on the signal slide fits into
the notch of the point blade only when the points are correctly set for the route of the
corresponding signal. When the signal slide is positioned in this way, it frees the signal to be
pulled off. Then when the signal is pulled off, it moves the signal slide such that the points
cannot be changed because the notch of the point blade fouls the signal slide.

Manually operated interlocking

This is a form of mechanical interlocking as well, but relies on the signalman to move about
from one set of points and signals to another carrying with him the keys used to operate them.
At small stations and on less busy branch lines various forms of manually operated
mechanical interlocking are still widespread.

Fig 10: Manually Operated Interlocking System

 At points controlling catch sidings in hilly areas, often the interlocking is manual where the
driver has to use a key provided by the stationmaster or signalman of the last station before
the siding -- the key is inserted into the interlock box which notifies the signal cabin and the
points are then set for the main line and the signal is pulled off, giving the train authority to
proceed. (This system is common in many hilly areas, although busier lines with catch
sidings are being provided with automatically operating delayed signals where the points are
controlled by a timer and are set to the main line only after the train has halted for the
prescribed period of time.)

3.3 PI and RRI

Panel Interlocking (PI) is the system used in most medium-sized stations on IR. In this,
the points and signals are worked by individual switches that control them.
Route Relay Interlocking (RRI) is the system used in large and busy stations that have
to handle high volumes of train movements. In this, an entire route through the station can be
selected and all the associated points and signals along the route can be set at once by a
switch for receiving, holding, blocking, or dispatching trains.

Interlockings 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 signalling tends to be expensive because of its specialized nature
and fail-safe design.
Interlockings 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 interlockings, and the
approach of a train sets its own route automatically, provided no conflicting movements are
in progress.

Regardless of whether the mechanisms are controlled manually or by electronic circuits, and
whether they are operated mechanically or electrically, all interlocking schemes usually
enforce several or all of the following rules:

 No signal can be pulled off unless corresponding points are set correctly.
 Facing points are locked to the corresponding route when a signal is pulled off.
 Signals for conflicting movements cannot be pulled off simultaneously.
 Points for conflicting routes cannot be set simultaneously.
 Trailing points are locked to the rear when a signal is pulled off.
 Distants, warners, repeaters, etc. cannot be pulled off unless the corresponding stop
signals are pulled off.
 Gate stop signals cannot be pulled off unless level-crossing gates are blocked to road
traffic.

RRI and PI equipment is from Siemens and British manufacturers. In recent years
interlocking accomplished by modern integrated electronic circuitry instead of
electromechanical relay systems has come into use- Solid State Interlocking (‘SSI’). SSI is in
place at 14 stations inIndia.SSI equipment is manufactured by RDSO. 210 stations have RRI
installations, and 1970 have Panel Interlocking. 247 stations now have RRI installations and
the number of stations with Panel Interlocking has risen to 2,426.

3.3 EI
In the more advanced electrical or electronic interlocking schemes, the points and signals are
worked from one integrated mechanism in a signal cabin which features a display of the
entire track layout with indications of sections that are occupied, free, set for reception or
dispatch, etc. The interlocking is accomplished not by mechanical devices but by electrical
circuitry -- relays and switches in older electrical or electro pneumatic systems, and
computerized circuits in the newer electronic systems.

Electrical Interlocking
Electrical equipment of some kinds may be used even in the mechanical interlocking systems
described above (e.g., electrical relays that operate slotting). However, the basic operation
there remains mechanical in nature. In electrical interlocking, the fundamental mechanisms
use electric control extensively. Electrical interlocking often goes hand in hand with power
signaling, although there are or were installations with electrical interlocking provided for
semaphore signals.

Relays
Relays of various sorts are used to turn on or turn off circuits that control signals, points,
slots, level crossing gates, etc. Track relays are used for track circuits. Signal relays control
signals.
 Fig 11 : Indoor Relay Room

Track Circuits
Track circuits are electrical circuits that are formed including the running rails. They are set
up in such a way that when a train is on the tracks that are part of the track circuit, the circuit
is altered in some way (usually, by current that normally flows in the track circuit being
shunted through the conductive body of the train), thereby activating a detector which may
then be used, e.g., to set signals at danger for the section.

Fig 12: Track Circuit

Track circuits help with interlocked operation as they allow signals to be pulled off only if the
section of track they control is safely clear of any vehicles. They also remove the human
element of needing to scrutinize the track for the presence of trains that may be out of view of
the signalling staff or cabinmen. Track-circuiting is mandatory in sections where visibility is
a problem, shunting operations are routinely carried out on the block section outside station
limits on the main running line, or if special situations exist, e.g., if the advanced starter is
more than one full train-length ahead of the most advanced trailing points of the station.

Axle Counters
Axle counters are devices that can count the number of axles of vehicles passing by them on
the track. Axle counters are installed at either end of the section of track of interest; when the
number of axles counted at entrance to the section is the same as the number of axles counted
exiting the section, it means the train has passed through the section intact. Axle counters are
used in some cases where track circuits are hard or impossible to operate (e.g., where metal
sleepers are provided, making track circuit operation impossible without re-installing the
track, or where conditions are such that there is too much electrical noise and conductivity
problems that make track circuits unworkable).

3.4 CENTRALIZED TRAFFIC CONTROL

Centralized traffic control (CTC) is a form of railway signaling that consolidates train routing
decisions that were previously carried out by local signal operators or the train crews
themselves. The system consists of a centralized train dispatcher's office that control. The
system consists of a centralized railroad interlocking and traffic flows in portions of the rail
system designated as CTC territory. One hallmark of CTC is a control panel with a graphical
depiction of the railroad. On this panel the dispatcher can keep track of trains' locations
across the territory that the dispatcher controls. Larger railroads may have multiple
dispatcher's offices and even multiple dispatchers for each operating division. These offices
are usually located near the busiest yards or stations, and their operational qualities can be
compared to air traffic towers.
Key to the concept of CTC is the notion of Traffic Control as it applies to railroads. Trains
moving in opposite directions on the same track cannot pass each other without special
infrastructure such as sidings and switches that allow one of the trains to move out of the
way. Initially the only two ways for trains to arrange such interactions was to somehow
arrange it in advance or provide a communications link between the authority for train
movements (the dispatcher) and the trains themselves. These two mechanisms for control
would be formalized by railroad companies in a set of procedures called Train order
operation, which was later partly automated through use of Automatic Block Signals (ABS).
Signals in CTC territory are one of two types: an absolute signal, which is directly controlled
by the train dispatcher and helps design the limits of a control point, or an intermediate
signal, which is automatically controlled by the conditions of the track in that signal's block
and by the condition of the following signal. Train dispatchers cannot directly control
intermediate signals and so are almost always excluded from the dispatcher's control display
except as an inert reference.
 CONCLUSION

The time I spent at SOUTHERN RAILWAY Mangalore,where I got a platform to

learn about TELECOMMUNICATION AND SIGNALING. Signalling and
Telecommunication plays a very important part in Railways Telecommunication Undergoing
this Internship has helped me lot to learn more about of Telecommunication and Signaling.
In Railways,the transport system is mainly depends on Signaling and Telecommunication
department.Through this intership,I gained pratical knowledge about how accurate and
efficiently the communications are established in railways.
In overall,this intership program is a good learning opportunity for me.It had been
great pleasure that I got a opportunity to learn in railway.