VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI, KARNATAKA

Internship Report on

“RAILWAYS SIGNALING AND COMMUNICATION SYSTEM”

Submitted in partial fulfilment of the requirements for the award of degree

BACHELOR OF ENGINEERING
In
ELECTRICAL AND ELECRONICS ENGINEERING

Submitted by

Student Name: SADIQ HASAN ABBASI USN: 1BY16EE044

For the Academic Year 2019-

2020 In
“INDIAN RAILWAY”
RESEARCH DESIGN AND STANARD ORGANIZATION,LUCKNOW

DEPARTMENT OF ELECTRICAL AND ELECTRONICS ENGINEERING

BMS INSTITUTE OF TECHNOLOGY AND MANAGEMENT
Doddaballpura Main Road, Avalahalli, Yelahanka, Bengaluru – 560 064

Internal Evaluator Dept. ICC Coordinator Head of the Dept.

External Evaluators
1.

2.
INDIAN RAILWAY(RDSO)

CERTIFICATE

Department Of EEE, BMSIT&M 2019-2020 Page|2

ACKNOWLEDGEMENT
The opportunity given to us by the Indian Railways to learn and study about their signaling and
communication techniques over local area network and their state of the art devices and
telecommunication devices like modems, routers, batteries and their optical fibre network splicing
techniques will make a real difference in our engineering aptitude, knowledge and abilities.
I would like to thank all those who have helped me by giving their valuable thoughts and
information without which it would have been difficult for me to complete this project. I am
obliged and honoured in expressing the deep sense of gratitude to Mr. Sumit Khandelwal(ED),Mr.
S.N Ram(Training In charge), Mr. Navneet Verma (J.D 2), Mrs. Kamini Tiwari(SSE,Training
Coordinator), Mr.U.K Verma(J.D 3), Mr. Tarsem Singh(J.E telecom,Lab In charge), Mr.D.K
Singh(SSE Telecom).

I express my thanks to our college “BMS Institute of Technology & Management”

and our principal Dr. Mohan Babu G N.

SADIQ HASAN ABBASI

(1BY16EE044)
VISSION AND MISSION OF EEE DEPARTMENT

VISION

To emerge as one of the finest Electrical & Electronics Engineering Departments

facilitating the development of competent professionals, contributing to the betterment of
society.

MISSION

Create a motivating environment for learning Electrical Sciences through teaching,

research, effective use of state of the art facilities and outreach activities.

PROGRAM EDUCATIONAL OBJECTIVES

1. Have successful professional careers in Electrical Sciences, and Information

Technology enabled areas and be able to pursue higher education.

2. Demonstrate ability to work in multidisciplinary teams and engage in lifelong learning.

3. Exhibit concern for environment and sustainable development.

PROGRAM OUTCOMES

1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering

fundamentals, and an engineering specialization to the solution of complex
engineering problems.

2. Problem analysis: Identify, formulate, review research literature, and analyze complex
engineering problems reaching substantiated conclusions using first principles of
mathematics, natural sciences, and engineering sciences.

3. Design/development of solutions: Design solutions for complex engineering problems

and design system components or processes that meet the specified needs with
appropriate consideration for the public health and safety, and the cultural, societal,
and environmental considerations.

4. Conduct investigations of complex problems: Use research-based knowledge and

research methods including design of experiments, analysis and interpretation of data,
and synthesis of the information to provide valid conclusions.

5. Modern tool usage: Create, select, and apply appropriate techniques, resources, and
modern engineering and IT tools including prediction and modelling to complex
engineering activities with an understanding of the limitations.

6. The engineer and society: Apply reasoning informed by the contextual knowledge to
assess societal, health, safety, legal and cultural issues and the consequent
responsibilities relevant to the professional engineering practice.

7. Environment and sustainability: Understand the impact of the professional

engineering solutions in societal and environmental contexts, and demonstrate the
knowledge of, and need for sustainable development.

8. Ethics: Apply ethical principles and commit to professional ethics and responsibilities
and norms of the engineering practice.

9. Individual and team work: Function effectively as an individual, and as a member or

leader in diverse teams, and in multidisciplinary settings.

10. Communication: Communicate effectively on complex engineering activities with the

engineering community and with society at large, such as, being able to comprehend
and write effective reports and design documentation, make effective presentations,
and give and receive clear instructions.

11. Project management and finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a
member and leader in a team, to manage projects and in multidisciplinary
environments.

12. Life-long learning: Recognize the need for, and have the preparation and ability to
engage in independent and life-long learning in the broadest context of technological
change.
PROGRAM SPECIFIC OUTCOMES

1. Analyse and design electrical power systems.

2. Analyse and design electrical machines.

3. Analyse and design power electronic controllers for industrial drives.

4. Analyse and design Analog and Digital electronic systems.

Contents

Chapter 1 – About the company............................................................................................................8

1.1 – Indian railway...........................................................................................................................8
1.2 – Subsidiaries and undertaking....................................................................................................9
Chapter 2 – About the Department.....................................................................................................10
2.1 – Research Design and Standard Organization (RDSO)..............................................................10

2.2 – Vision......................................................................................................................................11
2.3 – Mission....................................................................................................................................11
2.4 – Values.....................................................................................................................................11
2.5 – RDSO main PROJECTS.............................................................................................................12
2.5.1 – Laying of optic fibre communication................................................................................12
2.5.2 – Solid state interlocking system.........................................................................................13
Chapter 3 – Tasks Performed...............................................................................................................14
3.1 – Visit to the research plant ......................................................................................................14
3.2 – Project – 1: Guidance of optimized Loco driving(GOLD)for diesel engine...............................15
3.2.1 – Problem statement/Objective.........................................................................................15
3.2.2 System description in brief.................................................................................................18
3.3 – Project – 2: Advance warning system ....................................................................................18
3.3.1 – Problem statement..........................................................................................................18
3.3.2 – RFID developed for better advancement in technology...................................................20
3.4 – project – 3: Centralized railway information system(CRIS).....................................................22
Chapter 4 – Learning Outcomes..........................................................................................................28
4.1 – Outcomes of the Internship....................................................................................................28
4.2 – Conclusion..............................................................................................................................30
4.3 – Reference................................................................................................................................31
Chapter 1 – About the company

1.1 – INDAIN RAILWAYS

Indain railways (IR) is India's national railway system operated by the Ministry of Railways. It is

one of the public facilities given by the government and manages the fourth largest railway
network in the world by size, with a route length of 95,981-kilometre (59,640 mi) as of March
2019. About 61.62% of the routes are electrified with 25 kV 50 Hz AC electric traction while
33% of them are double or multi-tracked.

In the fiscal year ending March 2018, IR carried 8.26 billion passengers and transported
1.16 billion tonnes of freight. In the fiscal year 2017–18, IR is projected to have revenue
of ₹1.874 trillion (US$26 billion), consisting of ₹1.175 trillion (US$16 billion) in freight revenue
and ₹501.25 billion (US$7.0 billion) in passenger revenue, with an operating ratio of 96.0
percent.

Indian Railway (IR) runs more than 20,000 passenger trains daily, on both long-
distance and suburban routes, from 7,321 stations across India. The trains have five-digit and
four-digit numbering system. Mail or Express trains, the most common types, run at an average
speed of 50.6 kilometres per hour (31.4 mph). Most premium passenger trains like Rajdhani
Express and Shatabdi Express run at a peak speed of 140–150 km/h (87–93 mph) with Gatiman
Express between New Delhi and Jhansi touching a peak speed of 160 km/h (99 mph). Indian
railways also runs indigenously built semi-high speed train called Vande Bharat (also known
as Train-18)" between Delhi and Varanasi or Katra which clocks a maximum track speed of
180 km/h (110 mph). In the freight segment, IR runs more than 9,200 trains daily. The average
speed of freight trains is around 24 km/h (15 mph). Maximum speed of freight trains varies from
60 to 75 km/h (37 to 47 mph) depending on their axle load with "container special" trains running
at a peak speed of 100 km/h (62 mph).

As of March 2019, Indian Railways' rolling stock consisted of 289,185 freight wagons,

55,258 passenger coaches and 12,108 Diesel and Electric locomotives. IR
owns locomotive and coach-production facilities at several locations in India. Being the
world's eighth-largest employer, it had 1.227 million employees as of March 2019. Indian
Railways is headed by a seven-member Railway Board whose chairman reports to the Ministry of
Railways. Railway Board also acts as the Ministry of Railways. The officers manning the office
of Railway Board are mostly from organised Group A Railway Services and Railway Board
Secretariat Service. IR is divided into 18 zones, headed by general managers

who report to the Railway Board. The zones are further subdivided into 68 operating divisions,
headed by divisional railway managers (DRM). The divisional officers of the engineering,
mechanical, electrical, signal and telecommunication, stores, accounts, personnel, operating,
commercial, security and safety branches report to their respective DRMs and are tasked with the
operation and maintenance of assets. Station masters control individual stations and train
movements through their stations' territory. In addition, there are a number of production units,
training establishments, public sector enterprises and other offices working under the control of
the Railway Board.

1.2 – Subsidiaries and undertakings

 Financing, construction and project implementation: IRFC, RITES, IRCON, MRVC, RVNL

 Land and station development: RLDA, IRSDC
 Rail infrastructure: DFCCIL, PRCL
 Passenger and freight train operations: KRCL, CONCOR
 IT and communications: CRIS, RCIL
Chapter 2 – About the Department

2.1 – RESEARCH DESIGN AND STANDARD ORGANIZATION(RDSO)

The Research Designs & Standards Organisation (RDSO), Hindi: अनुसंधान अभिकल्प एवं

मानक संगठन) is an ISO 9001 research and development organisation under the Ministry of
Railways of India, which functions as a technical adviser and consultant to the Railway
Board, the Zonal Railways, the Railway Production Units, RITES and IRCON
International in respect of design and standardization of railway equipment and problems
related to railway construction, operation and maintenance

The RDSO is headed by a Director-General who ranks as a general manager of a Zonal

Railway. The present Director General is Virendra Kumar [ The Director-General is assisted
by an Additional Director General and 23 Sr. Executive Directors and Executive Directors,
who are in charge of the 27 directorates: Bridges and Structures, the Centre for Advanced
Maintenance Technology (CAMTECH), Carriage, Geotechnical Engineering, Testing, Track
Design, Medical, EMU & Power Supply, Engine Development, Finance & Accounts,
Telecommunication, Quality Assurance, Personnel, Works, Psycho-Technical, Research,
Signal, Wagon Design, Electric Locomotive, Stores, Track Machines & Monitoring, Traction
Installation, Energy Management, Traffic, Metallurgical & Chemical, Motive Power and
Library & Publications. All the directorates except Defence Research are located in Lucknow

2.2 – Major Achievements:

 Design and Development of high toe load fastening system, ERC mark-V
 Development of Pre-stressed concrete sleeper and allied components along with Source
development.
 Development of newly designed Double Decker Coaches in Indian Railways.
 Development of improved AT welding technology with the Single Shot crucible, auto-
thimble and 3-piece mould.
 Design and development of first Emission Test Car (ETC) to test diesel locomotive
emissions
 Design and Development of Wider and Heavier sleeper fit for 25 tonne axle load
 Development of protocol for laying long welded rails through points and crossing using
welded CMS frogs.
To enforce standardization and co-ordination between various railway systems in British India,
the Indian Railway Conference Association (IRCA) was set up in 1903. It was followed by the
establishment of the Central Standards Office (CSO) in 1930, for preparation of designs,
standards and specifications. However, till independence in 1947, most of the designs and
manufacture of railway equipment was entrusted to foreign consultants. After independence, a
new organisation called Railway Testing and Research Centre (RTRC) was set up in 1952 at
Lucknow, for undertaking the intensive investigation of railway problems, providing basic criteria
and new concepts for design purposes, for testing prototypes and generally assisting in finding
solutions for specific problems. In 1957, the Central Standards Office (CSO) and the Railway
Testing and Research Centre (RTRC) were integrated into a single unit named Research Designs
and Standards Organisation (RDSO) under the Ministry of Railways with its headquarters at
Manak Nagar, Lucknow.The status of RDSO was changed from an "Attached Office" to a "Zonal
Railway" on 1 January 2003, to give it greater flexibility and a boost to the research and
developmentactivities
2.3 – 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

2.4 – Values

develop safe, modern and cost effective railway technology complying with statutory and We at
RDSO Lucknow are committed to maintain and update transparent standards of services to
regulatory requirements, through excellence in research, designs and standards by setting quality
objectives, commitment to satisfy applicable requirements and continual improvements of the 
quality management system to cater to growing needs, demand and expectations of passenger and
freight traffic on the railways through periodic review of quality management systems to achieve
continual improvement and customer appreciation. It is communicated and applied within the
organization and making it available to all the relevant interested parties

2.5 – Mission

 Development of new and improved designs.

 Development,adoption, absorption of new technology for use on Indian Railways.
 Development of standards for materials and products specially needed by Indian Railways.
 Technical investigation, statutory clearances, testing and providing consultancy services.
 Inspection of critical and safety items of rolling stock,locomotives,signalling &
telecommunication equipment and track components.
 RDSO  multifarious activities have also attracted attention of railway and non-railway
organisations in India and abroad
2.5– RDSO main projects:
Laying of optic fibre communication:-

The introduction of various computer based data networks for applications like PRS, UTS,
COIS, MIS, Rail net coupled with tremendous advancement in communication technology and
the need for taking advantage of this technology have all necessitated installation of Optic fibre
communication System (OFC) consisting of OFC cable, Quad cable and associated electronics
such as PDMUX, STM equipments etc. in the railways

Solid state interlocking system:- Solid State Interlocking (SSI) is the brand name of the
first generation processor-based interlocking developed in the 1980s by British Rail's Research
Division, GEC-General Signal and Westinghouse Signals Ltd in the UK

SSI utilises a 2-out-of-3 redundancy architecture, whereby all safety-critical functions are

performed in three separate processing lanes and the results voted upon. An SSI interlocking
cubicle comprises three Interlocking Processors or Multi Processor Modules (MPMs), two Panel
Processors and a Diagnostics Processor (DMPM). An SSI system can operate on two MPMs in
the event of the failure of one. It does not need the DMPM to function as an interlocking, as this
drives the technician's terminal only. There are two kinds of TFM; the signal module (identified
by a red label) and the points module (black label). A maximum of 63 TFMs may be addressed by
one SSI interlocking; in practice the number will be limited by timing issues and the need to allow
for future expansion
Figure shows the solid state interlocking module wise system
Railway signalling is a system used to direct railway traffic and keep trains clear of each other at
all times. Trains move on fixed rails, making them uniquely susceptible to collision. This
susceptibility is exacerbated by the enormous weight and inertia of a train, which makes it
difficult to quickly stop when encountering an obstacle. In the UK, the Regulation of Railways
Act 1889 introduced a series of requirements on matters such as the implementation of interlocked
block signalling and other safety measures as a direct result of the Armagh rail disaster in that
year. SSI utilises a 2-out-of-3 redundancy architecture, whereby all safety-critical functions are
performed in three separate processing lanes and the results voted upon. An SSI interlocking
cubicle comprises three Interlocking Processors or Multi Processor Modules (MPMs), two Panel
Processors and a Diagnostics Processor (DMPM). An SSI system can operate on two MPMs in
the event of the failure of one. It does not need the DMPM to function as an interlocking, as this
drives the technician's terminal only.
Chapter 3 – Tasks Performed

3.1 – Visit to the RDSO plant:

The opportunity given to us by the Indian Railways(RDSO) to learn and study about their
signaling and communication techniques over local area network and their state of the art devices
and telecommunication devices like modems, routers, batteries and their optical fibre network
splicing techniques will make a real difference in our engineering aptitude, knowledge and
abilities

The focus for this detailed study is provided by the type of solid state signalling and various
communication systems currently being deployed throughout mainline railways. Safety and
system reliability concerns dominate in this domain. With such motivation, two issues are tackled:
the special problem of software quality assurance in these data-driven control systems, and the
broader problem of design dependability. In the former case, the analysis is directed towards
providing safety properties of the geographic data which encode the control logic for the railway
interlocking; the latter examines the fidelity of the communication protocols upon which the
distributed control system depends.
3.2 – Project – 1: Guidance of optimized Loco driving(GOLD)for diesel engine
3.2.1 – Problem statement/OBJECTIVE:

The objective of this specification is to lay down the functional and hardware requirements of an
in-cab advice system that helps Loco Pilots of both freight & coaching trains to save fuel and/or
stay on time i.e. keep to the sectional / trip running times as per the intended schedule. Part A of
this specification defines the functional requirements and part B defines the broad hardware
requirements. Indian Railways have got Microprocessor, REMMLOT & DIALS fitted on a large
number of locomotives. Provision of GOLD on Locomotives also involves display screen,
GPS/GPRS module and a microprocessor. It is therefore likely that there may be duplication of
such equipment on locomotives by provision of GOLD. Therefore it is proposed two options of
GOLD system as described below. i) A stand-alone system The complete GOLD unit shall be a
standalone system with minimal integration with the locomotive. This system shall be offered that
does not interface with the existing microprocessor, in case the onboard microprocessor is not
compatible with the offered GOLD system. It shall draw power from the loco auxiliary power
supply at 72 volts ii) A System Integrated with DIALS, Microprocessor & REMMLOT: An
integrated system may integrate with the existing microprocessor, REMMLOT & DIALS (if
available) of locomotives. In this system the vendor shall supply OBPS & a OAU ( if DIALS not
available) along with the necessary software and integrate with existing system. In this case the
GOLD system may pickup data from the loco microprocessor to ascertain Notch position, Speed,
Brake application etc. and display the same on the DIAL/OAUScreen.
3.2.2 Brief description of system
The aim of GOLD shall not be to override Loco Pilots, but to provide them advice that will help
them drive more efficiently. GOLD may not take into account signals or train-handling
requirements. When it is not appropriate to follow the ideal speed profile because of track
conditions, restrictive speed signals or unexpected speed restrictions, the Loco Pilot shall simply
ignore the advice until it is advisable to follow the displayed speed profile. A document dealing
with train handling is placed in the annexure- A for guidance of the potential vendor. This
document is only for guidance and the firm shall rely entirely on its know- how and expertise to
arrive at the optimum driving solution to advise the driver. The system shall be capable of
computing several optimal profiles; however, only the most desirable profile as per the (i) keeping
to Time Table; i.e. TIME MODE or (ii) Save Energy mode, i.e. FUEL SAVE MODE shall be
displayed on the screen for the utilization of the loco pilot. Destinations are key locations along a
journey where the train has a specified arrival time. Destinations can be crossing loops where the
train will pass or overtake another train, key junctions, crew change locations, or terminals. Each
time the Loco Pilot selects a new destination, GOLD system shall have the facility to
automatically adjust the optimal driving strategy/advise to ensure that the train arrives at its
destination at the required time for mail express (TIME SAVE MODE) and minimum use of
energy for goods trains (FUEL SAVE MODE) by computing and displaying most optimal driving
profile from the current location to the destination.

Display system:- During a journey, Loco Pilots shall glance at the display to check the progress of
the journey, and to see what control changes may be approaching. At the end of each journey,
GOLD shall upload a journey log to a central server using wireless communications. The figure
below shows a typical advice graph that shall be required from a GOLD log for a specific journey.
This is an indicative display screen and shall be finalized after discussion. However, all successful
tenderers shall have to design a common screen so as to facilitate easy understanding by the
locomotive drivers. However the final decision on type of Display Screen shall lie with RDSO in
consultation with the vendors.
To facilitate easy understanding by the locomotive pilots the display screen shall contain the
following minimum mandatory set of information; i. A track route schematic with km post
readings for track infrastructure and signal positions. ii. Track route elevation profile aligned with
the route schematic showing track speed limits. iii. Representation of the train consist length
aligned and scaled to the track route elevation profile with some distance to look behind and look
ahead scaled appropriately for the train consist length and speed, track profile and infrastructure.
iv. An optimized driving speed profile based on the selection of either „ TIME SAVE MODE‟ or
„FUEL SAVE MODE. v. „Icons‟ for selecting the speed profile modes („FUEL‟ or „TIME‟). vi.
Next „Destination‟ point and estimated time of arrival.”
Figure: GOLD Main Display (Indicative)”.
Project – 2:Advance warning system:

3.2.3 – Problem statement:

Present study was conducted to study the causes, impacts and management of disasters in Indian
Railway. In order to fulfill the objectives of the study, the secondary data with respect to number
of railway accidents, financial losses, deaths, injuries, the causes of railway accidents etc. for last
16 years (2000-2016) was obtained, compiled and statistically analyzed. The disaster management
system in Indian Railway was studied with respect to railway disasters. The Ministry of Railways
(MoR) has the disaster management plan for management of the Railway Disaster at national,
zonal and divisional level which provides the framework for prevention, mitigation, preparedness,
rescue, relief and rehabilitation through risk identification, hazard mapping, preventive and anti-
sabotage security system, crowd management plans, 'Golden Hour' response, hospital disaster
plan, training, technology up gradation, periodic mock drills etc. The results revealed that there
are four major categories of accidents viz. derailment, level crossing accidents, collisions and fire
in trains which are caused by three major factors viz. human error, equipment failure, and
sabotage. Out of total accidents occurred in Indian Railway derailments, level crossing accidents,
collisions and fire accidents were 58%, 32%, 5% and 3%, respectively. 85% accidents were
caused due to human error, whereas failure of equipments and sabotage contributed to 5% and 4%
accidents, respectively. During 2000-2016, 2297 people lost their life in railway accidents and
6088 people got injured affecting total 8385 people in the country. Indian Railway faced a total
loss of Rs. 86486 Cr. due to accidents.
3.2.4 – Use of RFID based technology:-

RDSO along with IIT Kanpur has undertaken this R&D project for development of suitable &
vandal-proof design of Radio Frequency based Advance Warning System to Pre-Warn Road users
about Approaching Trains at Unmanned Level Crossing (LC) Gate” at a total cost of Rs. 46.37
Lakhs and completion period of nine months. The Functional Requirement Specification (FRS) &
Conceptual design have been finalized and Prototype System for Field Trial has been fabricated
by IIT/Kanpur
The prototype of the system consists of [a] Locomotive Equipment with GPS, RF transreceiver
(Installed on the roof of locomotive) & RFID Reader (mounted at under-frame of locomotive) [b]
Level Crossing Unit with RF trans-receiver, Solar Power Supply, data-logging & health
monitoring, RFID tags
The GPS Module collects location information of Locomotive and RFID reader of Locomotive
Equipment reads the information of RFID Tags (Passive Device) installed on the Track. Location
information so received is broadcasted through Radio Frequency (865 Mhz) Trans-receiver from
Locomotive. Dual GPS Receiver & Dual RF Trans- receivers to improve availability. Main unit &
Aux Unit work independently and takes 110 V DC Power Supply from Locomotive
RF Messages (RFID tags information as well as GPS information] are continuously broadcasted
by Locomotive Equipment (which contains information like its Location Co-ordinates, Time &
Speed) which is received by LC Gate Equipment. The RF Messages are decoded by LC gate unit
for generating Audio-Visual Warning for Road Users. This System provides advanced warning to
road-users to pre-warn about approaching trains from a distance of approximately 1.5 Kms.
Locomotive equipment also provides information to loco pilot about approaching LC-gate in the
form of a buzzer sound through GIS mapping of the LC Gates. The schematic Diagram of the
system is given below:
Present status of project:-

The LC Gate Equipment has been installed at Level Crossing (LC) Gate number 29C (manned)
falling between Sonik & Unnao Station in Lucknow-Kanpur Section of Northern Railway. The
RFID Tags have been installed on the sleepers at 1500 Meters, 800 meters and 50 meters away
from LC gate on both sides of Up & Down tracks as per clearance received from Track
Directorate of RDSO.
One Electric Locomotive (WAP-4, number 22535, maintained by Kanpur Electric Loco Shed)
running with Varuna Express (24227/24228) in Lucknow-Kanpur section has been equipped
with Locomotive Equipment along-with RFID reader antennae (at bottom of Locomotive) and
GPS & Radio Frequency Antennae (on the roof of Locomotive) as per clearance received from
Electric Loco Directorate of RDSO to provide audio-visual warning to Road users on any
particular level crossing gate. Presently, since only one locomotive [WAP-4, number 22535,
maintained by Kanpur Electric Loco Shed running with Varuna Express (24227/24228)] has
been equipped with locomotive equipment, audiovisual warning is activated at Level Crossing
(LC) Gate number 29C (manned) falling between Sonik & Unnao Station in Lucknow-Kanpur
Section of Northern Railway, as and when this locomotive approaches this level crossing gate.
For all other trains there is no audio-visual warning to road users.

Conclusion of above project:

The outcome of this proof of concept trials jointly undertaken by RDSO and IIT/Kanpur has
been found very encouraging. However, to derive actual benefit all the locomotives running in
the section shall be provided with such system. The issues pertaining to Operation &
Maintenance of such systems needs to be deliberated before implementation/ adoption. The
development and adoption of such solutions are only a small step in direction of Indian
Railway’s effort for reduction of level crossing accidents. There is need to give more emphasis
on enforcement & education aspects for witnessing better results in terms of reduction of
reduction of level crossing accidents. Educating people about severity of risk involved while
crossing the Level Crossings shall be most important strategy to reduce the accidents at
unmanned level crossings. In this process Schools & Colleges, Print & Social media, Films, Civil
societies, NGO, Gram-Panchayats, Law-enforcing agencies shall be involved for educating
people about high level of risk involved at level crossing
3.3 – PROJECT – 4: Centre for railway information system
In 1982, Indian Railways (IR) set up a central organisation to computerise freight operations. The
Ministry of Railways saw the need in 1986 for a dedicated, autonomous organisation and
established CRIS, an umbrella organisation for all information technology-related activities on
Indian Railways. It was tasked with designing, developing and implementing the Freight
Operations Information System (FOIS) and its communications infrastructure. CRIS began
functioning in July 1986 as an autonomous organisation headed by an executive director (later
renamed managing director).

A unique feature of CRIS is the collaboration by IT literates from Indian Railways. Systems
managed by CRIS have been recognised by Computerworld. CRIS received the Prime Minister
Award for Excellence in Public Administration on 21 April 2008, and the IBM Beacon and Top
Star Awards for e-working on 1 May of that year

CRIS held a symposium, "IT Can Happen in Government", in New Delhi on 1 July 2010 after a
previous symposium on 6 July 2009. The symposium explored challenges faced by government
agencies in meeting their IT needs and creating IT systems. A seminar on big data was held in
July 2014, followed by a one on smart cities in July 2015 and on mobility and mobile apps in
2018. CRIS seminars are held annually, with the most-recent one (on Digital Transformation of
Large Enterprises) on 1 July 2019.

In December 2019, the Ministry of Railways was considering a proposal to disband the CRIS and
merge its operations with RailTel Corporation of India Ltd.

Field of expertise:–
CRIS designs, develops, implements and maintains information systems for Indian Railways. It
has also developed, implemented and maintained IT systems for the Andaman and Nicobar
Islands ship-ticketing system. The number of projects handled by CRIS has increased from three
in 2000 to more than 80 by 2018. Most of the softwares developed by CRIS are outsourced.

COA (Control Office Application), which assists train controllers (despatchers) in planning and
tracking the movement of trains across the network, shares its data with applications such as
NTES (with which passengers can obtain a train's location and expected movement) and FOIS.
Train punctuality reports are generated through ICMS (Integrated Coaching Management
System), which also receives data from COA.
Major cris projects

 Computerisation of the Freight Operations Information System: The FOIS enables

management and control of freight movement, optimised asset utilisation and the generation
of invoices. Many of IR's larger freight customers pay through an electronic payment
gateway interfaced with the FOIS. About 72 percent of the railway's freight revenue is paid
electronically.[4]
 Passenger Reservation System (PRS): A nationwide online passenger reservation and
ticketing system, developed and maintained by CRIS, was developed in C and Fortran on
a Digital OpenVMS operating system using RTR (Reliable Transaction Router)
as middleware. Also known as CONCERT (Country-wide Network of Computerised
Enhanced Reservation and Ticketing), it interconnects the four regional computing systems
(in New Delhi, Mumbai, Kolkata and Chennai) into a national PRS grid. It allows a passenger
anywhere to book train tickets from any station to any station. PRS handles reservations,
changes, cancellations and refunds, reserving over 1.6 million seats and berths daily. Complex
rules, validations and fare-computation techniques are interwoven in the application.[5]
 Next Generation e-ticketing (NGeT): The Internet-based E-ticketing reservation system,
developed for IRCTC, that connects at the back-end to PRS.
 Computerisation of Indian Railways' Unreserved Ticketing System. Unreserved ticketing
is a major component of IR’s ticket volume, and an important source of revenue. UTS
delivers fast unreserved ticketing from dedicated counters, replacing manual printed-card
tickets with centralised, online sales. The architecture integrates with handheld terminals,
smart cards, vending machines and UTS Mobile app & website utsonmobile.indianrail.gov.in.
 National Train Enquiry System, for latest train running times and live train tracking
 Web-enabled claims: Web-based software enables the public to file and track claims
online.
 Rail Budget Compilation System (RBCS): Developed for budgetary input from Indian
Railways zones and production units, RBCS facilitates data capture, database construction,
demand analysis and estimate pruning for the railway budget.
 Case Monitoring System: the online peoples' representatives demands monitoring and
redress system
 I-Pas is a comprehensive payroll and accounting system which has been extended
throughout Indian Railways.
 Workshop Information SystEm (WISE): A MIS project for railway workshops
in Kharagpur, Jagadhri, Ajmer, Kota, Charbagh, Liluah, Kanchrapara, Matunga, Lower
Parel, Parel, Bhusawal, Secunderabad, Lallaguda and Jamalpur. WISE provides a report for
workshop management using the Oracle DBMS, and is being upgraded to an ERP-based
system.
 Crew management: Crew Management System (CMS) software provides real-time railway
crew information. Information includes location, status, train assignment, time off and
continuing education. The software issues SMS alerts to management and supervisors. It can
book crew for coaching, shunting and freight service. The software supports safety monitoring
of the crew by inspectors, assessing crew knowledge with a quiz administered through kiosks
in crew lobbies, and provides up-to-date safety circulars.
 Control Office Application (COA): Enables rail-traffic controllers to manage trains in their
section, and is operational in all division control offices. The COA interfaces with other
applications (such as NTES) to provide train information to passengers and managers.
 E-Procurement System: Provides a secure, fair and transparent method of materials
procurement through a web-based interface. It enables suppliers to securely upload their
tenders to a central server in encrypted form, which can be decrypted only by authorised
railway officials after the tender opening. All timestamps are authenticated by the National
Physical Laboratory. The system is operational on all zone railways, and units and has been
extended to CORE, RDSO, RailTel and the Kolkata Metro. E-Auction, launched in March
2012, has been adopted by all zone railways and production units. A payment gateway was
implemented in January 2012, and about ₹280 crore (₹2.8 billion) in online funds was
transferred by February 2014.
 Software for Locomotive Asset Management (SLAM): Manages all aspects of electric-
locomotive maintenance
 An ERP-based system was implemented at the Integral Coach Factory in Chennai in
January 2012.
 Automatic fare-collection and passenger-control systems for Metro Railway in Kolkata
using RFID technology
 The Track Management System (TMS) manages all aspects of track maintenance.
 CEP is an umbrella project which includes all the projects related to civil engineering.
 Integrated Material Management System (iMMS) manages all aspects of material
procurement and stocking, including e-auctioning of scrap.

CRIS held a symposium, "IT Can Happen in Government", in New Delhi on 1 July 2010 after a
previous symposium on 6 July 2009. The symposium explored challenges faced by government
agencies in meeting their IT needs and creating IT systems. A seminar on big data was held in
July 2014, followed by a one on smart cities in July 2015 and on mobility and mobile apps in
2018. CRIS seminars are held annually, with the most-recent one (on Digital Transformation of
Large Enterprises) on 1 July 2019.
In December 2019, the Ministry of Railways was considering a proposal to disband the CRIS and
merge its operations with RailTel Corporation of India Ltd
Chapter 4 – Learning Outcomes

During our internship program, we were given tasks that tested our abilities, our
Punctuality, and most importantly our presence of mind. We were also assigned with tasks
that sort of tested our patience. But again, its all part of the program. There is always
something to learn if we focus on what we do. We have learnt a great deal of things during
our internship period, but the highlight is that we learnt a lot more, that will help us
professionally. The whole process of internship was a realization to the fact that confidence,
Communication and basic knowledge are the important criteria to face any interviews.

4.1 – Outcomes of the Internship

Personal Skill Development

Personal skill development is a lifelong process. It‟s a way for people to assess their
skills and qualities, consider their aims in life and set goals in order to realize and maximize
their potential. After having worked in a company, I realized that I have been able to
inculcate numerous soft skills, a few of which are listed below

 Communication
 Confidence
 Etiquette
 Patience
 Punctuality

Management Skills

 Time Management

It involves organizing and planning of how to divide the time between specific
activities. Good time management enables us to work smarter not harder so that we get more
done in less time, even when time is tight and pressure is high. Failing to manage time
damages our effectiveness and causes stress.
 Resource Management

It is the efficient and effective development of an organization's resources when they

are needed. Such resources may include financial resources, inventory, human skills,
production resources, or information technology.

 Organization Management

The process of organizing, planning, leading and controlling resources within an

organization with the overall aim of achieving its objectives. The organizational management
of a business needs to be able to make decisions and resolve issues in order to be both
effective and beneficial.

 Financial Management

Financial management refers to the efficient and effective management of money (funds)
in such a manner as to accomplish the objectives of the organization.

 Managerial Skills

It includes the ability to make business, decisions and lead subordinates within a company.
Three most common managerial skills include

 Conceptual skills:

It is the ability to understand concepts, develop ideas and implement strategies. At

INDIAN RAILWAY(RDSO), I got an opportunity to know the importance of being a quick
learner. I understood the real difference between smart work and hard work and the
importance of being conceptually clear in every small topic that comes your way.

 Technical skills

It includes the abilities and knowledge needed to perform specific task. Few of the
technical skills acquired by me during the tenure of internship are listed below:

 Technical writing

Written communication is important when it comes to work. It requires us to explain

complex things in a way that is easy to understand. We might have to send e-mails to
manager, clients or manufacturers, or write press releases, web content, or manuals for
clients. Being
able to communicate complex ideas in written in a clear way makes life at work place simpler
as today e-mails have become the most important communication medium.

 Documentation

Collection of the material that provides official information or evidence that serves as a
record is known as documentation. When it comes to work, documentation work should
always be up to date.

To sum it all up, I had an experience of a lifetime being an intern at INDIAN

RAILWAY(RDSO), this will surely be helpful in my career and I‟m thankful that I had the
opportunity to learn and improve in the areas that I previously lacked. I had a tough time
adapting to this professional environment initially but am glad that I did and will certainly be
part of other such programs in the future.
4.2 – Conclusion

This report takes a pedagogical stance in demonstrating how results from theoretical electronics
communication may be applied to yield significant insight into the behaviour of the devices.
Electronics engineering practice seeks to put in place, and that this is immediately attainable with
the present state of the art.

The focus for this detailed study is provided by the type of solid state signalling and various
communication systems currently being deployed throughout mainline railways. Safety and
system reliability concerns dominate in this domain. With such motivation, two issues are tackled:
the special problem of software quality assurance in these data-driven control systems, and the
broader problem of design dependability. In the former case, the analysis is directed towards
providing safety properties of the geographic data which encode the control logic for the railway
interlocking; the latter examines the fidelity of the communication protocols upon which the
distributed control system depends.

The opportunity given to us by the Indian Railways to learn and study about their signalling and
communication techniques over local area network and their state of the art devices and
telecommunication devices like modems, routers, batteries and their optical fibre network splicing
techniques will make a real difference in our engineering aptitude, knowledge and abilities.
4.1 – Reference
 http://cris.org.in/crisweb/design1/index.jsp
 https://www.iitk.ac.in/
 INDIAN RAILWAY(RDSO) manual
 INDIAN RAILWAY(RDSO) learning center
 https://rdso.indianrailways.gov.in/
 http://www.indianrail.gov.in/enquiry/TBIS/TrainBetweenImportantStations.html?locale=en