TC 6

TRAIN TRAFFIC CONTROL

इ रसेट IRISET
 TC 6

TRAIN TRAFFIC CONTROL

The Material Presented in this IRISET Notes is for

guidance only. It does not over rule or alter any of the
Provisions contained in Manuals or Railway Board’s
directives

INDIAN RAILWAY INSTITUTE OF

SIGNAL ENGINEERING & TELECOMMUNICATION,
SECUNDERABAD - 500017

November 2019
 TC 6

TRAIN TRAFFIC CONTROL

INDEX

Page
S.No. Chapter
no.

1 General Principles of Control Working

1.1 Introduction to Control Working 1
1.2 The Control Setup
1.3 Means of Control
1.4 Objects of Control
1.5 Functions of Control
1.6 Elements of Control
1.7 The Control Offices
1.8 The Control Office Organisation at Divisional Headquarters
1.9 Way Stations
1.10 Communication between Control Office & Way Stations
1.11 Train Control Charts
1.12 Control Office Application (COA)

2 Control Communication
2.1 Control Communication 8
2.2 Control Circuit
2.3 Types of Speech Circuits
2.4 Railway Control Circuits
2.5 Types of Communication arrangement for efficient train operation
2.6 Emergency Control Circuit
2.7 Media used in Control communication
2.8 Implementation of Control Circuits
2.9 4 wire line in underground cable system
2.10 Requirements of Control Circuits
2.11 Special Signalling requirements of an omnibus circuit
2.12 Selective calling systems implemented in Indian Railways
2.13 Description of the Signalling system
2.14 Advantages of DTMF selective calling system
2.15 General requirements of control communication system

3 Control Communication Equipments

3.0 Systems of Control Communication 17
3.1 Present day scenario of Control Communication Systems
3.2 Conventional Control Communication Equipments
3.3 Advanced Control Communication Equipments
3.4 Description of the Equipment
3.5 Control Office Equipment
3.6 Way Station Equipment
3.7 Speech Conversion Unit (Hybrid)
3.8 Connecting Way station Equipment to Quad Cable
4 Equalizer Amplifier System
4.0 Introduction 27
4.1 Equalizer Amplifier
4.2 Equalization
4.3 Special Features of Equalizer Amplifier System
4.4 Equipments in Equalizer Amplifier System

5 OFC based Control Communication Systems

5.1 Introduction 33
5.2 Control Communication on OFC network -
using STM-1 & PDMux: Conventional & CCEO System

6 VoIP based Train Control Communication system

6.1 Introduction 40
6.2 The limitations of the existing system
6.3 Advantages of VoIP based Train Control Communication System
6.4 The components of the VoIP based TCCS
6.5 General and Functional requirement
6.6 Emergency Control Circuit
6.7 Technical specifications
6.8 Other Important Features
6.9 Security

7 Patching of Controls
7.1 General Description 45
7.2 Patching of Control Circuits
7.3 Patching of OFC Channels to 4/6-Quad u/g Cable for EC

8 Other related equipments

8.1 Way Station Control Telephones 48
8.2 2 / 4 Wire Way Station Control Telephone
8.3 Universal DTMF Wayside Control Telephone
8.4 Portable Control Telephone
8.5 2-Wire 12-Way DTMF Telephone
8.6 Electronic LC Gate Telephone
8.7 Integrated Way Station Control Communication Equipment
8.8 Remote Control & SCADA
8.9 Auto Dialing System

9 Case Studies in Control Communication

9.0 Introduction 66
9.1 Case studies/General causes of frequent failures on control
communication

10 Voice Logger for Control Communication

10.1 Introduction To Voice Logger 69
10.2 System Features
10.3 System Technical Specifications
10.4 Troubleshooting

11 Train Management System (TMS)

11.1 Introduction 72
11.2 Limitations Of The Previous Conventional Systems
11.3 Primary Functions Of Tms
11.4 Assistance Provided To The Section Controller
11.5 Display Of Real-Time Movement Of Suburban Trains On
Projection Screens In Control Room
 11.6 Online VdUs For Station Masters
11.7 The Salient Features Are
11.8 Conclusion

12 Total Communication Failure (TCF) 78

13 Annexures 79
I. RDSO Specifications for different Telecom Items
II. Total Communication Failure-working of Trains (Operational aspect)
14 Question Bank 84

15 Abbreviations / Acronyms 92

16 Bibliography/suggested readings & websites 94

17 Glossary 96

Prepared by : N. V. Gopala Rao, ICT1

Reviewed by : S. M. Hafeez Ali, APT
Approved by : C. Chandrasekhara Sastry, Sr. Prof.-Tele
DTP and Drawings : K. Srinivas, JE (D)
Version No. : 1.0 November 2019
No. of Pages : 101
No. of Sheets : 52

© IRISET
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 CHAPTER - 1 Back to Content Page

GENERAL PRINCIPLES OF CONTROL WORKING

1.1 Introduction to Control Working

Control or Train Traffic Control in Indian Railways is the name given to the Train Operations
System which is set up specifically for the purpose of running the trains punctually and
efficiently. This is achieved by close monitoring and regulating the overall traffic movement.

1.2 The Control Setup

The Control setup is implemented on a divisional basis. For this purpose first, a Control Office
is set up at the Divisional Headquarters and the total track area under the divisional
jurisdiction is divided into smaller segments called control sections. The movements of the
train traffic in each of these control sections is individually monitored and regulated from the
control office with an intention to provide an effective and efficient train operating system. The
control office is meant for giving necessary directions and suggestions to the trackside railway
stations, signal cabins etc. in regard to the train and traffic movements.

1.3 Means of Control

The control over the train traffic movements is exercised by means of a direct telephone
communication between the Control Office and the way side train working agencies like railway
stations, signal cabins etc.

S&T department provides the telephone communication facility required between the control
office and all track side Stations and other agencies connected with train working. This speech
communication system between the Control Office and track side stations is known as Control
Communication System.

1.4 Objects of Control

Control over the movement of trains over a section of the Railway is exercised round the clock
to achieve the following: -

a. Cohesion in moving train traffic

b. To avoid delay to trains and traffic
c. To effect economy in working of trains
d. To improve the general working of trains and
e. To increase the efficiency in working of trains.

1.5 Functions of Control

The functions of the control may be best described under the following three heads:

a. Train control
b. Traffic (Deputy) control
c. Power control

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General Principles of Control Working

1.5.1 Train Control:- The objectives of train control are as under:

i. Ensuring the punctual running of Mail, Express & Passenger trains.

ii. Running Goods trains to best possible paths and with the least possible detention enroute.
iii. Arranging the running of engineering material trains to the best possible advantage of
Engineering department.
iv. Arranging Engineering and/or Power blocks in such a way as to involve the minimum
disturbances to train running.
v. Arranging relief and regulating trains in the event of an accident.

1.5.2 Traffic (Deputy) Control:- The objectives of deputy control are as under:

i. Allotment and distribution of coaching and Goods stock in stations.

ii. Securing maximum utilization of rolling stock.
iii. Maintaining fluidity of Marshalling yards.
iv. Regulating traffic for fulfilling interchange commitments.
v. Securing maximum workable load for each train, compatible with the type of engine
utilized and the special characteristics of the section over which the train is to be worked.

1.5.3 Power Control:- The objectives of power control are as under:

i. Requisitioning locomotive power, i.e. Engines, direct from locomotive running sheds for all
operating requirements, viz. train working, shunting and banking.
ii. To ensure the most economical use of engine power available.
iii. To ensure the return of engine to Home running sheds at regular intervals for wash-outs
and other maintenance requirements.
iv. Managing the traction power supply and OHE system

1.6 Elements of a Control

The basic elements involved in the train control system are

i. Control Offices,
ii. Way Stations, and
iii. Communication between Control office and Way stations

1.7 The Control Offices

The Control office is the central place from where the movements of all the trains are controlled
and regulated. The Control Office setup at the divisional headquarters play key role in train
operations. In addition to these, there also exist other control offices which either operate over a
smaller area of control or play a role of a coordinating agency between control offices. The
following are the different types of control offices that may be provided in a railway zone.

1.7.1 Divisional Control Office:

The divisional control office may be described as the nerve center of the Divisional operating
organization. Every Divisional Headquarter has a control office. In the past, apart from the
Divisional control office, Area Control and Sub-Control also available in the sections. However,
these Area Control and Sub-Control became obsolete and no longer in service.

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General Principles of Control Working

1.7.2 Central Control Office:

Above all the divisional control offices there is a Central Control Office situated at the zonal
Headquarters. It is connected with all Divisional control offices and with important stations/yards
with a view to regulate the traffic over entire zone and to coordinate with adjoining railways.

It functions under the overall charge of a Chief controller who is assisted by a Deputy Chief
Controller. The central control office performs the following -

i. Maintains detailed operating position and oversees the daily performance.

ii. It maintains various operating records for reference and keeps the Headquarters offices
informed of the latest position.
iii. The stock section of the central control collects various information and prepares detailed
position of day-to-day operating performance.
iv. Its Mechanical and Electrical wings assist in assessing the performance of their respective
departments in every day’s operation and in calculation of kilometerage and punctuality.

1.8 The Control Office Organization at Divisional Headquarters

1.8.1 The control organization generally consists of a special officer deputed for the purpose
and the following staff:

Chief Controller (CTNL): He is the executive authority in charge of the control office and is
responsible for the efficient operation of the control office.

Deputy Chief Controller (Dy.CTNL): He directly supervises the work of the section controllers,
assists or guide them during their work and also scrutinizes the control charts.

Section/Train Controller (ATNL): He deals with the actual movement of the trains in his
section. His main duties include:

● Ensuring efficient running of the trains over the section that he controls by arranging
judicious crossing and precedence,
● Giving clear and concise orders to stations well in advance and
● Plotting neatly and clearly the movement of all trains on the Control Chart.

In view of the arduous nature of their work, the duty hours of train controllers are generally
restricted to 6 hours working per day.

In addition to these there may be other controllers as mentioned below depending on the needs
of the division.

Power Controller: For Looking after and arranging of engines and engine crew requirements
in the division by contacting loco sheds. In electrified sections the power controller is called as
Traction Loco Controller (TLC).

Traction Power Controller: TPC is also provided in electric-traction areas for the purpose of
managing the traction power supply and OHE system.

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General Principles of Control Working

1.8.2 Each Divisional Control Office is divided into one or more sections. Each section is
provided with a separate control communication circuit and separate control office
communication equipment. Each control section is manned round the clock by the Section
Controllers in shift duties. The work of Section Controllers is supervised by Deputy Chief
Controllers, who also perform the shift duties.

1.8.3 The Section Controller of each section is provided with telephone communication facility
for contacting stations, important cabins, Loco sheds, etc. in the section. For the guidance of the
section controller, a diagram showing the layouts of stations and yards, loop capacities,
gradients and the layouts of sidings is exhibited in front of him. In electrified areas, the diagram
showing various OHE sections, sub-sections and elementary sections is also exhibited.

1.8.4 A typical layout showing the various section controls of a Division is given in the fig.1.1.

Fig.1.1- Control Section in a Division

1.9 Way Stations

The length of the control section is determined purely on traffic considerations, so that from the
transmission point of view the best conditions are not always obtained. Communication is
normally required with:

i. Railway station
ii. Signal Cabin
iii. Loco shed
iv. Sidings (in special cases)
v. Officer’s rooms (as per requirement)
vi. Officer’s residences (as per requirement)
vii. Residences of other emergency staff.

The above are generally referred to as ‘way stations’. Facilities should exist for the way station
to be "rung" to establish communication. In cases where ringing facilities are not given, the way
station is referred to as a ‘speaking extension’.

1.10 Communication Between Control Office & Way Stations

The Communication plays an important role in control working because the means of train
control is only through the speech communication between the controller and all way side
stations. Hence, the efficiency of the control working mainly depends on the performance of the
communication system provided between the control office and all the way side stations in the
division.

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General Principles of Control Working

1.11 Train Control Charts

The train control charting is exercised adopting graphical plotting method. In this method of train
control, a graphical chart for 8 hours duration is provided in which the distance is indicated on
the Y-axis and the time on X-axis. The smallest subdivision of time axis may be 1 or 2 or 4
minutes depending on the density of traffic. The distance axis gives the overall length of the
section with names of the stations and the distances between stations.

Each section controller shall record on control chart the movement of all trains over his section
on receipt of information from each station during his period of duty. In plotting movements of
various classes of trains on the control chart, pencils of the following colours shall be used.

a. Red: for Expresses and other top priority trains

b. Blue: for other passenger trains
c. Green: for Military specials and Fast Goods
d. Black: for other Goods trains
A typical chart is shown in figure-1.2. The oblique lines indicate the movement and the
horizontal lines the detention of trains. The chart is provided with a border on all four sides to
record other particulars regarding the trains, reasons for undue detention etc. Presently, Train
Charting is being done by computers in place of manual charting.

1.11.1 Master Charts

Master charts are basically similar to train control charts but are prepared for 24 hours duration
instead of 8 hours according to the scheduled running of trains as per the working time table in
force. These are useful in revision of time tables and planning the running of any extra trains.

Fig.1.2. Train Control Chart

1.12 Control Office Application (COA)

Control Office Application (COA) is a comprehensive software for the automation of Control
Charting at a railway divisional control office. COA is intended to replace the tedious manual
plotting of running trains on a chart. This has been implemented to replace manual plotting with
feeding of data in a PC. In addition to this, the COA application will have interfacing capability

IRISET 5 TC6 - Train Traffic Control

General Principles of Control Working

with Data Logger or GPS to capture data pertaining to train movements. The flow of data on real
time basis will mark a significant breakthrough in the train operations without dependency on
human interference. All the control boards available in the Divisional Control Office will get
connected with a COA local server, in turn all the local COA servers will have a connectivity
with a main COA server available at CRIS, New Delhi. The integration with allied systems like
FOIS, NTES and COIS will be facilitated through a Central Application Server at CRIS. This
COA application with Data Logger interfacing has been partially implemented in many control
offices for control charting system

Benefits of COA
● Better planning and decision-making in train operations.
● Increased operational efficiency.
● Fully Automated work environment.
● Aid to the controller in terms of efficiency, precision & time management.
● Leverage to Controller's Experience in decision making through manual forecast.
● Real time information on train operation without human dependence.
● Backbone system for sharing of data between allied systems.

Functionalities of COA
● Train Ordering
● Maintain Train Information
● Manage Train Movement (Abnormal Working, Stabling, Banker Movement)
● Report Unusual Occurrences.
● Management of Maintenance Blocks
● Caution Orders
● Plot Graph.
● Advance Plotting _ System / Manual
● Maintain referential data
● MIS Reports
● Yard Management Siding
● Miscellaneous Functions
● View Station Layout

Fig.1.3. COA server connectivity

IRISET 6 TC6 - Train Traffic Control
General Principles of Control Working

Fig.1.4. Section Controller with COA

IRISET 7 TC6 - Train Traffic Control

Control Communication

CHAPTER - 2 Back to Content Page

CONTROL COMMUNICATION

2.1 Control Communication

The speech communication facility provided between a divisional control office and all the
wayside stations falling under its jurisdiction for the purpose of facilitating supervision and
control of train traffic movements is generally known as the control communication.

2.2 Control Circuit

Every section controller in the control office is provided with an independent speech
communication link which enables him to speak with any way side station in his control
section. This independent speech or telephone communication link is called a Control circuit.
Hence the control communication contains number of such control circuits to cater to the
communication needs of various controllers/sections present in the control office.

2.3 Generally, the following types of circuits are possible for providing speech communication.

(a) Point-to-Point Circuit: Point-to-point communication circuit is generally used

between two subscribers, when secrecy is to be maintained. The number of lines will be
proportional the number of subscribers. This circuit is not economical for train control working in
view of the large number of lines required to be drawn between control office and way stations.

(b) Party Line Circuit: In a party line circuit, more than two subscribers are connected to a
single line and the individual subscribers are called by a system of coded ringing. Generally
magneto ringing is used in this system and the code consists of combinations of long and
short rings. Combinations in this method are limited since a multiplicity of codes leads to
confusion and the required number is not always obtained due to incorrect decoding of
the signals especially when they are combinations of short and long rings. Hence, this circuit
is normally limited to 4 subscribers for efficient working. In view of the large number of way
stations in a control circuit, this system is also not suitable for train control working.

(c) Omnibus Circuit: (2 wire or 4 wire): In an omnibus circuit all the users or
subscribers are connected to a single speech channel or circuit. For calling any individual
subscriber, a unique selective calling code is implemented. This circuit is suitable for railway
control working because it can accommodate a large number of subscribers or way stations on
a single control circuit. For this reason the omnibus circuit configuration is adopted for
all railway control circuits. On this type of line, secrecy cannot be maintained among the
individual subscribers but this is not at all a problem since railway control circuits are
meant for official communication related to trains working.

2.4 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 the
various way-side stations, important signal cabins, loco sheds, yard offices etc.

IRISET 8 TC6 - Train Traffic Control

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Control Communication

2.5 Types of Communication arrangement for efficient train operation: According to

traffic requirements and to cater to the needs of an Electric Traction area or a Non-Electric
Traction area, following Railway Control Circuits is provided:

Types of Communication Circuits

Non-RE Area RE Area

a. Block a. Block
b. Section Control b .Section Control
c. Deputy Control c. Deputy Control
d. Emergency Control d. Engineering Control (optional)
e. LC gate phone e. Emergency Control
f. BSNL phone f. Traction Power Control
g. Railway phone g. Traction Loco Control
h. 25 watt VHF communication h. Remote Control
i. S&T control i. S&T Control (MOW)
j. 25 watt VHF Communication
k. Railway phone
l. BSNL Phone
m. MTRC
n. IB Phones
o. LC gate phones
a) Block Circuit:
1. It is a point to point communication circuit.
2. Provided between adjacent stations for speech and bell circuit.
3. It is interconnected with gate signal, if required.
4. Quad no.1 of 6 quad cable is allotted for this circuit.

NOTE:-
1. Block Instrument towards Station B
2. Block Instrument towards Station A
3. Block Instrument towards Station C
4. Block Instrument towards Station B

Fig 2.1 Block Circuit connectivity between stations

Control Circuits

Various control circuits have been provided for train operation. These control circuits have been
extended on OFC system. The following diagram gives information on provision of various
controls in a section by using OFC system with protection

IRISET 9 TC6 - Train Traffic Control

Control Communication

Fig 2.2 Extension of various Controls to section

a) Section Control: This is provided for communication between the Section Controller in the
control office and all wayside stations, junction stations, block cabins, loco sheds and yards in a
control section for the control of train movements and effective utilization of section capacity.

I. Section Control is provided mainly to control the movement of trains within the control
section given.
II. Every division contains such section control circuits.
III. The locations connected in the section control circuits are all track side railway stations,
yards, Loco sheds, Goods sheds and residences & chambers of important officials
concerned.
IV. The section control circuits are provided both in RE and Non-RE Sections.

b) Deputy Control: This is provided for communication between the Deputy Controller in the
control office and Way Station Equipments at important stations, junctions & terminal stations,
yard master's offices, loco sheds and important signal cabins in a division for supervisory
control of traffic operation in general and for collecting particulars such as yard reports and mid-
night figures, for getting information on the movements of rolling stock, train ordering, etc. in
particular.

c) Traction loco Control: This is provided for communication between the Loco Power
Controller in the control office and the various electric loco sheds, important stations and yards
in a division for the optimum utilization of the locomotives. TLC

d) Traction Power Control: Provided between traction power controller and all way stations,
TSS, SPs, SSPs and OHE maintenance staff for maintenance of OHE in RE areas.

e) S&T Control: Provided between test room and way stations and residences of S&T officials
for effective maintenance of S&T equipments.

f) Engineering control is mainly used for controlling maintenance activities of engineering

department like track maintenance, ballast movement, line blocks etc. It is optional.

IRISET 10 TC6 - Train Traffic Control

Control Communication

g) Remote control is meant for remote operation of 25 KV Traction equipments, which works
on Supervisory Control and Data Acquisition Systems (SCADA) principle.

h) Emergency Control: Provided from midsection along the track route, for communication with
TPC / SC at Control office. This is for the use of driver/guard, OHE staff and Permanent way
staff in case of any emergency. For this purpose at every one Kilo meter, EC socket is provided
on Quad cable. The emergency sockets are provided on rail posts at an interval of 1 Km (Max.)
along the route. They are also provided at TS/SP/SSPs.

Emergency Wireless Communication: It is provided between control office/way stations and

train crew for use in emergencies. Example:

a. Mobile Train Radio Communication(MTRC)

This type of communication is provided only in some railways and is meant for the
communication between.

a. Driver and S/C

b. Guard and S/C
c. Driver and station master
d. Guard and station master

b. VHF system: 25 Watt VHF sets are provided at every station for communication between
adjacent stations during block/control failure.

5 Watt walkie-talkie sets are provided to Driver/Guard to communicate with each other and
with the nearest station master.

Fig 2.3 25W VHF set and 5W Walkie Talkie set

2.6 Emergency Control Circuit

In non-electrified sections provided with over head line wires for control working, to contact
the controller by the maintenance staff or Train Guard in emergencies, a 2-wire portable
telephone and a telescopic tubular pole are provided to them. During emergencies they
have to hook the portable telephone to the overhead line wires directly using the telescopic
tubular pole to establish communication with the controller.

When circuits are through underground cables, it is not possible to connect a portable
telephone to the control wires to establish communication between control office and any
point on the railway line. To overcome this difficulty tapings are provided, from the
underground quad cable, at regular intervals of 1 KM and these are terminated on 6-pin
socket. The control office can be contacted by plugging a portable control telephone into
any of these sockets.
IRISET 11 TC6 - Train Traffic Control
Control Communication

As per Railway Board guidelines Quad no.3 is used, in 6 Quad cable, for emergency
control circuit and EC sockets are tapped through isolation transformers to avoid main
cable failure and any local fault on derivation cable.

The emergency control circuit is a 4-Wire circuit and works similar to any other 4-Wire
control circuit. To respond to a call initiated from an emergency socket, generally a
microphone and a loudspeaker system is provided with TPC. A separate quad is allotted
for the working of the emergency control circuit. The line diagram showing the connectivity
of emergency control circuit is given below. At Traction Power Controller’s room, two sets
of 4 wire HQ control office equipments are provided, one set for Traction Power Control
working, and another for Emergency Control working which has provision for transfer of call
from emergency control circuit to the Section Controller if needed.

Fig. 2.4 Field layout of Emergency Control Circuit

2.6.1 Emergency Wireless Control Communication: Communication is also provided in

some sections of Indian Railways by wireless communication networks like MTRC or VHF link
etc. for the purpose of communication between a moving train and the control office or nearest
ASM office.

2.6.2 LC Gate Communication: It is meant for the communication between the station master
and the gateman at the Level Crossing Gate.

Fig. 2.5 LC Gate telephone connectivity

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Control Communication

2.6.3 Intermediate Block Telephone: It is provided for the communication between the driver
of the train and the station master in the rear station.

Fig. 2.6 IBS / SPT telephone connectivity

2.7. Media used in Control Communication

Following media are used for control working on Indian Railways.

a) 4 quad PIJF U/G cable
b) 6 quad PIJF U/G cable
c) Optical Fibre cable

In sections where fiber optic communication system is available, it will be used for providing
control communication, and any one of the cables listed at (a) and (b) above, is used for
extending Emergency control circuit, Block circuit, LC gate communication and some other
circuits between adjacent way stations.

2.8. Implementation of Control Circuits

The control circuits can be implemented by any one of the following means:
a) 4-wire line in Underground Cable or
b) VF Channel in a OFC communication System or
c) MTRC or VHF Communication System (only for Emergency Communication)

2.9. 4-wire line in Underground Cable Systems

In underground cable communication circuits, due to the high attenuation offered by the thin
conductor wires, there is a need for the use of speech amplifiers in both directions. As an
amplifier is a unidirectional device, two separate amplifiers are required for boosting both-way
speech on control circuit. Because of this the 4-wire working is chosen whenever underground
cable media is employed for control communication.

2.10 Requirements of the Control Circuit

A railway control circuit has to be designed to provide both speech communication and signaling
facilities by satisfying the following requirements:

(a) Speech requirements:

I. Speech between the controller and the farthest station should be acceptable irrespective
of the number of wayside stations listening.
II. The controller and the wayside stations should be able to have conference facilities.
III.

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Control Communication

(b) Signaling requirements:

I. The controller should be able to call any station along the route or a group of stations or
all stations simultaneously.
II.

III. The controller should get an audible indication when the bell at the called station rings.
IV.
2.11 Special Signaling Requirements of an Omnibus Circuit
As an omnibus circuit is shared by number of parallel subscribers, normal type of signaling
which is employed on telephone circuits cannot be used because it leads to ringing of all the
subscribers connected on the omnibus circuit, at a time. Because of this reason, we need a
special type of signaling arrangement which enables selection of individual subscribers even on
this common omnibus line. This special type of signaling is called Selective Calling System.

2.12 Selective Calling Systems implemented in Indian Railways:

Since the railway control circuits are omnibus in nature, we need to use, as mentioned above,
the same selective calling method of signaling which is required for omnibus circuits. So far the
following types of selective calling techniques have been implemented on Indian railways for
control circuits. These are given in chronological order.

 Push button system

 Dual Tone Multi frequency (DTMF) System
In the above mentioned systems, the first become obsolete and only DTMF signaling system is
presently in use.

Dual Tone Multi Frequency (DTMF) System: In this system for every key pressed in a
push button panel two frequencies are being transmitted simultaneously as per the
standard DTMF frequency plan. 2 digit codes are used to call either one station at a time or
a nominated group at a time or all at the same time.

2.13 Description of the DTMF Signaling system

DTMF is a system of signalling originally evolved for the transmission of dialling information to
automatic telephone exchanges from subscriber's telephones. In this system two tones of
frequency within the voice band are sent out on line corresponding to a given digit. Among
these two frequencies one is below 1000 Hz (row) frequency and the other is above 1000Hz
(column) frequency, both within the VF band. The transmission of the tones are so fast (typically
in milliseconds) that the signalling does not interfere with the speech at all.

r1+c1 r1+c2 r1+c3 r1+c4

r2+c1 r2+c2 r2+c3 r2+c4

r3+c1 r3+c2 r3+c3 r3+c4

r4+c1 r4+c2 r4+c3 r4+c4

Fig. 2.7 DTMF Signaling - frequency allocation

IRISET 14 TC6 - Train Traffic Control
Control Communication

Why two tones? Since the signalling tone is in-band (within voice band), any voice simulation
should not be recognised as a tone pulse, and that is why two tones, which are harmonically
unrelated, are used. Another reason is line noise shall not be recognised as a signal.

The tones are so chosen and recommended by ITU (T) that minimum inter modulation occurs
between each of the 16 possible tone pairs. One tone from the low frequency group and one
from the high frequency group are paired to mark the keyboard output. Since the tones are in
VF range, the signaling can be transmitted on the same speech transmission medium.

The keypad is a 4x4 matrix type and each digit on the keypad is represented by two tones (or
frequencies) i.e. one row frequency and one column frequency. There are four Row
frequencies-r1, r2, r3, r4 and four Column frequencies-c1, c2, c3, and c4.

2.14 Advantages of DTMF selective calling system

The DTMF Selective calling system is adopted for Railway Control communication because of
the following specific advantages.

(a) For Selective calling, group calling and general calling on U/G cables (4W) system or VF
channel in PD Mux, the DTMF signalling is adaptable. Low level signalling, 500mV typically.
(b) Signalling is fast compared to the pulse mode signalling. Signalling period is same for all
the digits keyed.
(c) A maximum of 99 Way Stations can be connected as against the 78 stations in 17-impulse
system previously used.
(d) No moving parts, as the equipment is entirely solid state. A significant improvement in
system reliability. Also reduction in hardware.
(e) No adjustments of voltage/current are involved at any of the Way stations irrespective of
location, and hence absolutely maintenance free.
(f) The system is immune to line noises and line distortion and hence poor line conditions do
not degrade the performance.
(g) Ideal for establishing local control from the accident sites.
(h) A tone generator IC generates the DTMF tones. The system is readily adaptable for
patching to any voice channel over UHF, VHF, microwave or OFC networks without any
special arrangements for patching.

With the above advantages the DTMF Signaling has superseded all other types of selective
calling systems. Because of this, the DTMF Signaling is chosen for fulfilling selective calling
requirements of all Railway Control communication systems of present-day.

2.15 General Requirements of The Control Communication System

Any system to be adopted for control communication system should fulfill the following
requirements, as laid down in the telecom manual.

1) The headquarters equipment provided with the controller should have facility for selectively
calling any one station or a group of stations at a time or all stations at a time.
2) A ring back tone shall be provided to automatically inform the controller whenever the
bell/buzzer at a way station rings in response to the call initiated by him.
3) The signaling used for selective calling shall not hamper normal telephone conversation on
the line.

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Control Communication

4) Wherever traffic is light, and the circuit is not manned round the clock, facilities may be
provided to call the attention of the controller by the way-stations, if required.
5) Adjustment and maintenance of the equipment in the control office and way-side stations
should be easy and simple.
6) The equipment should be rugged and capable of intensive use.
7) The equipment should work satisfactorily within allowable margins of line characteristics
without frequent critical adjustments.
8) The system should be capable of progressive expansion without any replacement.
9) The system should be compatible with underground communication cables, PD Mux VF
channel and carrier circuits works on radio.
10) Feature of prolonged ringing of any way-station is desirable.

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CHAPTER - 3 Back to Content Page

CONTROL COMMUNICATION EQUIPMENTS

3.0 Systems of Control Communication

The type of control communication network to be provided is decided by the type of media
deployed between the control office and the way stations. Based on the media used, presently
the following types of control communication systems are being used in Indian Railways.

1) Equalizer Amplifier System - Using 4/6 PIJF u/g quad cable.

2) OFC Based Control Communication System
a) Conventional
b) CCEO

3.1 Present day scenario of Control Communication Systems

1) The underground PIJF 4/6 quad cable with Equalizer Amplifier system, which drastically
reduces the number of joints to be made on the underground cable. The need of loading
and balancing the cable is also eliminated. However, introduction of following two systems,
this equalizer amplifier system became obsolete.

2) The OFC based control communication system with conventional PD Mux VF channels is
the present trend available in Railways and it is gradually replacing all the other control
communication systems.

3) Control Communication Equipments for OFC system (CCEO) is another system widely
being used in many sections because of it’s ease of maintenance with added facilities. For
this system, conventional PDMux VF channel is mandatory.

3.2 Conventional Control Communication Equipments

Irrespective of the Control Communication system used, the following two equipments are
compulsory and these equipment should comply with the RDSO specification no. IRS TC:
60/2007. These equipments will be extensively used in quad cable with Equalizer amplifier
system and in conventional OFC system as well as CCEO system. Following are the system
segments:

(a) Control Office Equipment and

(b) Way Station Equipment

3.3 Advanced Control Communication Equipments

3.3.1 Control Communication Equipments for OFC System (CCEO) is being used for Control
Communication, conforms to RDSO specification No. RDSO/SPN/TC/ 66/2007, between
Control office and way stations. This system permits working of voice communication and
signaling through an Optical Fibre Communication System and also works through quad cable
with some changes of input and output impedances. This system consists of the following units:

(a) Control Room Equipment (CRE)

(b) Multi-Telephone Way Station Equipment (MTWE)
(c) Test Room Equipment (TRE)

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Control Communication Equipments

3.3.2 VoIP based Train Control Communication System (TCCS) is a standard, modern and
widely proven Internet Protocol (IP) technology as a platform to provide TCCS, thus enabling
the use of common infrastructure for voice and data services. TCCS consists of the following
units:

(a) Servers and Endpoints:

(b) Server/ servers cluster for Call control and conferencing, network management, voice
recording etc.
(c) Controller’s console
(d) Test Room Console/Equipment
(e) Gateways for providing connectivity with Railway’s Telephone Exchange (FXO Gateway),
Existing DTMF based control communication equipment (DTMF Gateway), Emergency
communication circuit (Emergency Gateway), and for generating SMS alerts and sending
emails (Event Notification Gateway)
(f) Wayside IP control telephones/Equipment for Station masters and other users of control
circuit.

3.4 DESCRIPTION OF THE EQUIPMENT

3.4.1 Control Office Equipment: (RDSO Spec - IRS TC: 60/2007)

Basically this DTMF Control Office Equipment (also called as DTMF HQ equipment) consist of
two-way voice communication circuit and code generator. This is provided with the controller in
the control office at the divisional headquarters. With the help of this equipment the controller
can selectively call any required way station in the section and can talk to the SM in regard to
the movements of trains in the section. The equipment comprises –

a) Controller’s Console
b) Table Microphone
c) Loud Speaker
d) Power Supply Unit

The controller calls any way station by sending a 2 digit DTMF station code using the keypad.
The called station code is displayed on the 2 digit 7-segment LED display panel. When the
controller keys-in the 2 digit code of a station the DTMF encoder circuit converts these 2 digits
into DTMF codes and transmits on the line to the way stations. When a way station responds to
his call, the controller talks to him using either handset or mic & loudspeaker combination.

3.4.2 Way Station Equipment: (RDSO Spec - IRS TC: 60/2007)

This equipment consist of voice communication circuit, code reception and recognition circuit
with ringing and ringback transmission facility. This is provided at every way side station along
the track and also at yard master offices and loco sheds etc. This equipment consists of -

(a) DTMF Decoder & Buzzer

(b) Speech Amplifiers
(c) Control Telephone and
(d) Power supply unit

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Control Communication Equipments

On receiving a DTMF station code from the controller the DTMF decoder circuit decodes and
compares it with the pre-set station code. If the received code matches with station code the
buzzer rings and catches the attention of station master. The station master then lifts his
telephone handset and talks with the controller.

3.4.3 Matching and Isolation Transformers: (RDSO Spec - IRS TC: 76/2000)

The circuits carried in the 4/6 quad cables are derived at many locations in the route by
providing Impedance matching transformers. The transformers are provided at every way
station and on the underground cable circuits. One transformer is required for each pair of a
quad. Where as the transformers that are used to isolate the induced AC voltage in RE-areas is
Isolation Transformer.

3.5 CONTROL OFFICE EQUIPMENT : IRS TC - 60 /2007

3.5.1 Operating Requirements:

(a) The technical requirements of the DTMF control office equipment should comply with the
RDSO specification No. IRS TC - 60 /2007.
(b) The system shall permit working of voice communication and signaling on an omnibus
circuit tapped at way stations and other places, on 4 Wire or 2 Wire basis as required.
(c) It shall be possible to call maximum of 99 stations with 2-digit codes either one at a time or
a nominated group at a time or all at the same time.
(d) Audible indication to the controller when called station has been rung shall be provided.
(e) Every station shall be assigned a distinct calling code. In addition, a nominated
(f) group of stations may be assigned a group calling code. 4 such groups should be provided
in the system. The push buttons should be designated as A, B, C & D. The push button for
General call shall be designated G for calling all stations at the same time.
(g) The station code generation and transmission shall be accomplished by pressing two push
buttons in a sequence. The group code/ general call code and transmission shall be
accomplished by pressing relevant push button twice.
(h) The facility to repeat the last code transmitted by pressing one single push button
designated RT shall be provided.
(i) The duration of the ringing at way station shall normally be 4 seconds (+/- 0.5 second).
However, facility shall be provided to extend this period as long as desired by pressing a
single push button designated LR by repeatedly sending the last transmitted code after
every 4.5 seconds.
(j) It shall be possible to send the signaling code even when two or more parties are in
conversation and also to a station engaged in conversation.
(k) The station code being transmitted shall be displayed on the console. The display shall
continue till the next code is generated. The two push buttons for station code should be
pressed in sequence within 5 seconds. The first digit remains displayed for 5 seconds, after
which it gets erased automatically. It should be possible to cancel the first digit within 5
seconds by pressing a single push button designated DL.
(l) Facility to reset the system should be provided by pressing one single push button
designated RS.
(m) Facility to check the row /column frequency shall be provided by pressing push button
designated RC for test mode.

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Control Communication Equipments

r1, r2, r3, r4 : Row frequency group (r1: 697 Hz to 941 Hz)
c1, c2, c3, c4 : Column frequency group (1209 Hz to 1633 Hz)

3.5.2 General Description of Control Office Equipment

The control office equipment with DTMF signaling consists of the following:

(a) DTMF Console

(b) DTMF code generator
(c) Communication PCB consisting of Microphone amplifier, Head/Hand set transmitter
amplifier & loudspeaker amplifier.
(d) Handset
(e) Headset
(f) Microphone
(g) Loudspeaker
(h) Hybrid attachment (required for 2-Wire operation)
(i) Power supply unit

3.5.3 DTMF Console

Front Panel: The Keyboard on the front consists of total 20 keys. Sixteen of these are DTMF
keys arranged in 4 by 4 matrix. These are TEN decimal keys – 0 to 9 used for entering the 2-
digit station codes. Then FOUR Group call keys – A, B, C, D, one general call key – G and long
ring key – LR. For group call and general call the same key is to be pressed twice. For
example; AA, BB, GG, etc. In addition to these 16 keys there are FOUR function keys – RS,
DL, RT and RC.

RS – Reset key is used to reset the control office equipment, if it is required to do so at any
time.
DL – Delete or Clear key used to cancel a wrong entry during the dialing process.
RT - Repeat key redials the last code transmitted.

RC – Row & Column Frequency Test key is used for generating individual row and column
DTMF frequencies for testing purposes. On pressing this key the equipment goes into
frequency test mode and outputs 1st row frequency (r1) on TX terminals on back panel. The
display shows r1 indicating the output frequency. Now if RC key is pressed once again 2 nd row
frequency (r2) is outputted on Tx terminals. Similarly all row and column frequencies are sent
sequentially one after other with every press of RC key. The equipment comes off the test mode
by pressing the reset key.

LR - Long Ring key is used to extend the ringing duration at way stations.
G - General call key is used to call all way stations at a time

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Control Communication Equipments

Fig. 3.1 Control Office Equipment

Fig. 3.2 Front Panel of DTMF Control Office Equipment

Different row and column frequencies are as given below:

Display Frequency
r1 : 697 Hz
r2 : 770 Hz
r3 : 852 Hz
r4 : 941 Hz
c1 : 1209 Hz
c2 : 1336 Hz
c3 : 1477 Hz
c4 : 1633 Hz

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Control Communication Equipments

Console Back Panel - The back panel consists of the following:

12 V DC Battery terminals, DC fuse holder, 6-way terminal strip having Trans (TX), Receive
(Rx), LS (Loudspeaker) terminals in pairs.

Fig.3.3 (a) Back Panel View

Side Panel
Side panel consists of a volume control for loudspeaker marked as Volume and socket for the
handset.

Fig.3.3 (b) Side Panel View

DTMF Code Generator

 The code generator shall produce standard, DTMF codes.

 The output of the code generator shall be adjustable at least from 0dBm to -7dBm when
measured at Tx output terminals across 1120 ohms (on 4 wire side).
 The normal duration of code transmission on line shall be 500 millisec. +/- 30 ms. The tone
burst duration for 1st & 2nd digits shall be 200 ms +/- 10 ms and pause between two tones
bursts shall be 100 ms +/- 10ms.

Power Supply Requirement

The system shall works on 12V DC supply, (with a ripple factor of 2mV) which can vary between
+20% and –10% of the nominal value. The current drain shall be less than 150mA in quiescent
condition and the maximum working current shall be less than 500mA.

3.5.4 General Working Principle of DTMF Control office equipment

For DTMF tones generation the control office equipment contains a Microprocessor or a Micro-
controller. This Microprocessor/Microcontroller keeps scanning the keyboard (4 by 4 matrix)
lines to check for any valid keyboard entry. As soon as a valid key closure (corresponding to
the first digit of the station code) is detected, the processor/controller stores the information and
display the digit pressed. The processor/controller waits for second key closure (corresponding
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Control Communication Equipments

to the second digit of the station code). If a second valid key is pressed within the specified
period, the processor/controller updates the display and activates the tone generator to
transmit DTMF tones for the keys pressed, in the order of key-press sequence. These tones
are connected to the line through a combiner amplifier, where they combine with speech
signals coming from the microphone/handset.

In the receive direction the speech coming from the way stations is filtered and amplified before
sending to the loudspeaker. The block diagram of control office equipment is shown in fig. 3.7.

Fig. 3.4 Block Diagram of Control Office Equipment

3.6 DTMF WAY STATION EQUIPMENT : IRS: TC-60/2007

3.6.1 Operating Requirements

(a) It shall be possible to assign any DTMF station code from 01 to 99 to a way station using
DIP switches. And also any group code from A, B, C, D can be assigned to the way
station.
(b) On receipt of the valid code, it shall be decoded and a piezo-electric buzzer shall be
activated even if the handset is off the cradle.
(c) After the buzzer in the telephone is actuated, a ring back tone shall be automatically and
transmitted to the control office in acknowledgement of the receipt of ring. The level of the
ring back tone when measured across trans terminals of way station equipment shall not
be less than -12dBm.
(d) Along with the activation of the buzzer, a visual indication of LED shall be lit in the
telephone. The LED indication shall continue to be lit until the handset is lifted off the
cradle.
(e) The-output level of the buzzer shall be adjustable by means of fixed pad.
(f) The equipment shall not need manual resetting in case of power interruption. Protection
from transients in power supply to be provided.

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Control Communication Equipments

3.6.2 General Description of 4-Wire Way Station Equipment:

The DTMF way station equipment design has to comply with the RDSO specification No. IRS:
TC-60/2007. This equipment consists of the following units.

(a) DTMF decoder & Speech circuits

(b) Control Telephone
(c) 12V DC Power supply & Battery unit
The equipment entire circuitry for DTMF decoder & speech amplifiers is assembled on a single
PCB and then it is placed in a wall-mountable metal cabinet. The decoder part of the circuit
performs the following functions -

(a) Receives DTMF 2-digit station code and decodes it into 2 digit decimal code,
(b) Compares it with the local code allotted to the station
(c) Switches on a piezo buzzer, if both codes are matched
(d) Sends a ringback tone to the controller, when buzzer rings and
(e) Amplifies speech signals in both directions

3.6.3 Working Principle:

In the way station decoder unit a 2-digit station code is set locally, using two DIP switch units
(each of 10 switches) which are named as FD (First Digit) switch and SD (Second Digit) switch
respectively. Controller transmitted DTMF code is received first at way station by a DTMF tone
decoder IC which converts the DTMF tones representing the first digit into a 4-bit binary which is
applied as input to a 4-to-16 line binary decoder. Depending on the 4-bit binary value only one
of 16 outputs becomes high. The high signal representing the First Digit of the way station code
passes through the FD DIP switch only if the setting on DIP switch matches with the received
digit. This same signal after passing through the FD DIP switch triggers a ½ second Mono-shot
whose output is given as input data for a Flip Flop. Similarly the second digit signal passes
through SD DIP switch and applied as clock pulse to the Flip Flop. The Flip Flop output triggers
another mono-shot of 3 to 5 seconds timing which drives a piezo buzzer and also activates a
ring back tone (RBT) circuit. The block diagram of Way station DTMF Decoder & Buzzer
Activation Circuit is given below.

3.6.4 Code Setting

Each way station is assigned a 2-digit code. It is possible to assign station codes from 01 to 99.
Two DIP switch units FD and SD (containing 10 positions in each) are provided to set the
station code. The appropriate switches marked 0 to 9 are to be turned ON. To receive a special
group code (i.e. A or B or C or D) from controller a separate DIP switch (containing 4 positions)
is provided inside the equipment. The desired special group code is selected by setting the
corresponding position in the switch.

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FD
DTMF DIP
Signal 3 to 5 Buzzer
Flip
Input DTMF 4-to-16 ½ sec sec
Flop
Tone line Mono Mono-
Decoder Decoder for
SD Buzzer RBT
G ABCD DIP Clock
Circuit

General
Group
Call Call
DIP Ring Back
½ sec Flip Tone
Mono Flop To Controller

Clock

Fig.3.5 Block Diagram of Way station DTMF Decoder

3.6.5 Power Supply Arrangements

Way station equipment works on 12V DC (+20%, - 10%). The current drain shall not exceed
25mA during quiescent period and maximum working current shall not exceed 150mA.

Power Supply Unit (PSU for Telecom Installation at Wayside under RDSO spec. IRS:TC:72-97
will be provided.

3.7 Speech Conversion Unit (Hybrid) (IRS: TC: 46-88)

The hybrid or speech conversion unit is required to interconnect a 4-wire control circuit with a
2-wire circuit and vice versa for speech conversion purpose. The following is the sketch of a
hybrid unit used in control communication. This unit can also be used for providing a 2-wire
interface to 4-wire control equipment; for example with a 4 wire controller to provide 2-wire
connectivity. A typical Speech Conversion unit used with control equipment is shown below. It
consists of a Trans amplifier, a Receiver amplifier, a Hybrid and a High pass filter.

Fig. 3.6 Block Diagram of Speech Conversion Equipment

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Control Communication Equipments

3.8 Connecting Way station Equipment to Quad Cable

On the omnibus control circuit the way station equipment is connected by means of a
derivation joint on the Underground (U/G) cable. The connection between the cable quad and
the way station equipment is shown by the following figure 3.10.

Fig.3.7 Way Station Equipment Connectivity in Quad Cable

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Equalizer Amplifier System

CHAPTER - 4 Back to Content Page

EQUALIZER AMPLIFIER SYSTEM

4.0 Introduction

The control communication system with under quad cable with loading and balancing was used
very extensively all over the Indian Railways and is known as conventional system. To
overcome the difficulties faced in different quad cable joints like condenser and loading coil
joints, another system, without condenser and loading coil joints, is introduced with an Equalizer
Amplifier concept. In this system, instead of Repeater Amplifiers at fixed intervals, Equalizer-
Amplifiers are provided at every way station.

Fig. 4.1 Equalizer Amplifier System

4.1 Equalizer Amplifier

This is an amplifier followed by an equalizer circuit which provides equalization as well as

amplification of VF frequencies. This amplifier performs the role of a repeater amplifier of the
conventional system.

4.2 Equalization

Railway control circuits are working on very long distance cables spanning over a few hundreds
of kilometers. The frequency response of these long distance cables is not flat over the entire
VF (voice frequency) range. High frequencies are more attenuated than low frequencies, as a
result of which the signal levels of higher end frequencies in VF band get reduced. To correct for
or to boost the reduced levels of high frequencies Equalization is used.

4.3 Special Features of Equalizer Amplifier System

1) It eliminates the need of intermediate repeater stations and cable huts.

2) It also eliminates loading of the Quad Cable.
3) With the use of this new system, all the joints needed on RE Quad Cable except the normal
joint are dispensed with.
4) Due to this the time required for jointing the entire length of cable is drastically reduced.
5) It also eliminates the need of leak amplifier in the terminal repeater in test room.

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Equalizer Amplifier System

6) It offers 4-way connectivity at every way station.

7) This system also offers remote monitoring and management of wayside stations from the
test room.
8) At wayside station an 8 line local intercom facility is also provided.

4.4 Equipments in Equalizer Amplifier System (RDSO/SPN/TC/34/2002)

The following equipments are used in Equalizer Amplifier system. All these have to comply with
RDSO draft specification RDSO/SPN/TC/34/2002.

(1) Control Office Equipment

(2) Way Station Equipment and
(3) Test room Equipment

4.4.1 Control Office Equipment:

This equipment is the same as that used in conventional system with the following minor
modifications.

I. It suits quad cable of 470 ohm characteristic impedance and

II. 3 digit / 2 digit dialing mode can be selected

4.4.2 Way Station Equipment:

The way station equipment used in the equalizer amplifier system is totally different from that of
conventional type system. This equipment accommodates both the VF amplifiers and isolation
transformers, in addition to the DTMF decoder. It consists of the following modules.

(a) Equalizer Amplifier

(b) Isolation Transformers
(a) DTMF Decoder
(b) Remote monitoring and Battery Management
(c) Local 8-line Intercom exchange
(d) Power Supply unit and
(e) Control Telephone

Equalizer Amplifier

This module accommodates two equalizer amplifiers one for trans direction and another for
receive direction. In addition to these two there are two buffer amplifiers also for providing 4-way
connectivity. The following figure shows the 4-way connectivity of an equalizer amplifier. Each
equalizer amplifier gives a max. gain of +20dB each. The gain can be varied through DIP
switches providing an attenuation of 0 to 10dB.

In addition to these circuits the equalizer amplifier card also accommodates two Buffer circuits.
With the help of these four circuits, ie., two amplifiers and two buffers, it provides a facility
for 4-way connectivity at every way side station as shown below.

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Equalizer Amplifier System

Fig.4.2 The 4-Way Connectivity of Equalizer Amplifier

The gain, attenuation and equalization of both trans and receive amplifiers are selected with DIP
switches. For example the DIP settings in M/s Indisco make system are given below.

DIP S – 7 TRANS Gain DIP S - 8 TRANS Attenuation

DIP S - 3 REC Gain DIP S - 4 REC Attenuation

1 2 Amp Gain

OFF ON 5dB

ON ON 10 dB

OFF OFF 15 dB

ON OFF 20 dB

Amp
1 2 3 4
Attenuation

ON ON ON ON 0 dB

OFF ON ON ON 1 dB

OFF OFF ON ON 2 dB

OFF OFF OFF ON 3 dB

OFF OFF OFF OFF 4 dB

Fig.4.3 Dip Switches Position in Equalizer Amplifier

Isolation Transformers

This card is housing 4 pairs of isolation transformers, one pair for each direction of the 4-way
connectivity equalizer amplifier. These isolation transformers provide an impedance of 470Ω
towards line side. There is also provision for adding balancing condensers on this card.
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Equalizer Amplifier System

DTMF Decoder

This card or module provides the same function as that of the way station decoder in the
conventional type control system. Two DIP switches are provided for selecting the 2-digit station
code.

Remote Monitoring & Battery Management System

A Remote monitoring facility is provided in equalizer amplifier type control communication

system. This facility offers disconnection, reconnection, battery voltage monitoring, power
supply status monitoring and sending alarm to test room in case of power supply failure at way
stations. In addition to this it also offers battery management function at way stations.

Remote Monitoring & Battery Management Cards

The remote monitoring feature is provided through a set of two modules one of which is installed
in the test room equipment and the other in every way station equipment. These two modules
are

(a) Remote Monitoring - Master card ( at Test Room)

(b) Remote Monitoring - Slave card ( at every way station )

Every way station equipment is provided with the remote monitoring cum battery management
slave card (RMT BTMN slave). Each slave card is identified by its own 2-digit Remote Station-
code, set by two DIP switches provided on the card. This code is separate from the 2 digit way
station code used by the controller for calling way stations. The slave card performs the
following functions on receipt of remote commands from master.

a) disconnects the line and the equipment on any of the 4 sides

b) restores or reconnects the disconnected line
c) changes over the batteries that are on load and charge
d) reads the power supply voltage to the equipment and sends to master
e) sends the status information of the mains and the two battery supplies to master
f) sends to local loudspeaker an audible tone
g) the remote control card gets reset

Local 8-Line Intercom Exchange

Optionally, an intercom exchange facility is offered at way stations in the equalizer amplifier
system with the help of two modules. The Intercom circuit can cater for a maximum of 8
subscribers or lines, which are sufficient for providing some communication facility to the
supervisory staff of various departments headquartered at way side station. Normal auto
telephone instruments can be used on these lines. Telephone connections to this intercom can
be extended up to a loop resistance of 300 Ω.

All 8 telephones are assigned a single-digit or 2-digit number. It is possible to enable/disable

control access facility (on any one control circuit), through an access code, to all the 8
telephones from the test room. Controller can talk to any of the subscribers by dialing a 3-digit
DTMF code. The first 2-digits are station code and the third digit is local telephone number
ignoring first digit if 2-digit numbering is used. Conferencing facility is also available among the
intercom telephones.
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Equalizer Amplifier System

Power Supply System

The power system provided with equalizer amplifier system consists of the following multiple
power sources.

a) Dual Power Supply Unit:

It has two separate rectifiers-cum- chargers which derive 12V DC from the mains 230V AC
supply. The outputs of both these chargers are combined and used (OR ed through two diodes)
for battery charging.

b) Battery Set:

Two separate rechargeable batteries of 40 AH each are provided for fulfilling the load
requirements of way station equipment. One of these batteries supplies the equipment load
while the other battery gets charged. Auto-changeover of batteries takes place once the load
battery voltage drops to 11.5 volts. The two batteries can feed the equipment for 72 hours.

c) Solar Supply:

Provision is also made for connecting solar supply to the equipment for charging the battery
during mains failures.

Control Telephone

A telephone instrument without dialing facility is provided at the way stations to enable ASMs to
converse with the controller. This instrument is similar to the one used in conventional system.

4.4.3 TEST ROOM EQUIPMENT OF EQUALIZER SYSTEM:

Test room equipment plays vital role in the equalizer type control communication system. It is
used to perform the general maintenance functions like sending way station codes for checking
the ringing at way stations and also for fault localization and restoration purposes. In addition to
this it is used to perform remote operations on the way station equipments. The Controller
equipment is connected to the quad cable via the test room equipment. The test room
equipment consists of the following units.

(a) DTMF Keypad & Display

(b) DTMF Tones Transceiver
(c) Handset & Loud speaker
(d) Remote Monitoring & Battery Management unit (master)
(e) Equalizer Amplifier
(f) Isolation Transformers
(g) Dual Power supply unit

a) DTMF Keypad & Display

A keypad with 16 keys, which is same like the keypad provided on the Controller’s Equipment
and a 4-digit 7-segment LED display are provided on the test room equipment for testing and
remote monitoring purposes. The display is 4-digit wide because the remote command codes
are 4-digit long.

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Equalizer Amplifier System

b) DTMF Transceivers

A set of a DTMF tone generator and a DTMF tone decoder is provided in the equipment for the
sake of sending and receiving DTMF codes respectively. The test room equipment receives
DTMF reply signals during remote operations and SOS codes during power supply failures at
way stations.

c) Handset & Loud speaker

A Handset is provided with the equipment for the purpose of communication with way stations
or controller. The loud speaker is for monitoring the speech between the controller and way
stations.

d) Remote Monitoring & Battery Management (Master)

The master card is provided in the test room equipment to send remote control commands to
any way station slave unit to perform remote operations at the way station and also to
receive test acknowledgements as well as SOS codes from way stations. It performs the
following remote operations at way stations.

(a) cut or disconnect the line and the equipment

(b) restore or reconnect the disconnected line
(c) changeover of batteries
(d) read the power supply voltage to the equipment
(e) know the status of the mains supply and the two battery supplies
(f) send a tone
(g) reset all remote control cards

All these operations can be performed at a time on any three of the control circuits chosen. The
remaining three modules are same like in way station equipment. These are

(a) Equalizer Amplifier

(b) Isolation Transformers
(c) Power supply unit

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OFC Based Control Communication Systems

CHAPTER - 5 Back to Content Page

OFC BASED CONTROL COMMUNICATION SYSTEMS

5.0 Introduction

There are two types of Optical Fibre Cable based control communication systems in use.

These are:
(1) Control Communication on OFC network: Conventional
(2) Control Communication on OFC network: Using CCEO System

5.1 Control Communication on OFC Network: Conventional

OFC network is available alongside the railway track and fulfilling the train control
communication needs of railways. The diagram given below shows the conventional system
layout.

Fig. 5.1 Provision of Control Communication through OFC Network: Conventional

For the purpose of providing control communication the following equipment are required at
every way side station. This a traditional control communication system on OFC.

(a) STM-1 Equipment

(b) Primary Digital Multiplexing Equipment
The railway control channels are fed to this system at the divisional headquarters (control office)
and they are derived as speech channels from the PD Mux equipment and connected to DTMF
way station equipment at every way station. In this system, conventional DTMF HQ equipment
and way station equipment will be used. The same have been discussed in Chapter no. 3.

5.2 The Control Communication Equipments in CCEO System

The CCEO (Control Communication Equipment for OFC) System comply with the RDSO
specification RDSO/SPN/TC/66/2007 (Amd. 2) is an advanced equipment connected to
traditional control communication system on OFC with following basic features.

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OFC Based Control Communication Systems

a) Selective call facility from Controller to 80 Way Station Telephones

b) Group call and General call facility from Controller (CRE & TRE)
c) Single push button operation from CRE for calling Way station Telephones
d) Call facility from CRE and TRE to Way Stations and Local Telephones
e) LED and Alphanumeric display to facilitate different operations
f) Commonly available 2W push button telephone is used as Control Telephone
g) Much louder telephone ring at Way Stations with proper RBT
h) Different ringtones for Station call, Group call and General call
i) 4 number of Telephones can be connected to a Way Station Equipment
j) Low cost of cabling – only a single cable pair for each telephone
k) Way Station Equipment can be mounted on OFC equipment rack
l) All equipment works with 48VDC, consumes less than 15 Watt power
m) No need of individual 12V PSU at ASM room for way station equipments
n) Intercom facility between Way Station telephones with automatic priority to accept calls
from controller
o) Provision for intercom facility from one station to another

Fig. 5.2 General Block Diagram of CCEO

CCEO system consists of the following seven segments in all, when both Headquarters
Equipment and way Station Equipment are put together.

Segments of CCEO system

S.No Name of the Segment or Unit Part of

1 Control Room Equipment (CRE)
Headquarters
2 Test Room Equipment (TRE)
Equipment
3 Local Telephone Equipment (LTE)
4 Multi Telephone Way station Equipment (MTWE)
5 Two-Wire Dialing Control Telephone (TDCT) Way station
6 Three Way Amplifier (TWA) Equipment
7 Remote Patching Equipment (RPE)
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OFC Based Control Communication Systems

The CCEO system consists of two basic equipment

(a) Headquarters Equipment
(b) Way Station Equipment
5.2.1 Headquarters Equipment of CCEO:
The following units are provided at the headquarters in the control office
Control Room Equipment (CRE)
Test Room Equipment (TRE)
Local Telephone Equipment (LTE)

Control Room Equipment (CRE):

This equipment is provided on the controller’s desk. Using this equipment the controller can
selectively call any way station or any local telephone, TDCT (Two wire Dialing Control
Telephone), of any way station and can speak to it. The CRE consists of the following units

1) Hand set
2) Table Microphone and loudspeaker
3) 3-digit 7-segment LED display
4) LED Bar type Level Indicator for Trans and Rec levels
5) Key pad of 40 push buttons (numeric & special function keys) and a page shift button

Features and functions of Control Room Equipment (CRE)

1) It operates on -48VDC extended from the TRE
2) It has 40 Push Buttons and a Page-Shift Push Button, for calling TDCT (two wire control
telephone) or Way Station Equipment selectively.
3) This gives a calling capacity of 80 stations.
4) Single push button calling facility is available
5) It has provision to configure Push Buttons or Page-Shift Push Button as Group Buttons for
calling a group of TDCTs or Way Station Equipments.
6) There is a facility to call individual TDCT, or a group of TDCT, by single push button, directly
or combined with the Page-Shift push button. This action will initiate a ring at the TDCT and
provide an audio feedback to the controller.
7) A 3-digit 7-segment display for displaying system working mode and station code while
calling
8) An LED bar level indicator is provided to show the outgoing speech level.
9) It can generate two different modes of DTMF known as CLASSIC and DASSFO. The classic
mode is the conventional DTMF tones and DASSFO tones are for TDCTs.

Test Room Equipment (TRE)

This unit is provided in the test room for carrying out maintenance and testing functions on way
station equipment. It consists of the following units:

1) Line Interface unit

I. The TRE is connected to the control circuit on OFC system through a 4-wire line interface.
II. There is one more 4-wire line interface to connect to another Control Circuit on OFC
System, if needed
III. The TRE is connected to the Controller equipment (CRE) using a 4-pair line.

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OFC Based Control Communication Systems

2) Control unit: This unit consists of:

I. A hand set
II. LCD Display
III. Keypad
IV. Loud speaker with volume control
V. Bar indicators for Trans and Receive levels

Local Telephone Interface Unit (LTI )

The LTI unit is nothing but LTE segment mentioned earlier. Its details are given below under
LTE sub-heading.

Functional features of the TRE

1) The VF channel provides interface as a ‘digital branching in two directions’ configuration
arrangement with a 600 ohms interfacing impedance with a unity input-output level
arrangement.
2) The TRE has two 4-wire identical channels for connecting two paths of Control Circuits on
OFC System.
3) The TRE is provided with a numeric push button pad and an alphanumeric LCD display.
4) The Test Room staff is able to call any TDCT or Local Telephone by using the numeric push
buttons. It is also possible to initiate a call to a Way Station Equipment using the 2-digit code.
5) The Test Room staff is able to converse on line by using a handset.
6) A monitor speaker is provided along with volume control for monitoring the conversation
online.
7) A level indicator for monitoring the trans and receive channels is available on the panel.
8) It operates on -48VDC and it extends the same to the CRE.
9) Gain settings of -12dB to 18dB are available for both DTMF and VF Signals on the trans and
receive paths.

(a) Local Telephone Equipment (LTE)

The LTI mentioned above under TRE is nothing but LTE. The LTE is called as LTI (local
telephone interface) The features of LTE are:
1) 20 standard (2-wire) telephone can be connected to this unit
2) The loop resistance of the telephone line should be less than 600 Ω
3) As these telephones get -48VDC supply from the LTE no separate supply is required at the
location
4) The ringing period of these telephones is generally fixed for 1 minute
5) These telephones can be rung from both CRE and TRE
6) No dialing facility for these telephones
7) When its handset is lifted a local telephone is directly connected to the 4-wire VF control
circuit on the OFC system
8) The CRE has facility to disconnect any particular Local Telephone if desires to do so.

5.2.2 Way Station Equipment of CCEO

The way station equipment consists of the following units
(a) Multi Telephone Way station Equipment (MTWE)
(b) Two-Wire Dialing Control Telephone (TDCT)
(c) Three Way Amplifier (TWA)
(d) Remote Patching Equipment (RPE)
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OFC Based Control Communication Systems

(a) Multi Telephone Way station Equipment (MTWE): This unit is provided at every way
station and it is connected to the VF channel from the PD Mux on OFC system by a 4-wire
cable. It gives facility to connect maximum 4 control telephones at a way station. Its details are
as following.

1) The Multi Telephone Way station Equipment (MTWE) works on -48 volt dc. This device is
wall-mounting type and will be mounted next to the OFC equipment. Arrangement also
exists to mount this equipment on a standard 19” rack.
2) The MTWE is directly interfaced to the OFC for the control circuit on 4-wire line
configuration. Gain setting of -6, 0 and +6 dB is available for DTMF and VF signals on the
trans and receive channel of the equipment.
3) The VF channel provides interface on a ‘digital-branching-in-two-direction’ configuration
with 600 ohms line impedance and a unity input-output level arrangement.
4) A total four numbers of Two-wire Dialing Control Telephones (TDCT) can be connected to
the equipment, each on a twisted pair of telecom switchboard cable.
5) A feedback tone is generated by the MTWE whenever a ring to one of its TDCT is received.
6) The RBT is initiated only if the telephone ringing current is detected. In situations where the
wire connecting the TDCT is broken no RBT is generated.
7) The MTWE can provide four independent calling numbers for the four TDCT connected to
it. Each can also be set for a group number.
8) The MTWE has facility to program each of the TDCT for dialing or non-dialing mode.
9) If more than four TDCTs are required at a way station it is possible to connect one more
MTWE to increase capacity to another four TDCTs by using a TWA unit which is discussed
next to this.
10) It can be programmed that the dialing capacity of local telephones is restricted to only four
other station telephones for limited use.

(b) Three Way Amplifier (TWA): The TWA unit is used when the number of telephones
required at a way station is more than four which is the maximum capacity of a MTWE unit.
By using TWA one more MTWE can be provided at a way station. The details of TWA are
as given below.

1) The Three Way Amplifier (TWA) also works on -48 volt dc and is wall-mounting type. It can
be mounted next to the OFC equipment, within 10 meters. It can also be mounted on a
standard 19” rack.
2) The TWA provides a three way branch amplifier configuration with unity gain. Wherever more
than one MTWE is to be deployed, the TWA can be used. See the figure given below.
3) The TWA is directly interfaced to the OFC for the control circuit on 4-wire configuration with
600 ohms line impedance.
4) The TWA is also used where Remote Patching Equipment is provided to connect
microwave/BSNL channel, etc.

(c) Two-Wire Dialing Control Telephone (TDCT)

1) The Two-wire Dialing Control Telephone (TDCT) is the standard telephone instrument with
a handset and a numeric dial.
2) Each TDCT is connected to MTWE with a twisted pair having a loop resistance of less than
1200 Ohm.

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OFC Based Control Communication Systems

Fig. 5.3 Provision of an Additional MTWE using TWA at a Way Station

3) The TDCT has the following features and functions.

(a) As soon as the handset is lifted, the telephone should get connected to the control circuit
with Rx path being made through, but keeping the TX path disconnected. The TX of the
handset will be enabled either by tapping the cradle switch or by pressing any one of the
key switches on the telephone, except # and * switch.
(b) The telephone rings whenever it is called by CRE, TRE or any other TDCT irrespective of
its on-hook or off-hook condition.
(c) The ring lasts for a period of ONE minute (adjustable from 30 Seconds to 3 Minutes)
whenever called, and gets terminated as soon as the handset is taken off-hook. In case the
handset is already off-hook, then a momentary on-hook action shall terminate the ring.
(d) A visual indication is displayed whenever a ring is received and remains till the handset is
lifted.
4) The TDCT functions on pulse dialing system.

(d) Remote Patching Equipment (RPE): The function of RPE is to provide patching between
the two 4-wire VF control circuits available on the OFC system. The patching can be
effected locally from the way station where the RPE is provided, or remotely from the test
room. Its constructional and functional details are given below.

1) This device can be mounted on a wall or in rack and to be mounted next to the OFC
equipment.
2) The RPE interconnects (patches) the two VF 4-wire channels (of 600Ω impedance) to each
other. It is possible to interconnect the two channels by a local command (from the RPE
panel) or from a remote command (from TRE).
3) Nine numbers of RPEs can be connected over one control circuit. One will be at Test room
and other eight at various locations in the section.
4) The RPE provides a unity gain path for the patching channels.
5) The channel patching status should be seen on the RPE panel. The action of patching and
unpatching (releasing) the channel shall be carried out by pressing a push button on the
RPE panel, when operated locally.
6) For remote operations RPE offers the following features and functions.

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OFC Based Control Communication Systems

(a) The TRE will be able to perform the ‘patching’ and ‘un-patching’ action on any particular
RPE by a command addressing its number (ID).
(b) It is also possible for the TRE to get the status report (patched or unpatched condition) of
any particular RPE by addressing it.
(c) The addressing number for RPE is between 1 to 9. The remote commands make use of
calling protocol similar to that used for MTWE.
(d) The installed location of RPE may be anywhere on the control section, from test room to the
far end station point.

Fig 5.4 Connectivity diagram of CCEO system

IRISET 39 TC6 - Train Traffic Control

VoIP Based Train Control Communication Systems

CHAPTER - 6 Back to Content Page

VoIP BASED TRAIN CONTROL COMMUNICATION SYSTEM

6.1 Introduction

The intention of providing voice over internet protocol based train control communication is to
make use of the standard, modern and widely proven Internet Protocol technology as a
platform. This enables use of common infrastructure for voice and data services. By this the
control communication system becomes rich with many features which are not available in the
existing system. Thus making the system more reliable and efficient. The RDSO specification
for VoIP based train control communication system is RDSO/ SPN/99/2010 Revision 0

The existing system is analog based by using transmission on copper cable or by using digital
transmission on OFC.

6.2 The limitations of the existing system

● The system being analog has no additional features. Even to provide a small additional
feature, changes in the hardware is required.
● The control communication system is used only in Railways. Other than railways no where it
is used. This limits the market driven improvement.
● Way station equipment cannot be interfaced with the railway exchange without manual
intervention for routing an administrative call from HQ to the way station equipment.
● Station master’s table has many phones. As a human being managing all phones of different
type is quite difficult.
● Significant impedance mismatch degrades voice quality when way station equipments are
connected to the same point.

6.3 Advantages of VoIP based Train Control Communication System

● The VoIP based TCCS shall be based on open international standards.

● Provides many features which are common in modern telephony, such as caller ID, call logs,
etc.
● Being IP based network, it shall use common network infrastructure for voice, video and
data.
● Since the system has internationally accepted technology, future improvement in the system
shall benefit the train control communication system also.

6.4 The components of the VoIP based TCCS

a) Server and end points

I. Server/servers cluster for Call control and conferencing, network management, voice
recording.
II. Section controller's console and other Controller's control telephones/consoles.
III. Gateways for providing connectivity with Railways Telephone Exchange,
Emergency communication circuit and Analog control telephones and SMS gateway.
IV. Way side IP control telephones for Station masters and other users of control circuit.

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VoIP Based Train Control Communication Systems

6.5 General and Functional requirement

The schematic arrangement for "VoIP based train control communication system (TCCS)" is
given in figure 1.

Train Control Communication System (TCCS) shall fulfill the following requirements:
● It shall be possible for controller to selectively call any permitted (as per the call rule matrix
given in this spec.) way side station control telephone.
● It shall be possible for controller to selectively call to one or a group of stations or all stations
under his jurisdiction.
● The controller shall get suitable audio and visual indications on his console
whenever the bell/buzzer at the way station control phone rings in response to the call
initiated by him. The controller shall get visual indications regarding status of the call initiated
by him till the time the called party responds by lifting the handset. It shall be possible to
disable the audio indication. The called party is added to the conference when it answers the
incoming call.
● While the selective calling is done, it shall not hamper or put on hold, ongoing
communication, if any, between controller and way side station/stations.
● The section Controller shall be able to call other controllers from his console
and add them to ongoing conference call. When the section controller is in
conference with one or more subscribers or other controllers, it shall be
possible to make selective call from section controller to any other subscriber
including way side station, without disconnecting the existing connections
and without putting them on hold.

Fig 6.1 Connectivity of diagram of VoIP control communication

● From way station control telephone, it shall be possible to call the controller by a touch of
button or by dialing a code. The way station control telephone shall get connected to the

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VoIP Based Train Control Communication Systems

ongoing conference of controller without generating any ring at controller's end. The
controller shall get a visual indication and a beep (it shall be possible to disable the beep)
regarding newly added way station telephone to its conference. When way station Phone
calls the controller, it will generate ring if the controller's telephone is "On Hook". If
controller's phone is on a call, way Station Phone joins the conference call automatically.
ASM's control telephone at a way station shall have programmable keys or soft keys to call
any of the controllers pertaining to that section. Individual key shall be programmed to call a
particular controller. The top key shall be programmed to call the section traffic controller.
● The section traffic controller shall be able to give ring to the way station control telephone for
ASM (Assistant Station master) even if this phone is busy in conversation or not properly
restored to "On Hook" condition. The ASM's phone shall show the caller ID of the second
caller. On getting this audio visual indication, ASM would be able to take section controller's
call.
● The control phone at a way station for ASM shall be able to receive a call from any of the
controller pertaining to that section. However, the incoming call from section traffic controller
to ASM's telephone shall generate distinct ringtone.
● The system shall provide, at control office, both internal dedicated recording devices and an
interface (through a gateway) to connect an external analog multi-channel voice logger as
per RDSO specification RDSO/SPN/TC/38-02 with latest revision/ amendments.

6.6 Emergency Control Circuit

An arrangement (gateway) shall be required at every way station for interfacing IP network and
the emergency control circuit. It shall be possible to reach the control office by plugging a 4 wire
portable control telephone into any of the sockets. The voice shall be carried over the IP
network to the Emergency controller's conference which is always ON and shall be heard on a
speaker. A two way communication shall be setup between the emergency controller and the
site. If any other person plugs his telephone in some other socket on the same emergency
control section, he will also join the conference.

Facility is also provided to connect emergency conference call received on this

emergency control circuit, to the Section Controller's conference in control office by Traction
power controller/Power controller who normally also works as emergency controller.

6.7 Technical specifications

The various components of the VoIP based train control communication system shall comply all
the functional and general requirements as per the specification, even if it requires additional
hardware and software other than those mentioned in the specification.

● Servers (Communication, Application, NMS, Voice recording and other servers)

● Gateways (for interconnecting with Railway exchange and existing voice loggers, for
providing analog telephones, SMS gateway, for emergency communication purposes)
● Consoles for section controllers and other controllers.
● IP telephones for Station masters and others at wayside stations.

6.6.1 Communication Protocol: The communication server shall support SIP 2.0 as per RFC
3261 and its extensions as per latest relevant RFCs or it shall support both SIP 2.0 and H.323.
The end points shall support either SIP or H.323 as detailed against these individual items in the
specification.

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VoIP Based Train Control Communication Systems

6.6.2 The IP phones in this specification shall include both SIP based and H.323 based IP
telephones unless specifically mentioned otherwise.

6.6.3 Any reference to ASM's way station control telephone shall include both IP telephone and
console. Reference to button shall include soft button also in case of touch screen panel based
solutions.

6.6.4 The equipment hardware and software shall take care of changes in system time caused
by events such as leap year etc. and shall not affect system working.

6.6.5 There shall be uniform distribution of time for all elements (servers and endpoints) from a
single source through NTP v 4.1.2 (RFC 1305). All the elements shall have NTP protocol
support. The timing and date information shall be retained even if the power supply to the
element is cutoff. For this NTP server, with GPS receiver along with external antenna and
connecting RF cable shall be used along with the TCCS.

6.6.6 The TCCS is expected to work continuously round the clock with high availability.
Therefore all the components shall be capable of intensive 24x7 operations.

6.6.7 The TCCS shall have a centralized Network management system (NMS). The
system shall provide remote configuration and real-time performance monitoring.

6.8 Other Important Features

● Easy replacement of IP phones wherein the configuration details are stored at a centralized
location and uploaded when these devices are replaced.
● The end point shall provide QoS markings at layer 2 and layer 3 to minimize delays in LAN
and WAN.
● Voice logger shall notify events like records storage capacity, recording activated or
not, switch over to back-up server etc. in the form of SMS or email.
● Support for wideband codec is provided on controller's console and ASM's IP phone to
provide good quality voice if sufficient WAN bandwidth is available.
● Features like Voice activity detection, comfort-noise generation, Echo cancellation, error
concealment, adaptive Jitter Compensation are provided for acceptable voice quality and
efficient utilization of bandwidth.

6.9 Security
a) There shall be separate VLAN for TCCS system (subject to VLAN capable switches).
b) End to end signaling encryption shall be provided using TLS as per RFC 5246 or as per IP
Sec/ESP Transport mode using AES 128 bit. However, this is not applicable for emergency
Gateway. All IP telephones shall be authenticated by TCCS server with username and
password to register/ communicate within the system. These username and password shall
be provisioned centrally.
c) Any PC connected to second Ethernet port of the IP telephones shall not be able to send
data traffic to the voice VLAN for TCCS.
d) The configuration shall be possible only from centralized location or through maintenance
portable terminal running EMS/NMS software. Any change in configuration shall be logged
with date and time stamp.
e) Call server shall have following protocol support for secure configuration:
1. SSHv2 for secure sessions, and 2. SSLv2/v3 for secure HTTP session
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VoIP Based Train Control Communication Systems

f) The communication Server should deny any intruders to access the system using false
identity. It shall have Syslog file for intrusion management and it shall keep records or logs
regarding the following:
1. Connection (who is connected and at what time)
2. Unauthorized attempts to enter the system
3. History of system commands
g) The communication server shall allow communication only with trusted hosts like IP
phones, gateways, NMS stations etc. based on ACL permitting only required applications
on these hosts.
h) The entire user specific configuration on the phone set shall be stored centrally and
restored if there is reset power down or set replacement.
i) The vendor road map for upgrading TCCS from IPv4 to IPv6 shall be available.

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Patching of Controls

CHAPTER - 7 Back to Content Page

PATCHING OF CONTROLS
7.0 General Description

We have seen that the control communication is vital for smooth and efficient train operations. If
this communication gets interrupted, not only the operations are hit but also the way stations are
de-linked from the Headquarters which masterminds the train operations. As such whenever the
control communication is interrupted either totally or partially, alternate paths are made. As the
DTMF Signalling is in voice frequency range no separate signalling arrangements are required
while patching.

7.1 Patching of Control Circuits

In case there is any interruption due to a fault in any portion (OFC path or equipment) of the
section control, the patching of control arrangements are used to replace the interrupted portion
of the section control to achieve an interruption-free train control communication.

Detailed information, about protection of controls is available in a report issued by Railway

Board under Telecom circular no 10/2013, on “ most suitable protection scheme for Control
Communication Circuits including SCADA”.

(a) Automatic path protection in OFC network (switches to protection path automatically)
(b) Patching with e-1 circuits / V F channels hired from BSNL or other service providers.

Fig 7.1 Protection / Patching of Control Circuit

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Patching of Controls

7.1.1 Automatic path protection

The control circuits (e-1) available in OFC system shall be automatically protected in a ring path
protection system through RCIL network, In the case where RCIL network does not exist further
for path protection, then protection will be extended by using other service providers e-1
channels. Hence, the PD Muxes available in Control Office and end of the control circuit shall be
connected with protection e-1. e-1 level ring protection on STM backbone at the end of the
control section shall be via different path

7.1.2 Patching with Channels Hired from BSNL

In controlled sections where a Railway OFC System doesn't have path protection or OFC
protection path exists in a long ring, e-1 channels are hired from BSNL for patching. These hired
e-1 channels are provided between the control office and end locations of control sections. Also
some of the important Railway stations on the control section will be provided with VF channels
or e-1 channels for patching purpose in case of failures in OFC normal working system. Hence,
provision of multiple path protection gives interruption free service in a control circuit.

7.2 Patching of OFC Channels to 4/6-Quad U/G Cable for Emergency Control:
In sections where optical fibre cable is laid, all the controls will be working through the OFC
channels. But for connecting the wayside EC sockets, the OFC channel meant for EC working
has to be patched to the EC quad of the 4 quad or 6 quad PIJF cable at the stations. EC
sockets are connected by tapping the Emergency circuit on quad cable. The below shown
arrangement may be adopted for patching. See the figure.

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Patching of Controls

Fig 7.2 Connectivity diagram of EC circuit

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Other Related Equipments

CHAPTER - 8 Back to Content Page

OTHER RELATED EQUIPMENTS

8.1 Way Station Control Telephones

8.1.1 4-Wire Way Station Control Telephone
The 4 wire way station control telephones are provided at way stations for providing
communication from 4-wire omnibus control network. They are desk type and work in
conjunction with control way station equipment on 4-Wire basis. The control way station
equipment provides battery for the microphone. Trans and receive amplifiers provided in the
control way station equipment take care of matching of the impedance of microphone and
receiver with that of the line.

On receipt of a valid code, the way station equipment extends an audio output and positive of
battery to the loudspeaker and LED display device, respectively.

The details of 4-Wire way station telephone as per Specification IRS: TC: 38-97 are as given
below:

8.1.2 Salient Features

1. The telephone consists of ABS (Acrylonitrile Butadiene Styrene) body, HMT with press to talk
switch, cradle switch, coil cord of length 1.5 meters, 6 way rosette box, buzzer and LED.
2. Both transmitter and receiver are electrodynamic transducer type.
3. It has a pre-amplifier circuit in the Trans side to give an output voltage of 250 mV across the
line with 1120Ω load impedance for an input of 5mv across the dynamic type transmitter
(220Ω load resistance).

The circuit diagrams of two different makes of 4-wire way station control telephone are as given
below in fig. 7.1 & 7.2

8.2 2-Wire Way Station Control Telephone (As per IRS: TC: 37-97)
2-Wire way station control telephones are provided at way stations for providing
communication from 2-Wire omnibus control network. It works along with 2-Wire DTMF way
station equipment. Whenever the way station is called the piezo-buzzer comes ON in addition
to a latched LED indication until the handset is lifted. When the telephone is lifted, this LED
gets off and the communication is made.

8.2.1 Salient Features

1. The telephone body, HMT, and rosette are made of ABS (Acrylonitrile Butadiene Styrene).
2. Both transmitter and receiver are electrodynamic transducer type.
3. Hand set is provided with approved micro-switch.
4. Working voltage is 3 VDC (+ 20% or - 10%).
5. Insulation resistance should not be less than 10 MΩ (tested with 500 VDC Megger).
6. Insertion loss should not be greater than 0.2 dB while listening & 0.8dB while speaking.
7. Both input and output terminal strips for amplifier PCB are provided inside the telephone
body.
8. When idle, current should be less than 20mA.

IRISET 48 TC6 - Train Traffic Control

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Other Related Equipments

Fig.8.1 4-wire control telephone circuit - Epsilon make

Fig 8.2 4-wire control telephone termination

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Fig 8.3 Circuit Diagram of 4-wire control telephone (M/s Anuvidyut make)

Fig 8.4 2-wire control telephone circuit (M/s Anuvidyut)

The circuit diagram of 2-Wire way station control telephone manufactured by M/S Anu Vidyut
is shown in the figure-8.4.

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8.3 Universal DTMF Wayside Control Telephone (IRS: TC 82-2005)

Universal DTMF Way Side Control Telephone is suitable for both 4 Wire and 2 Wire working.
The telephone includes the circuitry of conventional control telephone as well as DTMF decoder
equipment. There is a flap on front side of the telephone. When this flap is opened two DIP
switch assemblies are visible which are used for setting the way station code. The telephone
works on 12V DC with ±20% supply voltage.

The current consumption:

30mA In idle condition

75mA During conversation
125mA During ringing period

8.4 Portable Control Telephone

Portable control telephones are used to communicate with the controller from the section
provided with either over head alignment or underground cable. These are available in 2 wire, or
in 4 wire, or in 2 wire/ 4-wire forms. These telephones are provided with Drivers & Guards to
communicate with the controller in case of accidents and other unusual occurrences. These
telephone sets are also provided with some important maintenance staff of Engineering, S&T
and Electrical (OHE & TRD) departments to have communication for maintenance of their
respective gears. In Railway Electrified areas and some of the Non Electrified areas where
underground cables are provided for control working, Emergency sockets are provided along
the cable route (at every 1 KM, approximately) to which the portable control telephones are to
be plugged to communicate.

8.4.1 2- Wire Portable Control Telephone

This telephone is used for communicating from an emergency site with the controller, by hooking
to the overhead alignment provided along the track.

This telephone is in the form of rectangular box made of mild steel consisting of main body and
cover. The main body is divided into 2 parts. The upper part accommodates HMT and cords.
The lower part accommodates one matching transformer PCB and screw terminals. A separate
compartment is provided with a lid and sealing facilities to house two flash light cells of 1.5 volts
each.

Features

1. Both transmitter and receiver are of electrodynamic transducer type.

2. Transmitter works on 3 volts

The internal wiring of the components of the telephone is as shown in the fig.8.5

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Fig-8.5 2-wire Portable Control Telephone circuit

8.4.2 4 wire/ 2 wire Portable Control Telephone (IRS: TC: 75-99)

Portable control telephones are provided with train crew for talking with controller in
emergencies. These are also used by engineering and S&T staff. A 4w/2w portable telephone is
very useful as it can be used both in 4 wire and 2 wire territories. The internal wiring diagram
showing the internal components and the connections between them is given in the figure-7.6.

Separate amplifiers are provided for the microphone and the receiver. By pressing the press to
talk (PTT) switch provided in the HMT, the 3 volts speaking battery gets extended to the
microphone. A 4W/2W switch provided is to be operated to 2W side for using in 2 Wire sections.

By this operation, the receive pair will become common pair and serve for both trans and receive
directions. For using in 4 Wire sections, the same switch is to be operated to 4W sides.

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Fig.8.6 4W/2W Portable EC telephone circuit

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8.4.3 4-Wire/2-Wire Light Weight Portable Control Telephone (IRS: TC 78-2000)

The diagram shown next is a 4-Wire/2-Wire Light Weight Portable Control Telephone
manufactured by M/S EPSILON as per RDSO Specification IRS: TC: 78-2000: Its use is the
same like the above mentioned 4w/2w portable telephone with an extra advantage of light
weight.

Fig.8.7 4W/2W Light weight portable control telephone circuit

This lightweight portable control telephone is enclosed in ABS plastic moulded box. The
telephone works on 3 VDC (2 Nos. of 1.5 dry cells). With the help of a switch, the battery is
connected to the circuit. The telephone can be selected for 2-Wire/4-Wire operation with help of
2W/4W switch.

8.5 2-Wire 12-Way DTMF Telephone (IRS: TC: 80-2000):

This telephone is an electronic version of Magneto telephone used for providing
communication at LC gates, Cabins etc. at a wayside station. This has an additional feature of
push button (4x3 matrix) for calling the other locations. It works on 2-Wire omnibus circuit
tapped at different places for point to point and multi point communication.

As a system, the telephones are provided in Master-Slave configuration. There is 1 Master +

10 Slave telephones. Standard DTMF tones are used for selective calling. It is possible to
assign any code to a slave telephone in the decimal system. The numbering scheme used in
the system is as given below:
(a) 2 to 10 and * (11) are used as 10 slave telephone numbers.
(b) 1 Is used as Master telephone number.
(c) # Is used for General call from the Master telephone.

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This telephone works on 12 VDC. The specifications of this telephone are as per IRS:
TC: 80-2000. The circuit diagram of this telephone (Epsilon make) is as given in fig.7.8

Originating a call: The calling subscriber will lift his telephone hand set and press the number
on the key pad with whom he desires to contact. By this, the Micro-controller (IC 89C2051),
which is scanning the keypad lines, if finds a valid entry, generates a command according to
the key pressed and delivers it to the Tone Generator (IC1214B). This Tone Generator
generates the required DTMF tones and feeds on to 2-Wire line.
Receiving a call: The DTMF tones are first received and decoded by a Decoder (IC 8870).

Fig: 8.8 2-Wire 12-Way DTMF Telephone circuit

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These decoded signals actuates the buzzer through the Micro-controller where strapping is
available as per the number allotted to the telephone. The ring back tone generated by the
actuation of the buzzer is fed back to the calling subscriber.

8.6 Electronic LC Gate Telephone (RDSO/SPN/TC-51-2011 Rev.3)

This system is meant for communication between ASM office and LC gates. It works on Master
and slave principle. One master at ASM office can be connected to 6 LC gate telephones using
an omnibus 2wire line. A 24V power supply to LC gate phones is extended through the same
omnibus speech line from the master. The master phone operates on 12V supply derived from a
24V 7AH maintenance free battery. Its main features are as given below

● Each LC gate phone is connected with ASM’s master telephone only when it is called by the
master.
● The connectivity is through a 2 wire line
● Even though all telephones are interconnected using an omnibus line there is confidentiality
in the speech between ASM and an LC gateman.
● The max. distance between the master and an LC can be up to 6km using a pair of 0.9mm
copper cable
● Each LC gate telephone works as an electronic magneto telephone without the need of any
battery or power supply source at the LC gate
● Master operates with 12V DC and slave LC gate phones with 24V DC.
● For calling master from the slave telephone a push button is provided
● The master is provided with separate push buttons for calling each slave
● The master telephone is associated with voice logging facility

Fig.8.9 Connectivity of Electronic LC gate Telephone system

8.7 Integrated Way Station Control Communication Equipment (IWCCE):

(RDSO/SPN/TC/70/2007)

This will replace all the 4-W Way Station Equipments used separately with Section Control,
Deputy Control, Traction Power Control, Engineering control circuits at a way station and will
additionally facilitate Intercom Facility amongst Control Telephone Subscribers.

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The equipment is designed to work with the Control Office Equipment designed of as per IRS:
TC 60-2007.

● IWCCE can cater for eight 4-wire Omnibus Control Circuits or Channels at way stations
● IWCCE can be connect up to 30 Way Station Control Telephone (Subscribers).
* 6 (six) Subscribers each to first two Control Channels and
* 3 (three) Subscribers each to remaining six Control Channels.
● Provision also exists to increase the number of subscribers in a particular Control Channel by
utilizing the resources of other unused Control Channels.
● The system decodes both two digit and three digit DTMF code coming from head quarter
equipment and generates ring to the desired subscriber.
● The IWCCE has facility to generate ring back tone whenever a ring comes from the Control
office.
● For selective calling from Control Office Equipment a ring back tone is sent back to the
controller if the desired way station phone handset is in on-hook. If the desired subscriber is
already off- hook, an acknowledgement tone is sent. For group or general call from control
equipment, there is no ring back tone to controller.
● Way Station Control Telephones connected to the IWCCE has dialing facility to call other
control telephones and they can use either Pulse dialing or Tone dialing.
● These Way Station Control Telephones have volume control facility.
● The ring at the control telephone lasts for the period of 15 seconds whenever called and gets
terminated as soon as handset is OFF-hook.
● As soon as the handset is lifted, the control telephone gets connected to the control circuit
with the Rx path through but keeping the Tx path disconnected. The Tx of the handset is
enabled either by tapping the cradle switch or by pressing anyone of the keys on the
telephone handset, except # and * keys.
● If programmed, the call from Controller can be diverted to any other telephone under same or
different control channels in case of unattended call or telephone instrument faulty.
● The system has provision for gain adjustment of 4-Wire Control circuit in both Tx & Rx
directions.
● The IWCCE supports the intercom as well as exchange access facility. The same way station
telephone can be used for this purpose when it is free. However, if a control call comes
during a local conversation, then the local call is disconnected and the control call is
extended to the selected subscriber. Local conversation can not disturb the call on omnibus
control circuit.
● The equipment has facility to extend standard communication tones like ringing tone, dial
tones, ring back tone, number busy tone etc.
● The equipment also has the facility to interface at least two analog tie lines like Railway
Telephone, BSNL Telephone etc. Subscriber/User connected with this equipment has facility
to access any of the tie lines as per requirement in addition to communicate with the
controller of the connected 4-W control circuit.
● In case of Railway or BSNL exchange tie lines (telephone line) to be interfaced by the
equipment, the exchange should have tone detection facility.
● If any exchange subscriber wants to dial IWCCE subscriber, it has to first dial exchange
number of the particular line connected to the IWCCE to get IWCCS dial tone and then dial
subscriber code XY as long as dial tone persists (15 sec.). After this interval, the incoming
exchange call gets landed to a particular subscriber if programmed as operator.

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● Provision is there to bar the Intercom & Tie line access facility on a particular telephone
through software.
● Call Overriding Facility for Controller: Controller has overriding priority to call a particular
way station telephone even if the subscriber is busy in conversation on intercom or Tie lines.
● Tie line terminating facility:
(i) It is possible to terminate one Railway and one BSNL telephone circuit at all the Way
Station equipment having intercom facility for communication of Way Station subscribers
with Divisional/other subscribers on Railway/BSNL Network and vice-versa.
(ii) Provision for tie line bypass directly on the telephone instrument, provided on the SM’s
table, is also available, in case of equipment shutdown.
● Way station subscriber has programmable exchange priority feature. A priority subscriber
can get access to exchange tie line, if the line is engaged by some other low priority
subscriber.
● Voice calling from way station telephone to the controller is available in the system.
● The system is compatible to work on any communication media like OFC or Microwave.
● The IWCCE works with -48V± 20% DC Power Supply.
● All the Way Station Control Telephones work in tandem with IWCCE and do not require
separate power supply.
● The way station telephone works on twisted pair cable having a loop resistance of less than
1200 Ohms.

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Fig. 8.10 Integrated Way Station Control Communication Equipment

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8.8 Remote Control & SCADA

In Electrified sections of Railways there is a need to provide a control circuit called Remote
Control which is used by the Electric Traction Power wing. The Remote Control circuit is used
for implementing the SCADA system. The SCADA (Supervisory Control and Data
Acquisition) performs remote controlling and monitoring functions upon the sectioning/sub-
sectioning/feeding points and overhead equipment (OHE). The SCADA system consists of:
\

● a Supervisory Computer System running MMI (Man-Machine-Interface) software at

headquarters station and
● Control Units, located at remote stations along the track for performing data acquisition and
control functions. The control units are RTUs (Remote Terminal Units).

The Supervisory Computer system consists of a Host computer used as server and a FEP (front
end processor) computer connected to the RC quad in the communication cable through a
modem. Both Host and FEP are duplicated for 100% standby support. Supervisory (Operator)
terminals, working as clients to the server are used to send the control and measurement
commands to RTUs and also to acquire data from RTUs. The remote control (MMI) software
used for Remote Control in Secunderabad RC centre of SCRly is SETSS which is an
abbreviation for ‘Standard Electrical Traction SCADA Software’.

The RTUs (control units) make measurements as well as report back to and execute commands
from the supervisory computer. Each RTUs consists of:

● a modem - receives command from headquarters PC and passes on to control circuit

● a microprocessor based control unit and
● an interrupter

The modem receives remote command from the headquarters PC and passes it on to the
control circuit. The control unit drives the interrupter either to OPEN or CLOSE the HT supply
circuit. The control units also collect status of all the remote interrupters and sends to the
supervisory PC at the headquarters. And also data regarding the remote equipments health is
collected and sent by it. The control units have provision for connecting a keyboard and a
monitor and can be programmed for different options or functions.

Host/Server FEP
PC PC RTU RTU RTU

Trans pair
Modem
Receive pair

Operater
Console

Fig.8.11 Block diagram of Remote Control (RC) setup for SCADA

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8.9 Auto Dialing System (IRS: S-83/2007):

With the inclusion of Auto dialing system to the existing Emergency control circuit, facility is
extended to the Emergency socket available alongside the Railway track to connect any
subscriber either of a Railway Telephone Exchange or of a BSNL Telephone Exchange in case
of emergency.

The system mainly consists of the following units:

(a) Base station unit and

(b) Wayside telephone unit

The wayside telephone unit work from emergency socket and base station unit is provided at
the Test Room, and works as part of the overall system.

This Auto dialing system connects Railway Exchange or BSNL Exchange by pressing the
designated button from the wayside telephone unit, through Test Room. Wayside telephone unit
will work similar to Auto telephone and it becomes a subscriber of a Railway Telephone
Exchange by pressing “star button” (*) on its key pad or becomes a subscriber of a BSNL
Telephone Exchange by pressing Hash button (#). Connectivity is achieved automatically
through Base station unit provided in the Test Room. The block diagrams of the auto dialing
system are shown in the following figures 8.12 and 8.13.

8.8.1 Base station unit:

Base unit is to be placed at the control test room where Exchange telephone connections and 4-
Wire Emergency circuit is available. A loudspeaker is provided to monitor the speech from
wayside telephone. 12 digits LED display shows the Telephone number dialed from the wayside
telephone. LED indications are provided on the front panel of this unit to indicate whether
wayside telephone is connected to BSNL or RLY Exchange.

Specifications

(a) Power supply : 12VDC +/- 20%

(b) Current consumption : 300mA max.
(c) Dialed number display : 12 digit 7 segment display to indicate the Telephone number
dialed from the wayside telephone
(d) Loud speaker output : 1 watt max.
(e) Frequency response : within +/-3dB

Indications available on Base unit are as given below

(a) LED indication for power ON,

(b) LED indication for RLY Exchange Connection and
(c) LED indication for BSNL Exchange Connection.

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Fig.8.12 Base station unit of Auto dialing system

8.8.2 Wayside Telephone unit (Field Unit):

4-Wire Way side Telephone is kept in a wooden box along with a 12 V/ 7AH battery which is to
be carried to the wayside from where communication is to be made through the emergency
control line. It has the following facilities. A 3x4 key matrix with key numbers 1,2,3,4,5,6,7,8,9,0,
*, and # is provided to establish connection with the Exchange telephones.

(*) Key is used to establish connection with the RLY. Exchange. and
(#) Key is used to establish connection with the BSNL Exchange.

When the (*) key is pressed once, dial tone from the RLY Exchange will be available.
Connection to the desired auto telephone can be established by dialing the desired number.
Ring back tone will be heard and conversation can be made through this wayside 4-Wire
telephone. When the conversation is over the 4-Wire telephone can be disconnected from the
Exchange by pressing (*) key once more. If the connection is to be established with a BSNL
Exchange telephone, (#) key is pressed once, dial tone from the BSNL Exchange will be
available. Connection to the desired auto telephone can be heard and conversation can be
made through this wayside 4-Wire telephone. (#) Key is to be pressed once more to disconnect
the line.

From RLY Exchange one number has to be allotted to the Emergency wayside telephone and
similarly another number is to be allotted from BSNL Exchange. RLY and BSNL Exchange lines
are to be connected to the Base unit. The wayside telephone can be dialed from those
telephones by dialing this allotted number. The wayside telephone has the facility to ring when
its telephone number is dialed from an Exchange telephone.

1. Signalling mode : By DTMF

2. Transmitting media : Any VF transmission media
3. Current consumption : 20mA(max) in idle & 100mA(max) in talking mode
4. Signalling level : 0 dBm maximum
5. Speech level : -5 dBm, typical
6. Line attenuation : 20dB maximum
7. Keys : 1,2,3,4,5,6,7,8,9,0.*, and #
8. Power supply : 12 VDC
9. Frequency response : within +/-3dB
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Indications available on Field Telephone are as given below

1. LED indication for power ON,
2. LED indication for RLY Exchange Connection and
3. LED indication for BSNL Exchange Connection.
4. A buzzer for audio indication that the telephone is being called.

Fig.8.13 4-Wire Way side Telephone unit of Auto dialing system

8.8.3 Operation in Brief:

● Insert the 6-pin plug into the Emergency socket.
● Make the switch on. Power-ON LED glows.

To Connect to Railway /BSNL Exchange

➢ Lift the handset of the telephone.

➢ Press (*) key to connect RLY Exchange. Or (#) key connects BSNL Exchange.
➢ Dial tone is received.
➢ Dial the desired telephone number of Exchange.
➢ This gives ring to the called Telephone and ring back tone is received.
➢ When the called party lifts the handset connection is established.
➢ After conversation to disconnect the wayside telephone press (*) key once more for RLY
Exchange., (#) key once more for BSNL Exchange.

To receive a call from RLY/BSNL Exchange:

➢ When wayside telephone gets a call from Exchange Telephone, the buzzer rings and LED
corresponding to calling Exchange glows.
➢ Lift the handset and Press (*) key to connect RLY Exchange. or (#) key to connect BSNL
Exchange.
➢ At the end of conversation to disconnect the wayside telephone press (*) key once more for
RLY Exchange, (#) key once more for BSNL Exchange.

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Fig.8.14 Block diagram of connectivity of Base unit of auto dialing system

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Fig.8.15 Block diagram of connectivity of field unit of auto dialing system

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Case Studies in Control Communication

CHAPTER - 9 Back to Content Page

CASE STUDIES IN CONTROL COMMUNICATION

9.0 Introduction
In case of any faults on control circuits the Control Communication between control office and
way stations is interrupted and subsequently the movement of trains is affected badly. To avoid
this, immediate localization and restoration of faults is needed.Following are the case studies in
control communication.

9.1 Case studies / general causes of frequent failures in Control communication

9.1.1 One Way Speech to Controller

a) No Trans From Controller

This means way stations do not receive controller speech.

Causes: The likely causes for this problem can be

i. Microphone may be defective or got disconnected
ii. Trans amplifier gain may be very low or amplifier IC may be defective
iii. Disconnection between amplifier output and the terminal strip on the back of the equipment
iv. Disconnection in trans cable-pair
v. U-links may not be put through or may be open in the test room panel

b) No Receive to Controller from any Way Station

This means that controller does not receive speech of any way stations.

Causes: This problem may be due to

i. Disconnected or defective earphone or loudspeaker

ii. Receive amplifier gain may be very low or amplifier IC may be defective
iii. Disconnection between amplifier output to the terminal strip on the back of the equipment
iv. Disconnection in receive cable-pair
v. U-links are not put through or defective U-links in test room panel

9.1.2 No speech at Controller

There is no speech in either direction

Causes:

i. Problem may be in Controller equipment or

ii. Disconnection in lines between controller and test room
iii. HQ equipment may be out of order

9.1.3 No Ringing

a) At one or two way stations

b) At all way stations beyond a point
c) At all way stations in the entire section.
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Case Studies in Control Communication

a) No Ringing at a Way Station

Causes:
i. Disconnection in the receive pair
ii. Wrong setting of station code at that particular way station or stations. This means more than
one contact may be made ON in either First Digit DIP switch or Second Digit DIP switch.
iii. Power supply may not be extended
iv. Problem may be in the piezo buzzer itself
v. Or any IC or component in the decoder circuit may be faulty

Check for the correctness of the above mentioned things one by one till the fault is located and
problem is solved.

b) No Ringing at All Way Stations beyond a Point

Causes:
i. The main cause of this problem can be a break or short in the Trans pair beyond the way
station at this point.

c) No Ringing at all Way Stations in the Entire Section

Causes:
i. The problem may be in the controller equipment such as
● No DTMF signal output from it or
● Its DTMF signal level may be very low or
● Tone sending relay may not be operating
ii. The problem may be in the test room. This may occur due to
● Break in the test room panel board
● problem in PDMux port in the test room.

d) Continuous Ringing
Causes:
i. Due to faulty output IC in the DTMF decoder unit
ii. DTMF decoder circuit doesn’t get reset after ringing period due to break in the circuit
iii. Due to faulty Flip Flop/ Mono-shot IC

9.1.4 No Speech or Low Speech beyond station

Cause:
i. No output or low output from the equipment

Procedure for Locating the Fault

 This fault is clearly in the equipment.

 This can be confirmed by taking tone test with the help of TMS kit.
 Compare this with the level shown in Level chart.
 If there is no output check the amplifier circuit and fix the fault.

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9.1.5 No Communication between Way Stations

Cause
i. The main cause of this problem is with PDMux.

Procedure For Locating The Fault

i. Check the working of amplifier by tone test
ii. Its gain should be –20dB max.
iii. If no output from the amplifier check the port in PDMux..

9.1.6 Singing On Control Circuits

Cause
The main cause for singing is high levels on the line.

Remedy
Locate the PDMux having high gain. Then adjust it to normal level for restoration of the system.

9.1.7 Cross Talk On Control Circuits

Cause
i) High levels on any control circuits in the cable can also induce cross talk into adjacent
circuits in the cable.

Remedy
i) First find out the control circuit having high level on its line by taking level test.
ii) Reduce gain on the circuit inducing cross talk to normal level
iii) Then take crosstalk tests on the disturbed circuit to confirm it is free from cross talk.

9.1.8 Noise Hum on Control Circuits

Cause
i) Due to low insulation of cable
ii) Due to earth contacts
iii) Due to contacts between conductors caused in a damaged cable
iv) Due to a defective joint on cable

Remedy
i) Take insulation test and find out the

9.1.9 Hum On Control Circuits

Cause

Hum is generally caused by the chargers used at way stations /at test room and also due to
earth faults on the line.

Remedy

Locate the source of hum by sequentially switching of chargers in the route one by one and
attend to the fault to eliminate the hum.
IRISET 68 TC6 - Train Traffic Control
Voice Logger for Control Communication

CHAPTER - 10 Back to Content Page

VOICE LOGGER FOR CONTROL COMMUNICATION

10.1 Introduction to voice logger

A voice logger is a device used to record audio information from telephone, radios, microphones
and other sources for storage on a computer hard disc or removable media. There are two basic
modes of recording. They are VOX mode and non VOX mode. VOX mode is voice activated
and in non VOX mode, recording is continuous. The recording systems are used by Airlines,
Railways, Security organizations and private individuals. Some time the legality of the practice
may come into question.
In Indian Railways, we are using Voice Logger/Monitor for control circuits as per specification:
RDSO/SPN/TC/38/2002 Rev1.1 with amendment No.1. This facilitates to record the
conversation over various control circuits for transparency in operational activities. There is 4-
channel module for recording/logging from four telephone lines/inputs. This has built in hard disc
of 40 GB for enabling recording operation without switching on computer. Computer connectivity
is through Ethernet port. Number of lines can be increased through networking hub/switch.
Storage media of computer can be used for parallel recording as well as transfer of voice data
files built in hard disk of the Voice logger.

The Voice Data Recording & Processing Unit (VDRPU) have a capacity to record a minimum of
4 and maximum of 16 numbers of conversations simultaneously of different control circuits for at
least 170 hours per channel. The recording capacity per channel can be increased beyond 170
hours as per requirement by increasing the capacity of hard disk. Monitoring facility of any
channel is provided either through VDRPU (Voice Data Recording & Processing Unit) or PC
without interrupting ongoing recording of any channel.

10.2 System Features

1. Each VDRPU module have a connectivity of four channels. Number of channels are
scalable up to 64.
2. Modular construction.
3. Easy installation and user-friendly software interfaces. Each channel Bank is of four
channels. Compression rate required is 64 Kbps to retain original voice. Higher
compression rates can be provided.
4. Separate indications are there for every channel recording in progress. Records voice with
date and time.
5. Plays any channel without interrupting recording of any other channel, including channel
being played. It has Ethernet port to get connected in computer network. Play control is by
any computer in the network optional portability of record from logger by flash memory.
6. Computer programmable selection of VOX, Pseudo calls or off hook calls. GSM / CDMA
interface for recording. Recording remains uninterrupted even in case of defect in computer
and software.

Fig. 10.1. Smart Logger (VDRPU)

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Voice Logger for Control Communication

10.3 SYSTEM TECHNICAL SPECIFICATIONS

Channels : Analog (multiples of 4)
Voice recording methods : 64Kbps G.711 A/u law PCM.
Record Trigger modes : Parallel off hook / VOX / Ring detection / Forced.
Storage capacity / media : a) Direct to hard disk recording: in 40 GB hard Disk
provided to every 4 ch. module
b) Parallel recording in hard drive of computer
c) Storage in flash memory for 17 hrs in 1 GB
Frequency response : 300-3400Hz +/-3Db
Analog input : 1. Impedance 600 ohms or >10kohm
2. Balanced or unbalanced.
Signal to Noise ratio : Better than 40 Db.
Distortion : Less than 5 percent.
Cross talk : Better than -40Db
Recording sensitivity : Better than -20Db
Power supply : 12V / 2 A DC.
Telephone port : RJ11
Unbalance inputs port : RJ11
PC Recording port : 10-BASE-T, RJ45, UTP.
Display (in standard configuration only) : Four line 20 characters, alphanumeric LCD.
Keyboard (in standard configuration only) : PS2 keyboard.
Temperature : Operating -10°c to +55°c.

In order to use smart logger, mandatory requirements are computer with 100/10 Mbps LAN card
running on Microsoft windows 2000/XP with Net Framework 2.0 installed. It is recommended
that to have at least 512MB RAM installed in computer. The system will be ready after installing
smart logger server software and connecting at least one smart logger to the PC.

After connecting smart loggers, one has to assign suitable IP addresses for each modules and
the server PC. Smart loggers and PC are connected in LAN through Ethernet switch.

Now connect 2W/4W input voice channels in the RJ 11 connectors provided at backside of
smart logger. The system is password protected. ADMIN and user IDs and passwords can be
created. User can be assigned different privileges and can have multilevel restrictions on call
records, loggers and other feature sets. Channel can be configured by selecting channel setting
window. Here we have to enter channel name, call type, codec type etc. Call type can be
selected as VOX for voice actuated recording, POH for parallel off-hook recording, etc. Normally
for control circuits, it should be VOX and for recording conversation over telephone it should be
POH. Real time window will show the recording progress or idle accordingly.

The real time monitoring window will show the smart logger number, Channel number, call type,
phone number, call duration of current recording, etc. When recording is in progress, the
particular row of the channel will show green color and no color while idle. Back up window
allows to take manual backup of desired time period and to save it at desired location. Health
status window will display connected time, up time duration, DSP status, LAN status, line status,
etc.

All the recordings will be saved automatically to individual logger HDDs of 40 GB capacity and
simultaneously into the HDD of PC also. Playback feature allows the recorded files to be played
on connected multimedia speakers. Real time monitoring of speech is also possible with an
inbuilt speaker in the smart logger.

IRISET 70 TC6 - Train Traffic Control

Voice Logger for Control Communication

For this, we have to connect a keyboard to the jack provided in front of the logger and select the
required channel to be monitored.

For playing the records:

● Select a file from the searched results.
● Right click on the selected file and choose play record.
● If audio is available, then playing would begin in the embedded media player.

For downloading the files:

● Select files to be downloaded.
● Select location where it has to be saved.
● Right click on the files and select download.

10.4 Troubleshooting
1. Logger not connected: Make sure the logger is turned ON and its power LED is not
blinking. Also make sure that LAN cable is connected properly.
2. Access denied or serial connection failed: Make sure that some other application is not
using the specified COM port.
3. Serial configuration failed: Confirm that the serial port is working properly by checking it
with some other applications.
4. Unable to connect with server: Check the LAN cable connectivity and configuration of
Smart logger.
5. Time out messages: Please try restarting logger and server.
6. Taking long time to search, delete and backup records: Delete records from database
regularly and don’t let more than 10,000 records to get stored in database.
7. VOX calls are recording even when there is silence: Try increasing calibration gain and
volume gain.

Fig. 10.2 Connectivity diagram of Voice Logger

IRISET 71 TC6 - Train Traffic Control

Train Management System (TMS)

CHAPTER - 11 Back to Content Page

TRAIN MANAGEMENT SYSTEM (TMS)

11.1 Introduction:
The Train management system (TMS) is a safe, reliable and effective system for regulating
trains by monitoring their movements, automatic recording and retrieval of train timings and
generation of control charts. This is an integration of many systems working in perfect
coordination, thereby making it a complex system offering complete solution to train traffic
control especially in high traffic density sections. This system enables to effectively manage the
train movements in sections where trains are spaced at three minutes intervals, thus working
very close to available headway of three minutes.

11.2 Limitations of the previous conventional systems:

● Controller in such high traffic density sections were essentially a recorder than a controller.
● Real-time fetching of information on special occurrences was not possible.
● Taking decisions/actions were delayed.
● Even the decisions taken were ad-hoc.
● Information displayed by train indication boards were not matching with the actuality.
● Announcements were delayed.

As a result of the above limitations, restoration to normalcy took a long time leading to
commuter dissatisfaction and sometimes followed by agitation and violence.

Hence, the earlier system did not provide much assistance to the controller to take timely action
for train controlling in case of unusual event that may put operations out of gear.

Similarly, timely information to ASMs was also not available for ensuring correct displays and
announcements. Due to the above limitations, the conventional type train control communication
system was not able to cope up in the high traffic density sections. Therefore, the need arose to
provide “online” information of train movements to the various railway agencies e.g. controller,
ASMs, etc, who can take timely and effective steps both in case of normal routine operation and
during disruption of the operation.

11.3 Primary functions of TMS:

● Online display of movements of all trains with Train Numbers/Rake Nos. on video monitors
as well as over view indication panel, located in control room.
● Interfacing with the train indicator boards at various stations for minute to minute train arrival
information to commuters.
● Provision of video display units for train running information to commuter with countdown in
minutes.
● Interfacing with the announcement system for facilitating auto announcements.
● To provide remote control operation of signaling interlocking system.
● Generation of MIS reports and statistical data.
● Off line planning tools like log replay, Timetabling, Simulation, etc.
● As a part of it, Mobile Train Radio communication between Motormen/Guards of suburban
trains and controllers has also been catered for.

IRISET 72 TC6 - Train Traffic Control

Back to Content Page
Train Management System (TMS)

11.4 Assistance provided to the section controller:

1) Online display provides complete picture to the section controller about train running in the
entire section. By this, controller can take timely and proper decisions for cancellation,
diversion and termination including induction/withdrawal of rakes in case of any disruption
to the train services due to any unusual occurrences.
2) This provides the current status of all interlocking information pertaining to various stations
i.e. signals, points, track circuiting etc. Thus failure of the same and consequential hold up
the trains are suitably taken care of.

Fig.11.1 Typical live train movements on TMS

3) Optimum decision can be taken regarding retrieval/induction of rakes from/into the system
by viewing the position of availability of various rakes on the sidings, car sheds etc. This
information is available to EMU controller also.
4) Train control charts are stamped automatically.

11.5 Display of real-time movement of suburban trains on projection screens in control

room:

● Rear video projection screens have been installed in the TMS control room by which
viewing of live train movements, track layout, status of points, signal aspects, level crossing
gates are possible. The real time train movements on the 13mx2m rear view projection
panel are assisting our traffic controllers in efficient management of intense suburban train
operations. Any yard layout changes occurring can be carried out with ease through
software requiring no expensive and time consuming hardware modifications.
● TMS providing real-time train running information of suburban trains to commuters by
automatic operation of train indicator boards and automatic announcement at station
platforms.

IRISET 73 TC6 - Train Traffic Control

Train Management System (TMS)

Fig.11.2. Projection screen panel

VDU screens and Train indication boards for providing train information to commuters:

Fig.11.3. Train Indication Board at stations

● VDU screens and Train indication boards are installed at the entrance of the station for
providing scheduled arrival as per time table and expected arrival in minutes, train
indication boards are directly operated from the system, on ON LINE basis Thus possibility
of wrong displays due to manual operation is avoided.
● Audio announcements also work on ON LINE basis. Train information are automatically
available to ASM/indicator operator / Announcer, well in advance. Announcements are
triggered from TMS control centre

11.6 ONLINE VDUs FOR STATION MASTERS

On line displays on the VDU screen gives expected arrival time of next 2 trains on each
platform. This enables the master in optimum planning of train movements in his jurisdiction.

Cases of diversion (from slow to fast corridor or vice-versa)/cancellation of trains, are

automatically flashed on his screen, well in advance enabling him to ensure correct operation of
train indication boards and making timely announcements about cancellation or
diversion/change of platform.

IRISET 74 TC6 - Train Traffic Control

Train Management System (TMS)

Fig.11.4. Overview of SM PC

The application has many software modules, they are:

● Train describer
● CTC (Certified Traffic Control modules)
● MIS report generator
● Replay facility
● Time table editor
● Passenger information system
● Decision support system
● Site data builder (for database changes)

Management information system (MIS):

● Daily suburban punctuality support
● Auto sending of punctuality report to CRB
● GMs position
● Daily lost/ delayed
● Train control charts
● Train describer report

Log and replay

Logged event can be replayed for analyzing the unusual occurrences

Mobile train communication between trains and control centre

11.7 The salient features are:

➢ Working on MPT1327 trunking system
➢ Frequency band
➢ TX / RX frequency: 338 to 355 MHz
➢ Base stations: Two
➢ Each base stations having one control and five traffic (voice) channels
➢ Dispatcher PC can make individual call
➢ Call can be broadcasted by lifting the handset of dispatcher phone and by typing in dialing
area by entering 3 digit CAB RADIO Number.
➢ DESP can send short data Message and broadcast messages.
➢ DESP PC shows train information in address book and it gets updated on real-time from
TMS server.
➢ Voice loggers are integrated with DESP 1 & 2 base stations for monitoring.

IRISET 75 TC6 - Train Traffic Control

Train Management System (TMS)

Fig.11.5 Mobile Communication System

Fig.11.6 Control Office layout

IRISET 76 TC6 - Train Traffic Control

Train Management System (TMS)

11.8 Conclusion:

Following are the advantages obtained by the introduction of TMS:

a) TMS has enabled the controllers to focus much more on management of train operation
rather than working as a train recorder.
b) The communication gap between the section controller and cabin ASMs has been
eliminated, thus train movement information is available in time both to the controller and
ASMs.
c) The damage control is prompt to act in case of traffic disruption due to equipment failure or
any other operational reasons.
d) Availability of indications at control centre as well as in ASMs cabin about the closing and
opening of LC gates at major stations. This is very useful in planning traffic movements.
e) Availability of rake no along with train no on station pictures is very useful in planning train
movement to car sheds.
f) During major blocks, availability of live train movements is especially useful for planning
train movement and diversions.
g) Mobile communication has enabled conveying of EMU rake defects expeditiously to the
EMU controller. EMU controller in turn directs the electrical maintenance staff at the
examining depots to attend to the defects reported on line which expedites rectification of
EMU defects.
h) Mobile communication is used to make broadcast calls from the control centre to suburban
trains during traffic dislocations to guide the driving crew as well as to inform the travelling
public.

IRISET 77 TC6 - Train Traffic Control

Total Communication Failure

CHAPTER - 12 Back to Content Page

TOTAL COMMUNICATION FAILURE

Total Communication Failure (TCF) is said to have occurred between two block stations on a
single line or a double line section, when line clear cannot be obtained for running the train by
any one of the following means stated in the order of preference.

a) Block instruments, Track circuits or Axle counters.

b) Telephone attached to the Block instruments.
c) Station to station fixed telephones, where ever available.
d) Fixed telephones such as railway auto telephones and BSNL telephones.
c) Railway control telephones, and
f) 25W VHF sets.

In case of accidents to the line or to any train, or of failure or interruption of

communications, or in an emergency, trains shall be worked between stations in accordance
with special instructions as defined in General and Subsidiary Rules (G&SR)

As on today, in Indian Railways, the concept of Total Communication failure became obsolete,
since 6 types of means of communication facilities are available in all the block sections.
However, in abnormal digestorous conditions like cyclones, landslides and earthquakes etc,
communication network or facility may not be available in Railway routes. In this scenario, the
instructions laid down in General and Subsidiary Rules (G&SR) shall be followed for working of
trains between block stations.

The SM who has a train to dispatch through the affected block section (TCF is said to have
occurred) shall open communications by establishing contact with the SM of the block station at
the other end by sending an engine or self propelled vehicle or any other vehicle as mentioned
in G&SR.

In event of total communication failure, S&T department staff and officers shall follow guidelines
of local or site Area Officer and Headquarters disaster management cell for quick restoration of
communication.

IRISET 78 TC6 - Train Traffic Control

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Annexures

ANNEXURE - I :: RDSO Specifications for different Telecommunication Items

Back to Content Page

S. No. Name of Telecommunication Item Specification/Drawing No.

4 Wire/2 Wire Train Traffic Control Equipment with
1 IRS TC: 60/2007
Dual Tone Multi Frequency ( DTMF ) Signalling
2 Repeater Station Equipment IRS TC 50/90
3 Desk Type 2 Wire, 12 Way DTMF Telephone IRS TC 80/2000 (Amd. 1)
4 Universal Wayside DTMF Control Telephone IRS TC 82/ 2005 (Amd.1)
5 Emergency Control Room Equipment IRS TC:61/93 (Amd.1)
6 Lightweight Portable Control Telephone IRS TC: 78/2000 (Amd.1)
7 4-Wire Way Station Control Telephone IRS TC: 38/97 (Amd.1)
8 2 –Wire Way Station Control Telephone IRS TC 37/97 (Amd.1)
9 4-Wire/2 Wire Combined Portable Control Telephone IRS TC: 75/99 (Amd-2)
10 Magneto Telephone Desk Type IRS TC: 36/97 (Amd.1)
11 Desk Type Electronic Magneto Telephone IRS TC: 79/2000(Amd.2)
Power Supply Unit For Telecom Installations at
12 IRS TC: 72/97 (Amd.1)
Wayside Stations In 25 KV Electrified Area
V.F. Tapping Transformer ; 1120: 1120 , 1120: 600 &
13 IRS TC: 22/76
470 : 1120
V.F. Transformers (2T/3T) Suitable for underground
14 IRS TC: 76/2000 with Amd-1
telecom. Cable circuits.
15 Balancing Condensers. IRS TC 11/73
Polystyrene Condenser for Balancing and Building out
16 IRS TC 49/93
Network.
17 Loading Coil joints. IRS TC 29/81
18 Digital Capacitance Unbalance Measuring set. IRS TC 48/90
19 Transmission Measuring Sets. IRS TC 43/87
20 Cross Talk Measuring Sets. IRS TC 45-88
Cable Termination boxes (Indoor) for Railway
21 IRS TC 18/75
Electrified Area.
Auto Dialing System From Emergency Socket in RE
22 IRS: S-83/2007 Amd-1
Area
23 Six Pin Emergency Plug And Socket IRS TC : 42/87 (Amd .1)
RDSO/SPN/TC/44/2002 Ver.2,
24 Emergency Socket Box of FRP Material
Amd-2
48V SMPS Power Plant For Indian Railways Telecom RDSO/SPN/TL/23/99
25
Equipments With FR/FC Module (Ver-3) Amd-1
Integrated Way Station Control Communication RDSO/SPN/TC/70/2007
26
Equipment With Amendment- 1
RDSO/SPN/TC/38/2002
27 Multi Channel Voice Logger
(Rev.1.1) Amd-1
Voice Frequency Communication System For
28 RDSO/SPN/TC/34/2002 (Ver. 4)
Underground Quad cable
Control Equipment for OFC
29 Primary Digital Multiplexer (Drop Insert) IRS TC 68-2004 Amd-1
Automatic Radio Patching System for Control Circuit
30 IRS TC 59-93
using DTMF Signalling in Optic Fiber Communication
Control Communication Equipment for OFC (CCEO)
31 RDSO/SPN/TC/66/2007 (Amd. 2)
Using 2-Wire Telephone.

IRISET 79 TC6 - Train Traffic Control

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Annexures

OFC Cable
S. No. Name of Telecom Item Specn./ Drg.No.
24 Fiber Armoured Optic Fiber Cable IRS TC: 55/2006 Rev-1 Amd.
32
1.1
Fibre Distribution Management System RDSO/SPN/TC/037/2000 (Ver. 3)
33
Amdt.-1
Fibre Distribution Management System for Composite RDSO/SPN/TC/071/2008
34
(Optical and Quad ) Underground Armoured Cable (Rev. 1.0) Amdt.-1

Telecom Cable & Accessories

35 PIJF Telephone Cable IRS TC 41/97(Amd.2 )
Underground Railway Jelly Filled Quad Cables For IRS TC 30/2005 (Ver.-1) Amd. 4
36
Signaling And Telecom Installations
Thermo Shrink Jointing Kit For Jointing Underground IRS TC 77/2006(Rev.1)
37
Quad Cable Amd.1
Thermo Shrink Jointing Kit For Jointing Underground RDSO/SPN/TC/57/2006
38
PIJF Cable (Rev.0) Amd-1
Composite Underground Armoured Cable Consisting RDSO/SPN/TC/50/2007 (Rev
39
of 6 Copper Quads And 8/24 Fibers 5.0)
40 1.4 mm dia Copper Conductor 4/6 Quad Cable RDSO/SPN/TC/72/2007(Amdt.1)
Joint Closure for Composite (Optical & Quad) RDSO/SPN/TC/56/2007(Rev.-
41 Underground Armoured Cable. 2.0) (Amdt-1)

Miscellaneous Telecommunication Items

Junction Equipment and speech Conversion
42 IRS TC 46-88
Equipment used in AC Electrified Area.
43 Electro-dynamic Transducer. IRS TC 74-97
LC Gate Control Equipment Using Wired & Wireless RDSO/SPN/TC/49/2003 Version
44
Data Communication. 3
Electronic L.C Gate Telephone System RDSO/SPN/TC/51/2004 (Ver.-0)
45
Amdt-2
Integrated Passenger Information System Consisting RDSO/SPN/TC/61/2007,
46 of train Indication coach guidance and P.C. based (Rev.-2.0) With Amdt. No.1
announcement System.
True Colour Video cum Train Information Display RDSO/SPN/TC/67/ 2008 (Rev-1)
47
System.
48 Digital Clock with GPS Synchronization RDSO/SPN/TC/62/2008, Rev-3

IRISET 80 TC6 - Train Traffic Control

Annexures

ANNEXURE-II :: Total Communication Failure - Working of Trains (Operational aspect)

1.0 Rules and regulations for temporary single line working on double line section
during total interruption of communications:

The following rules must be observed by the staff:

1. Whenever an accident to a train or track or other obstruction prevents the use of one line on
a double line section during total interruption of communications, Engineering official shall
give the certificate to the Station Master of the station at the end of the affected section. On
receipt of this certificate, the Station Master will follow the rules prescribed for opening of
communications.
2. Loco Pilots of trains, including light engines, shall be given authority for opening
communication during total interruption of communication on Single Line Section (T/B602).
3. The endorsement shall also be made in the T/B 602 given to the Loco Pilot of the first train
to stop and inform all Gatemen, Gang men, patrolmen, OHE staff, Telecom staff and any
other staff on the way about the introduction of temporary single line working and specifying
the road on which the trains will run.
4. On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the FSS
pertaining to the right line or at the LSS pertaining to the wrong line.
5. The Station Master of the station in advance shall depute a railway servant in uniform at the
foot of the signal (whichever the train would encounter first) who shall stop the train on stop
hand signal and thereafter ‘pilot in’ into the station on a written authority issued by the
Station Master.
6. The telecom staff who has reached the station in advance by the engine will restore the
communication over any one of the means mentioned in a to d of 12.1. He will inform the
station master at both the ends and test room immediately after getting the consent of SMs.

2.0 Rules and regulations for working of trains during total interruption of
Communications on double line sections:

1. In the event of total interruption of communications occurring between two block stations on
a double line section.

The following procedure shall be adopted for train passing.

2. Before any train is allowed to enter a block section in advance, it shall be brought to a stop
and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the
Station Master on duty.
3. The Station Master shall give T/C 602 (Authority for working of trains during total
interruption of communication on double line section) to the Loco Pilot of each train
which includes:
3.1. An authority to proceed without line clear,
3.2. A caution order restricting the speed to 25 KMPH over the straight and 10 KMPH when
approaching or passing any portion of the line where the view ahead is not clear due to
curve, obstruction, rain, fog or any other cause,
3.3. An authority to pass LSS in the ‘ON’ position.
4. In the event of a Loco Pilot approaching or passing any portion of the line where the view
ahead is not clear, a railway employee with hand signals must be sent in advance to guide
the further movement of train. A sharp look out ahead should be kept and the engine
whistle freely used.
IRISET 81 TC6 - Train Traffic Control
Annexures

5. No train shall be allowed to enter the block section until there is a clear interval of 30
minutes between the train about to leave and the train which has immediately preceded.
6. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a stop hand
signal to prevent the approach of a train from the rear and to protect it if necessary.
7. When a train is stopped in the block section, the Guard shall immediately exhibit a stop
hand signal towards the rear and check up that the tail board or the tail lamp is correctly
exhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional
cause and the train cannot proceed, the Loco Pilot shall sound the prescribed code of
whistle to apprise the Guard of the fact, whereupon the Guard shall protect the train by
placing one detonator at 250 metres from the train on the way out and 2 detonators, 10
metres apart, at 500 metres from the train, irrespective of the gauge. In the absence of the
Guard, the duty of protecting the train shall devolve on the Loco Pilot.
8. No train shall be backed. In exceptional circumstances when it may be unavoidable to back
a train, the train shall be backed only after providing protection by placing one detonator at
250 metres and two detonators, 10 metres apart, at 500 metres in rear of the point upto
which the train is to be backed.
9. When approaching the station ahead, the Loco Pilot must bring his train to a stop outside
the FSS and sound continuous whistle (or any other code prescribed by special instruction).
10. The Loco Pilots of all trains shall make over the T/C 602 (Authority for working of trains
during total interruption of communication on double line section) to the Station
Master of the station at the other end of the affected section.
11. A record of all trains passed over the block section on T/C 602 (Authority for working of
trains during total interruption of communication on double line section) during the
course of total interruption of communications, shall be maintained in the TSR at both the
stations concerned.
12. Trains must continue to work on this system until one of the means of communications,
mentioned in para 12.1 above, is restored by the competent authority.
13. As soon as any one of the means of communications has been restored, the Station Master
must send a message to the Station Master at the other end of the section on the
prescribed form T/I 602 (Message on restoration by any one of the communication).
14. Thereafter intimation about this shall be given to Section controller also, on controlled
sections, if communications with the Section Controller has also got restored and normal
working resumed.

3.0 Rules and regulations for working of trains during total interruption of
communications on single line section:

1. The Station Master who has a train to dispatch through the affected block section shall
open communication by establishing contact with the Station Master of the block station at
the other end of the affected block section by sending an engine or self propelled vehicle or
any other vehicle enumerated below, in the order of preference laid down.
1.1. Light engine.
1.2. Train engine, after it is detached from the train by the Loco Pilot on instructions from
the Station Master on duty.
1.3. Motor trolley/Tower wagon duly accompanied by a Guard or by a Station Master other
than the Station Master on duty.
1.4. Trolley/Cycle trolley /Moped trolley duly accompanied by a Guard or by a Station
Master other than the Station Master on duty.

IRISET 82 TC6 - Train Traffic Control

Annexures

1.5. Diesel Car/Rail Motor Car/EMU Rake etc., after ensuring that all passengers have
detrained.
2. T/B 602 (Authority for opening communication during total interruption of
communication on Single Line Section) for only one train, if to be dispatched; or T/E 602
(Line clear enquiry message asking Line Clear for dispatch trains during total failure of
communication on single line section) - for more than one train, if to be dispatched, along
with T/B 602 (Authority for opening communication during total interruption of
communication on Single Line Section) shall be sent through the Loco pilot/
Motorman/Guard/Station Master going to open communications.
3. After an engine is dispatched to the next station to open communications with LC enquiry
message and CLC messages for the return journey of the engine shall be allowed to leave
the station and proceed in the same direction until the engine returns.
4. The engine proceeding on T/B 602 shall switch on the flasher light and dim the headlight
and shall proceed at a speed not exceeding 15 KMPH by day when the view is clear and 10
KMPH during night or when the view is obstructed.
5. On the return journey, the engine either light or attached to a train may run at booked speed
observing speed limits in the Working Time Table and other relevant rules.
6. On arrival at the station, T/F 602 shall be handed over to the Station Master who shall
prepare T/G 602 or T/H 602 (Conditional Line Clear Ticket) for the waiting train.
7. Trains must continue to work on this system until any one of the means of communications
mentioned in para 12.1 is restored by the competent authority.
8. As soon as any one of the means of communications has been restored, the Station Master
must send a message to the Station Master at the other end of the section on the
prescribed form T/I 602.
9. Thereafter intimation about this shall be given to section controller on controlled sections.

IRISET 83 TC6 - Train Traffic Control

Question Bank

QUESTION BANK Back to Content Page

Objective

Chapter: 1
1. Control or Train Traffic Control means the “Train Operations System for running the trains
punctually and efficiently. (True / False)
2. Hot line telephone communication between the Control Office and the way side stations will
be used for Train Traffic Control. (True / False)
3. Role of S&T department in Control working is to provide the telephone communication
facility between the control office and all way side stations connected with train working.
(True / False)
4. The basic purpose of COA implementation is to replace the tedious manual plotting of
running trains on a chart. (True / False)
5. The function of proper utilization of rolling stock comes under _____________control
a) Section Control b ) TPC c) Dy Control d) Traction Loco control
6. Efficient utilization of Engine power falls under _________________ control.
a ) Power b) C & W c) TPC d) Section Control
7. Power Controller in electrified sections is called as __________________Controller.
a ) TPC b) TLC c) Dy. Control d) Engineering Control
8. Trains movements information of a particular day can be had from ____________
a) Control Point b) Control Telephone c) Control Register d) Control Chart
9. CAO Central Application Server is available at _____________________________
a) CORE b) CRIS c) RDSO d) RITES

Chapter: 2
1. Railway control communication circuits are of ______________________ type circuits.
a) Point to Point b) omnibus c) broadcast d) Trunk
2. Type of signaling system suitable for control circuits is _________________________
a) DFTM b) DTFM c) DTMF d) DTMF
3. Emergency control sockets are provided on rail posts at _____________km intervals.
a) 100 b) 10 c) 1 d) 0.1
4. Name any one control circuit used only in RE sections. __________________________
a)RC b) TPC c) TLC d) All the above
5. No. of tones used in DTMF system. ______________________________
a) 8 b) 16 c) 32 d) 64
6. Maximum no. of way station codes available in DTMF system. ____________________
a) 96 b) 97 c) 98 d) 99
7. The DTMF system doesn’t require special arrangements for patching over VF channel..
(True/False)
8. The DTMF row frequencies are above 1KHz and column frequencies are below 1KHz ,
within the VF band. (True / False)
9. Trans and Receive signals requires two separate amplifiers, hence 2 pairs are mandatory
for a control circuit in a U/G cable system. (True/False)
10. IBH telephone is connected with either side of Station Master. (True/False)

IRISET 84 TC6 - Train Traffic Control

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Question Bank

Chapter: 3
1. Speech conversion unit will convert 4-wire speech into 2-wire speech.(True/False).
2. The u/g quad cable with Equalizer Amplifier system reduces the number of joints
to be made on the underground cable. (True/False)
3. In addition to speech unit, a DTMF impulse generator is also associated in DTMF HQ
equipment. (True/False)
4. Loading and Balancing of quad cable is eliminated in Equalizer amplifier system.
(True/False)
5. CCEO means Control Communication Equipments for OFC system. (True/False)
6. Digit 5 in DTMF system, transmits 1336 Hz frequency only. (True/False)
7. The DTMF HQ works on 12V DC and the maximum working current shall be 1 Amp.
(True/False)
8. DTMF HQ can be used to call maximum of 99 stations. (True/False)
9. VoIP based Train Control Communication System enables voice and data services.
(True/False)
10. DTMF way station equipment can be connected to VoIP based control communication
equipment with the help of gateway. (True/False)
11. 2 no. of basic control communication systems are being used in Indian Railways.
(True/False)
12. LR push button, in DTMF HQ equipment, is used to send the last transmitted code.
(True/False)
13. To extend CCEO equipment, traditional OFC equipment is required. (True/False)
14. The output of the DTMF code generator in HQ equipment is adjustable from 0 dBm to -
7dBm. (True/False)
15. To initiate B- group call, A and B push buttons have to be operated in DTMF HQ
equipment. (True/False)
16. DTMF way station equipment buzzer shall be activated even if the handset is off the cradle.
(True / False)
Chapter: 4
1. Equalizer-Amplifiers are provided at every way station (True/False)
2. Isolation transformer card in equalizer amplifier system has _____ pairs of isolation
transformers.
a) 2 b) 4 c) 6 d) 8
3. The dual power supply unit in Equalizer Amplifier. system is used for “Battery Charging”.
( True/False )
4. SOS code is sent by a ___________________ to test room equipment in case of fault.
a) control telephone b) battery c) buffer amplifier d) way station equipment
5. In addition to speech unit a DTMF decoder is also needed at control office.(True/False)
6. In addition to Control telephone a DTMF _____________ is also needed at way stations.
a) Encoder b) Telephone c) Decoder d) All the above
7. Remote monitoring Master card and slave card both are required in TRE (True/False)
8. In an equalizer amplifier. each equalizer amplifier gives a max. gain of _______dB.
a) 20 b) 22 c) 24 d) 25

IRISET 85 TC6 - Train Traffic Control

Question Bank

Chapter: 5
1. How many types of OFC based control communication systems are used in Indian
Railways at present.
a) 5 b) 4 c) 3 d) 2
2. In CCEO system, LTE can be used to connect ____________ no. of 2-wire telephones
a) 4 b) 10 c) 20 d) 99
3. Maximum no. of control telephones can be connected to a MTWE are __________
a) 2 b) 4 c) 6 d) 8
4. Supply voltage required for CCEO system is __________________________
a) 48VDC b)24VDC c) 12VDC d) 230AC
5. TWA unit is used when the number of telephones required at a way station is more than__.
a) 1 b) 2 c) 3 d ) 4
6. Telephones having dialling facility in CCEO system are known as TDCT . (True/False)
7. Maximum length of 2-wire telephone line from LTE can be extended upto 1 Km(True/False)
8. Maximum length of 2-wire telephone line from MTWE can be extended upto 600 Ohms.
(True/False)
9. Dialling facility is available in telephones connected to LTE of CCEO.(True/False)
10. Radio patching in CCEO system can be affected remotely by connecting RPU (True/False)
11. The TWA provides a three way branch amplifier configuration with unity gain (True/False)

Chapter: 6
1. Significant impedance mismatch degrades voice quality due to the connecting of way
station equipments to the same point. (True/False )
2. Gateways shall be used for connecting TCCS with Railway Telephone exchanges,
emergency communication circuit and Analog control telephones. (True/False)
3. In VoIP based TCCS, IP phones shall be provided to way side station masters and other
users of control circuits. (True/False)
4. Remote configuration and real time performance monitoring of TCCS shall be done by
centralized NMS. (True/False)
5. The communication server shall deny any intruder to access TCCS using “False identity”
(True/False)
6. VoIP is internationally accepted technology, future improvement in the system shall also
benefit the TCCS. (True/False)

Chapter: 7
1. Interconnection between section control and Dy. Control is called as Radio Patching.
(True/False)
2. Remote patching means extension of another channel to achieve an interruption-free
control communication. (True/False)
3. Separate equipment for remote patching is needed in DTMF signaling system.(True/False)
4. Automatic path protection in OFC network means switching to protection path automatically
(True/False)
5. For connecting the wayside EC sockets, the OFC channel meant for EC working has to be
patched to the EC quad of 6 quad cable at both sides of the stations. (True/False).

IRISET 86 TC6 - Train Traffic Control

Question Bank

6. Patching of control arrangements are used to replace the interrupted portion of the section
control (True/False)
Chapter: 8
1. There is no dialing facility in a Control Telephones provided at way stations.(True/False)
2. A universal control telephone has a encoder and decoder in addition to control phone.
(True/False)
3. A portable EC telephone is used by driver and guard of a train and field staff.(True/False)
4. A 2-wire 12-way telephone consists of one master and 12 slave phones (True/False)
5. Electronic LC gate phone has one master and six slaves phones (True/False)
6. Electronic LC gate master phone operates on 24 V DC supply. (True/False)
7. IWCCE can replace all 4 W way station equipments used at a way station.(True/False)
8. IWCCE can be connected to 8 no. of control circuits (True/False)
9. 30 number of telephones IWCCE can cater for.(True/False)
10. SCADA system is operating through TPC circuit. (True/false)
11. Auto dialing system is used in emergencies for providing auto telephone facility at a track
side place. (True/False)

Chapter: 9
1. If there is no trans from controller one of the likely cause can be disconnection in trans
cable-pair (True/False)
2 If there no ringing at a way station one of the likely cause can be disconnection in the
receive pair in a way station. (True/False)
3 The main cause of this problem is with PDMux can result in both way communication loss
with the controller. (True?False)
4 Controller is getting RBT, but no ring in way station. Probable cause of this failure is
Problem may be in the piezo buzzer.

Chapter: 10
1. Minimum no. of speech channels recorded by one voice logger unit._____________
a) 4 b) 8 c) 12 d) 16
2. The operating voltage and current of the Voice logger are ____and________.
a) 24VDC & 2 Amp b) 12VDC & 1 Amp c) 12VDC & 2 Amp d) 24VDC & 1Amp
3. Voice logger is used in ________________ in railways.
a) Telephone exchange b) Control office c) DRM office d) Enquiry counter
4. The Voice logger used in control communication has a built in hard disc of Capacity ___.
a) 10 Gb b) 20 Gb c) 30 Gb d) 40 Gb
5. ________ connectors are used to connect control voice channels to the Voice logger.
a) RJ 45 b) RJ 11 c) RS232 d) RS485
6. In a smart voice logger, provision of number of channels is scalable up to___ .
a) 8 b) 32 c) 64 d) 128
7. In a smart voice logger, 4-channels can be connected to each module for recording/logging
from four telephone lines/inputs. ( )
8. Real time monitoring of speech is possible in the smart logger. ( )

IRISET 87 TC6 - Train Traffic Control

Question Bank

9. Recordings are saved automatically in HDD of logger as well as in the HDD of PC

simultaneously ( )
10. The VDRPU have a capacity to record a minimum of 170 hours per channel. ( )
11. POH (Phone off hook) mode is used for recording voice over telephone and VOX mode is
used for recording voice over control circuits.
12. Computer connectivity to the Voice logger is through Ethernet port.

Chapter: 11
1. The Train management system provides ‘Online’ information of train movements
to the various railway agencies. ( True/ False )
2. Rear video projection screens have been installed In TMS control room for viewing of live
train movements, track lay out, status of points, signal aspects and status of level crossing
gates. ( True/ False )
3. Offline Video display unit enables the master in optimum planning of train movements in his
jurisdiction. ( True/ False )

4. Train indication boards, Video display units and Audio announcement systems work
on________________ basis to avoid wrong display and announcements.
5. The Tx and Rx frequency used for Mobile train communication between trains and Control
centre is 338 to 355 Mhz
6. Mobile communication in TMS guides the driving crew as well as to inform the travelling
public during traffic dislocations. ( True/False )

Key to Objective Questions:

Chapter 1:
1. True. 4.True 7.( b )
2. False 5.( c ) 8. ( d )
3.True 6.( a) 9. ( b )

Chapter 2:
1. ( b ) 4. ( d ) 7. True 10. False
2. ( d ) 5. ( a ) 8. False
3. ( c ) 6. ( d ) 9. True

Chapter 3:

1. False 3. False 5. True 7. False

2. True 4. True 6. False 8. True
9. True 10. True 11. True 12. False
13. True 14. True 15. False 16. True

Chapter 4:
1. True 4. (d) 7. False
2. (b) 5. False 8. (a)
3. True 6. (c)
IRISET 88 TC6 - Train Traffic Control
Question Bank

Chapter 5:
1. (d) 4. (a) 7. True 10. True
2. ( c) 5. (d) 8. False 11. True
3. (b) 6. True 9. False

Chapter 6:
1. True 3. True 5. True
2. True 4. True 6. True

Chapter 7:
1. False 3. False 5. False
2. True 4. True 6. False

Chapter 8:
1. True 4. False 7. True 10. False
2 False 5. True 8. True 11. True
3. True 6. False 9. True

Chapter 9:
1. True 3. True
2. True 4. True

Chapter 10:
1. ( a) 4. (d) 7. True 10. True
2. (c) 5. (b) 8. True 11. Control
3. (b) 6. (c) 9. True 12. 4

Chapter 11:
1. True 3. True 5. True
2. True 4. False 6. True

Subjective

Chapter: 1
1) What is the meaning of Control and what are its objects?
2) What is Central Control office?
3) Write about control organization at divisional headquarters.
4) Write about different types of Controllers available in a Control Office.
5) What are the functions of control? Write about any function.
6) What do you understand by a Way station? Which are all called as way stations?
7) Explain about Train Control Chart?
8) What is COA and explain the importance of this.
9) What are the Functionalities of COA ?

Chapter: 2
1) What is Control communication and control circuit? Name different control circuits used.
2) What are the requirements of control circuits?

IRISET 89 TC6 - Train Traffic Control

Question Bank

3) List out the general requirements of control communication system.

4) Mention different types of speech (or telephone) circuits. Why only Omnibus circuit is
adopted for railway control circuits?
5) Mention different control circuits used in RE and Non-RE areas and also briefly describe
important control circuits.
6) Mention different types of control circuits and their usage
7) Explain about the following controls
a) Traction power control
b) Remote control
c) Section control
d) Deputy control
10) Explain about Emergency control circuit with a simple sketch.
11) What is selective calling system and why it is used on railway control circuits?
12) List out different types of selective calling techniques
13) Explain about DTMF selective calling system
14) What are the advantages of DTMF signaling?

Chapter: 3
1) What is the present day scenario of Control Communication Systems in Railways?
2) List out the different “row and column frequencies” corresponding different keys available in
DTMF control office equipment.
3) Write a short note on speech conversion unit with block diagram.
4) Explain general working principle of DTMF Control office equipment with block diagram.
5) What are the “Operating Requirements” of DTMF way station equipment.
6) How a Way station Equipment is connected to Quad Cable?

Chapter: 4
1) Mention different types equipment required in Conventional system
2) Mention different types equipment required in Equalizer Amplifier system
3) List out the main differences between conventional and equalizer systems
4) Explain the principle of working of DTMF control office equipment with a neat block
diagram.
5) Explain the working principle of DTMF way station equipment with a block diagram
6) What are the operating requirements of DTMF way station equipment
7) Draw the schematic diagram of a 4w to 2w converter( hybrid )
8) Show the control communication layout with a schematic.

Chapter: 5
1) Mention the OFC based control communication systems you know and explain about any
one with a diagram.
2) Explain about control communication through Railtel OFC network.
3) Draw the schematic diagram of Control communication system on Railtel network.
4) What is CCEO system? And explain with a block diagram.
5) What are units in the Headquarters equipment of CCEO system? Briefly explain about each
one.
IRISET 90 TC6 - Train Traffic Control
Question Bank

6) What are units in the Waystation equipment of CCEO system? Briefly explain about each
one.
7) Mention the function of CRE
8) Write about TRE
9) Explain about MTWE
10) What is TDCT and its features?
11) Explain about the use of TWA.
12) What is RPE and when is it used?

Chapter: 6
1) What are the advantages of VoIP based train control communication system when
compared to the existing system?
2) Write down the names of the components of VoIP based Train control communication
system and briefly explain its functional requirements.
3) Explain the security arrangement provided to VoIP based Train control communication
system.

Chapter: 7
1) What is patching and why is it required?
2) Show the patching arrangement between section control and Dy.Control circuits.
3) What is Radio patching? When is it implemented?
4) Show OFC channel patching with quad cable for emergency control circuit.

Chapter: 8
1) Explain about any control telephone you know.
2) Explain about universal control telephone.
3) Describe about different types of portable EC telephones
4) Briefly explain about the following:
a. 2 wire control telephone
b. 2-wire 12-way DTMF telephone
c. Electronic LC gate phone
5) Explain about IWCCE and its main uses.
6) Briefly explain about the following:
a. Voice data logger
b. SCADA
7) Explain about Auto dialing system

Chapter: 9
1) What are the likely causes if there is no speech to controller from any way station?
2) What are the likely causes for no ringing at a way station?
3) Mention causes and remedial procedure for no/low speech beyond a point on control
circuit.
4) What is the cause of crosstalk and the procedure to find?

IRISET 91 TC6 - Train Traffic Control

Question Bank

Chapter: 10
1) What is Voice Logger? Explain the system features of the Voice Logger used in control
communication.
2) Write down the troubleshooting procedures used in Voice Logger

Chapter: 11
1) What were the limitations of the conventional Train control communication system in high
traffic density sections and how the limitations have been overcome in the Train
management system?
2) Explain the primary functions of Train management system.
3) Explain the devices used in Train management system as mentioned below
a. Rear video projection screen installed in the control room.
b. Video display unit screen (VDU) and Train indication boards installed in railway stations.
4) What are the salient features of the mobile train communication used between trains and
control centre in Train management system?

Chapter: 12
1) When it is treated as “Total Communication Failure” ?

IRISET 92 TC6 - Train Traffic Control

Abbreviations/ Acronyms

Abbreviations / Acronyms Back to Content Page

Block circuit: Point to point communication system between two block stations for taking off
signals.
CCEO: Control Communication for OFC
COA: Control Office Application, is a comprehensive software for the automation of Control
Charting at a railway divisional control office.
CRE: Control Room Equipment
DTMF: Dual Tone Multi Frequency, is a in band signalling system over voice channel as
defined by ITU-T.
EC circuit: Emergency Control Circuit ia a communication facility available between Controller
and mid section. Along the railway track at regular intervals of 1Km, Emergency Control Posts
are available to establish communication from mid section.
Electronic LC gate telephone:Used for dedicated LC gate communication. Maximum 6 no. of
slave telephones without local power supply can be connected to one Master Telephone.
Equalizer Amplifier: Amplifier followed by an Equalizer circuit to get flat frequency response.
HQ equipment: The Telecom equipment which is available with controller to facilitate to
establish conversation with station masters by selective and group calling system.
Hybrid: 2 Wire to 4 Wire and vice versa speech conversion passive device.
IWCCE: Integrated Way Station Control Communication Equipment.
LTE: Local Telephone Equipment
MTWE: Multi Telephone Way station Equipment
Patching of Control: An arrangement made available at intermediate and end stations of
control sections for seamless communication, in case of line fault or transmission equipment
failure in a control section. This patching may be available in automatic or manual level.
PCT: Portable Control telephone, also called as PT set (Portable Telephone Set) ,used by
connecting to EC socket.
RC Circuit: Remote Control circuit is made available in RE area to enable, TPC with remote
operation, to control 25KV traction power supply through OHE switch gears.
Receive (Rx): Way side ASM speech to section controller.
RPE: Remote Patching Equipment
SCADA: Supervisory Control and Data Acquisition
Section Controller: Official who controls the train traffic movements in a section by using
dedicated telecommunication network.
Selective Calling Telephone: A 2 wire, 12 way DTMF telephone, generally used for LC gate
communication and yard communication.
Speech Conversion Unit: A hybrid associated with Amplifier
Speaking extension: A Control telephone without ringing facility, generally available in Control
office and at way stations as parallel control telephones.
IRISET 93 TC6 - Train Traffic Control
Back to Content Page
Abbreviations/ Acronyms

TCF: Total Communication Failure, when all types of communication facilities available at
station fails at a time, the condition of TCF occurs.
TDCT: Two Wire Dialing Telephone
Test Room: The location very next to control office associated with control communication
equipment and managed by telecom staff for monitoring of control communication system.
TMS: Train Management System.
Trans (Tx): Speech of section controller to wayside ASM.
TRE: Test Room Equipment
TWA: Three Way Amplifier
VF Repeater: Amplifiers in both Trans and Receive located in regular intervals of 40-50 Kms to
compensate attenuation in transmission path.
VDRPU : Voice Data Recording & Processing Unit
Way station: The telecom equipment, corresponding to HQ equipment, made available with
station master to communicate with controller.

IRISET 94 TC6 - Train Traffic Control

Bibliography

Bibliography/suggested readings & websites Back to Content Page

1. Indian Railway telecommunication Engineering Manual

2. RDSO - Telecom Specifications ( as mentioned in annexure-1) and Policy letters

3. CAMTECH - hand books

4. Installation and testing manuals of various control communication equipments

a) DTMF HQ equipment - M/s Epsilon, Bentron, Anuvidyut & Tummala

b) DTMF way station equipment - M/s Epsilon, Bentron, Anuvidyut & Tummala
c) Equalizer Amplifier System - M/s Bentron, Indisco & Epsilon make
d) CCEO system - M/s Marvel & Bentron make
e) Signal post telephone- M/s Tummala & Epsilon makel
f) Voice Logger - M/s AE telelink systems make
g) Electronic LC gate telephone system with voice logger- M/s Epsilon & Bentron make
h) 2Wire 12 way Selective Calling telephon- M/s Epsilon & Bentron make
i) Power Supply Unit of 12 V and 24 V - M/s Epsilon & Bentron make

IRISET 95 TC6 - Train Traffic Control

Glossary

GLOSSARY Back to Content Page

F
A feedback,35, 37
abnormal, 6, 78 fiber,13
acceptable, 13, 43 fuse,22
alignment, 51
alphanumeric, 34, 36, 70 G
announcement, 72, 73, 74 gain,28, 29, 36, 37, 38, 57, 66, 68, 71
antenna, 43 gateman,12, 56
automatic, 14, 34, 45, 46, 72, 73 gateway,18, 40, 42, 43, 44
guard,11, 51
B
backup, 70, 71 H 77
bandwidth, 43 handset,18, 22, 23, 31, 32, 36, 37, 38, 41,
battery, 22, 28, 30, 31, 32, 48, 56, 62, 64 48, 57, 63, 75
buffer, 28 hardware,15, 40, 42, 43, 73
button, 14, 19, 34, 35, 36, 38, 41, 43, 54, headquarters,1, 2, 3, 15, 18, 33, 34, 35, 45,
56, 61, 60, 78
buzzer, 15, 18, 19, 23, 24, 41, 48, 56, 63 headway,72,
bypass, 58 hybrid, 20, 25

C I
calibration, 71 impedance,19, 28, 29, 36, 37, 38, 40, 48, 70
channel, 8, 13, 15, 16, 17, 33, 36, impulse,15
classic,35 indicator, 35, 36, 72, 73, 74
condenser,27, 29
conventional,17, 27, 28, 30, 31, 33, 35, 51, J
72 junction,10
conversation,15, 19, 36, 42, 51, 57, 58, 62,
63, 69, 70 K
crosstalk, 68 key,2, 38, 42, 55, 57, 62, 63, 71
cutoff, 43,
L
D layout,6, 33, 73,
data, 5, 6, 11, 18, 24, 40, 43, 60, 69, 71, 72, leak,27
75 lightweight, 54
decimal, 20, 24, 54 loading,17, 27, 71
decoder, 18, 19, 24, 25, 28, 30, 32, 51, 55, localization,31, 36
67 locally,24, 38
defective,66, 68 locomotive,2
derivation,12, 26 loudspeaker,12, 18, 20, 22, 23, 30, 35, 48,
dialing,20, 28, 30, 31, 34, 35, 36, 37, 38, 41, 61, 66
57, 61, 62, 63, 64, 65, 75
distortion,15, 70 M
magneto, 54, 56
E manned, 2, 16
earphone, 66, manual, 5, 6, 15, 23, 40, 70, 74
earth,68, 78 masters, 18, 40, 42, 74
electrodynamic,48, 51 matching,19, 48, 51, 72
encoder, 18 material, 2
equalization,27, 29 measurement,60
equalizer,17, 27, 28, 29, 30, 31, 32 microphone,18, 20, 23, 35, 48, 52, 69
extension,4 microprocessor, 22, 60
midsection, 11
multimedia, 70

IRISET 96 TC6 - Train Traffic Control

Back to Content Page
Glossary

N
network, 17, 18, 33, 40, 42, 43, 45, 46, 48, S
58, 69, 78 scalable, 69
networking,69 second, 19, 22, 23, 24, 42, 43, 67
noise,15, 70 segment, 18, 31, 34, 35, 36, 61
numeric, 38, 39, 40 selective, 8, 14, 15, 34, 41, 54
sensitivity,70
O server,6, 18, 40, 42, 43, 44, 60, 70, 71, 75
omnibus, 8, 14, 19, 26, 48, 54, 56, 57 setting,24, 37, 51, 67, 70
optical,13, 17, 33, 46 shutdown,58
output,15, 17, 20, 22, 23, 24, 31, 36, 48, 61, signalling,14, 15, 45, 62
66, 67, 68 socket, 11, 12, 22, 42, 61, 63
overhead,11, 51, 60 switchboard, 37
switching, 68, 69
P
pairs,15, 22, 29 T
parallel,14, 69, 70 tandem, 58
passenger,2, 75 tapings, 11
password,43, 70 trackside, 1
patching, 15, 34, 36, 37, 38, 39, 45, 46 transducer,48, 51
path,36, 38, 45, 46, 57 transmission, 4, 14, 15, 18, 19, 22, 40, 62
phone,40, 41, 42, 43, 44, 56, 57, 70, 75 twisted, 35, 37, 58
piezo, 23, 24, 48
positive,48 U
pulse,15, 24, 38, 57 underground,11, 13, 16, 17, 19, 26, 51
punctuality, 3, 75 unity,36, 37, 38

Q V
quad,9, 11, 12, 13, 17, 19, 26, 27, 28, 31, voice,14, 15, 17, 18, 19, 27, 40, 42, 43, 45,
46, 60 58, 69, 70, 75
quiescent,22, 23
W
R walkie,11
radio,11, 16, 69, 72, 75 wireless,11, 12
reconnect,32, wires,11, 13
resistance,30, 36, 37, 48, 58
ringback, 18, 24 Y
ringtone,42 yard, 6, 8, 10, 18, 73
ripple, 22

IRISET 97 TC6 - Train Traffic Control

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