CHAPTER 1

OFC (OPTICAL FIBRE CHANNEL)

1.1 INTRODUCTION
Fibre Channel is a technology for transmitting data between computer devices at data rates of
up to 4 GBPS (and 10 GBPS in the near future). Fibre Channel is especially suited for
connecting computer servers to shared storage devices and for interconnecting storage
controllers and drives. Since Fibre Channel is three times as fast, it has begun to replace the
Small Computer System Interface (SCSI) as the transmission interface between servers and
clustered storage devices. Fibre channel is more flexible; devices can be as far as ten
kilometres (about six miles) apart if optical fibre is used as the physical medium. Optical
fibre is not required for shorter distances, however, because Fibre Channel also works using
coaxial cable and ordinary telephone twisted pair.

Fibre Channel offers point-to-point, switched, and loop interfaces. It is designed to

interoperate with SCSI, the Internet Protocol (IP) and other protocols, but has been criticized
for its lack of compatibility - primarily because (like in the early days of SCSI technology)
manufacturers sometimes interpret specifications differently and vary their implementations.

Standards for Fibre Channel are specified by the Fibre Channel Physical and Signalling
standard, and the ANSI X3.230-1994, which is also ISO 14165-1.

1.2 PRINCIPLE OF OPTICAL FIBRE SYSTEM

Figure 1.1 - Cladding and core

Industrial Training Report on “Railway Information Systems” Page 1

 Figure 1.2 - Optical fibre channel

Figure 1.3 – Cross sectional view of optical fibre

Light rays enter the fibre through laser lights and strike core cladding surface and the critical
angle. This ray is reflected back into the core. As angle of incidence and angle of reflection
are equal, the reflected light will again be reflected. The light will continue travel in tube.
Light ray strikes the core cladding surface at an angle which is less than critical angle. Then
light travels into cladding, refracted into cladding, it strikes cladding air surface also at an
angle less than critical angle. So this ray travels into the air and does not contribute to light
propagation.

Industrial Training Report on “Railway Information Systems” Page 2

1.2.1 TRANSMITTER
It utilizes a 1300 nm surface – emitting In GaAsP LED, packaged in an optical subassembly.
The LED is dc – coupled to accustom IC which converts differential input, PECL logic
signals to a +5 V power supply, into an analog LED drive current.

1.2.2 RECEIVER

A PIN diode or photodiode for analog to digital conversion.

1.2.3 STM (SYNCHRONOUS TRANSPORT MODULE)

The concept of transporting tributary signals intact across a module is basically known as
STM.

STM Bit Rate (in Mbps) Channel

STM - 1 155.520 1890
STM - 4 622.080 7560
STM - 16 2488.320 30240
STM - 64 9953.280 120960

Table 1.1: Types of STM

1.2.4 TYPES OF SPLICING

a) Fusion Splicing: - Used for permanent joints.
b) Mechanical Splicing: - Used for temporary joints.

1.2.4.1 NOTE:-
a) Fusion splicing loss is 0.01 dB.
b) Joint loss is between 0.01 dB to 0.08 dB.
c) Mechanical splicing loss is measured in TdB.
d) Normal loss is 0.7 dB.
e) Supply voltage for splicing is 12 V DC.

Industrial Training Report on “Railway Information Systems” Page 3

1.2.4.2 TOOLS:-
a) Round scale slitters
b) Loose tube
c) Primary coating remover
d) Fibre cutter or fibre cleaver

1.2.5 ADVANTAGES:-
i. Huge bandwidth (several GHZ).
ii. Low transmission loss.
iii. No cross talk.
iv. No electromagnetic radiation.
v. No interference.
vi. No induction.
vii. Signal security.
viii. Easy availability of raw material.
ix. No WPC clearance.
x. Less weight.

1.2.6 DISADVANTAGES
i. Most important limitation is no topping can be provided.
ii. Difficulty in splicing.
iii. High skilled software required.
iv. Precise and costly instrument are required.

1.2.7 OTDR (Optical Time Domain Reflection)

This meter is used for:-
i. Break fault.
ii. Loss between the two sections.
iii. Transmission loss.
iv. Location and loss of a connection.
v. Location and loss of a splice.

Industrial Training Report on “Railway Information Systems” Page 4

 CHAPTER 2
LAN, MAN & WAN

2.1 LAN (LOCAL AREA NETWORK):

A local area network, or LAN, consists of a computer network at a single site, typically an
individual office building. A LAN is very useful for sharing resources, such as data storage
and printers. LANs can be built with relatively inexpensive hardware, such as hubs, network
adapters and Ethernet cables.
The smallest LAN may only use two computers, while larger LANs can accommodate
thousands of computers. A LAN typically relies mostly on wired connections for increased
speed and security, but wireless connections can also be part of a LAN. High speed and
relatively low cost are the defining characteristics of LANs.

Figure 2.1 – LAN

LANs are typically used for single sites where people need to share resources among
themselves but not with the rest of the outside world. Think of an office building where
everybody should be able to access files on a central server or be able to print a document to
one or more central printers.

Industrial Training Report on “Railway Information Systems” Page 5

2.2 MAN (METROPLOTAN AREA NETWORK)
A metropolitan area network, or MAN, consists of a computer network across an entire
city, college campus or small region. A MAN is larger than a LAN, which is typically limited
to a single building or site. Depending on the configuration, this type of network can cover an
area from several miles to tens of miles. A MAN is often used to connect several LANs
together to form a bigger network. When this type of network is specifically designed for a
college campus, it is sometimes referred to as a campus area network, or CAN.
A metropolitan area network (MAN) is similar to a local area network (LAN) but spans an
entire city or campus. MANs are formed by connecting multiple LANs. Thus, MANs are
larger than LANs but smaller than wide area networks (WAN).
MANs are extremely efficient and provide fast communication via high-speed carriers, such
as fibre optic cables. The term is applied to the interconnection of networks in a city into a
single larger network (which may then also offer efficient connection to a wide area
network). It is also used to mean the interconnection of several local area networks by
bridging them with backbone lines. The latter usage is also sometimes referred to as a campus
network.

A typical use of MANs to provide shared access to a wide area network is shown in the figure
below:

Figure 2.2 - MAN

Industrial Training Report on “Railway Information Systems” Page 6

2.3WAN (WIDE AREA NETWORK)
A wide area network (WAN) is a geographically dispersed telecommunications network. The
term distinguishes a broader telecommunication structure from a local area network (LAN).
A wide area network may be privately owned or rented, but the term usually connotes the
inclusion of public (shared user) networks. An intermediate form of network in terms of
geography is a metropolitan area network (MAN).

2.3.1 USING INTERNET VPN FOR WIDE AREA NETWORKING

Being the world's largest WAN, the Internet can be used for long distance communications
just like X.25, Frame Relay or other private networks. Some companies set up their own
private virtual private network (VPN) servers and use VPN connections over the Internet for
protected communications between sites.
Although VPNs provide reasonable levels of security for business uses, a public Internet
connection does not always provide the predictable levels of performance that a dedicated
WAN link can.

2.3.2 X.25
Many WANs were built using a technology standard called X.25 starting in the late 1970s.
X.25 networks supported automated teller machines, credit card transaction systems, and
some of the early online information services such as CompuServe in the U.S.

Figure 2.3 – WAN

Industrial Training Report on “Railway Information Systems” Page 7

 CHAPTER 3
RAILNET

Rail-net is an intranet created for the administrative and organizational information needs of
Indian railways. It provides communication solutions and information sharing for divisions,
zones, production units, workshops, CTIs and Railway Board.

3.1 NEED OF RAIL-NET

 Security
 Economy
 Exclusive use for Railways
 Better Control
 Access to remote areas

3.2 RAIL-NET USES

 Internet surfing
 Railnet surfing ( sites of various zones, CTI, PU etc.)
 E-mail ( Railnet& Internet)
 File transfer and sharing
 Data acquisition and sharing
 MIS applications

3.3 RAIL-NET v/s INTERNET

 Railnet uses a web server that is only connected to Railway’s internal network.
 Internet users can not access information on Railnet but Railnet users can be given
privilege of accessing internet.
 Railway users access Internet through Railnet via the Internet gateway.

Industrial Training Report on “Railway Information Systems” Page 8

3.4 RAIL-NET – PRESENT STATUS
 All the Zonal Headquarters, Pus, Divisions & Workshops have been linked to Railnet.
 Railnet sites of all Zonal Railways and most Divisions have been developed.
 Most units have their own Email servers for internal communication.

3.5 RAILNET CONNECTIVITY

Figure 3.1 – Rail-net connectivity

3.7 COMPUTER NETWORK AS A MANAGEMENT TOOL

 Provides fast and reliable communication.

 Seamless exchange of information.
 Easily accessible and manageable data.
 Reduction in paperwork.

Industrial Training Report on “Railway Information Systems” Page 9

 Increased economy in operation.
 Provide decision support system to management.

Industrial Training Report on “Railway Information Systems” Page 10

 CHAPTER 4
PRS (PASSENGER RESERVATION SYSTEM)

4.1 INTRODUCTION
Reserved travel by Indian Railways is facilitated by the Passenger Reservation System (PRS).
PRS provides reservation services to nearly 1.5 to 2.2 million passengers a day on over 2500
trains running throughout the country. The PRS Application CONCERT (Country-wide
Network of Computerized Enhanced Reservation and Ticketing) is the world’s largest online
reservation application, developed and maintained by CRIS. The system currently operates
from 5 Data centres. The server clusters are connected together by a core network that
enables universal terminals across country, through which the travelling public can reserve a
berth on any train, between any pair of station for any date and class.

4.2 SERVICES
The PRS is available at over 8000 counters in more than 2380 locations throughout the
country, including all major stations, and important non-railhead locations such as tourist
centres and district headquarters. The PRS services are available to passengers for 23 hours in
a day. Passengers can reserve a berth for any train 90 days in advance. In addition to the
railway counters, multiple delivery channels have been provided to Rail passengers to access
the PRS services. Enquiry services through Internet were launched in year 2000. Touch
screen, IVRS and Display boards are enabled at major booking location for details on train
accommodation availability. I- Ticketing and E-ticketing and through Internet was launched
in year 2002 and 2005 respectively. Booking through Post offices was launched in year
2007.Enquiry services through 139 were launched in year 2007. PRS ticketing through
Mobile VAN (MushkilAssan) was launched in 2009.

4.3 TECHNOLOGY
CONCERT architecture is based on the state of the art technology using 3-tier client-server
distributed transaction processing paradigm. The system has distributed architecture with
Server clusters placed in server centres in five cities: New Delhi, Mumbai, Kolkata, Chennai
and Secunderabad. The server clusters are connected together by a core network based on a
mesh of 02×02 Mbps leased lines. It is an on-line client server application developed in ‘C’

Industrial Training Report on “Railway Information Systems” Page 11

on OVMS using RTR (Reliable Transaction Router) as middleware. It is currently hosted on
state of art converged infrastructure (Itanium blade servers).

Table 4.1: CONCERT architecture of PRS

Server Blade servers having 64-Bit Itanium 9340
Processor
Operating System Open VMS 8.4

Database In-house CRIS proprietary

Middleware HP Reliable Transaction Router (RTR)

Frontend DEC Forms, C and FORTRAN as development

tools
Communication Systems CISCO routers using 2Mbps DOT lines

Network Topology Mesh Topology

Network Protocol TCPIP, DECNET

Figure 4.1 - Mesh topology used in PRS principle

Industrial Training Report on “Railway Information Systems” Page 12

Switch
Switch

Switch

Router

V-35
Modem

Local lead
G-703
Modem

OFC (media)
G-703
Modem

V-35

Modem

Router

Switch

T/S

Figure 4.2 – PRS connectivity

Industrial Training Report on “Railway Information Systems” Page 13

 CHAPTER 5
UTS (UNRESERVED TICKETING SYSTEM)

5.1 INTRODUCTION
Twenty one million passengers travel daily on Indian Railways using the unreserved journey
facility. An unreserved ticket authorizes these journeys but as the name implies, offers no
reserved seats or berths. The ticket is not specific to a train service either. This facility is
predominantly used by commuters and suburban travellers – over short distances where
assured seating is not a necessity. It is also available to lower income groups travelling longer
distances and connects the rural hinterland to districts, towns and cities. Tickets are issued to
the unreserved passenger any time of day or night as booking offices remain open 24 hours a
day, seven days a week.

The Unreserved Ticketing System (UTS) caters to this segment of the market and seeks to
provide a centrally administered computerized ticketing system over the entire Indian
Railways. Today more than ninety percent of the unreserved tickets are sold through this
system. The ability of the system to deliver ticketing at remote corners of the country and
provide uninterrupted services everywhere has been lauded by the Government of India.

5.2 SERVICES
The unreserved ticketing system began as a pilot project in August 2002 on Northern
Railway. A precursor to this centralized ticketing system was the Self Printing Ticket
Machines (SPTMs), a standalone system that was phased out with the arrival of UTS.
Initially the central hardware architecture was supported with station level servers to ensure
business continuity in the event of network failures. The booking office operator dispensed
the tickets using dumb terminals and dot matrix printers. Over the years with improved
reliability of the network a newer design came into force with the introduction of thin clients
provided to the operator. For details regarding these, please check out our Technology
section.

Industrial Training Report on “Railway Information Systems” Page 14

The graph below shows the growth of the service from 2002. Today the service is available at
nearly 5690 locations over all the 16 Zones of the Indian Railways. The Zonal Railways are
responsible for manning the UTS counters and running the services, while CRIS maintains
the application and ensures continuity of business at the system level. There are nearly 100
ticket types that are sold through the system – based on class of travel, concessions for senior
citizens and children, concessions to other categories, and season tickets. The business rules
and fares are determined by the policies of the Ministry of Railways.

5.2.1 GROWTH OF SERVICE

Figure 5.1

5.2.2 JAN SADHARAN TICKET BOOKING SEWA (JTBS)

Ticketing services for the unreserved sector were also outsourced as per Railway Board’s Jan
Sadharan Ticket Booking Sewa (JTBS) scheme launched in January 2007. Currently JTBS
outlets are available at more than 609 locations. These outlets provide self employment
opportunities and the operators are offered a commission per passenger. The terminals at
these counters connect to the central servers for issuing the tickets.

Industrial Training Report on “Railway Information Systems” Page 15

5.2.3 AUTOMATIC TICKET VENDING MACHINES
Apart from manned counters for dispensing tickets, there are also automatic ticket vending
machines (ATVM) that are operated using smart cards and touch screens. This technology
was first introduced in Mumbai in Oct’2007 and its success led to proliferation to other
metropolitan cities. Chennai, Secunderabad, Delhi and Kolkata are the other cities where
these machines are currently commissioned.

The table below shows the number of machines at each of these regions and the average daily
sales as in July 2013.

5.2.4 TABLE NAME – NUMBER OF MACHINES AT EACH REGION

Zone Number of Commissioned Daily Average Earning

ATVMs
Northern Railway 75 741023
Central Railway 385 246443
Western Railway 205 409358
South Central Railway 70 895908
Southern Railway 95 606121
Eastern Railway 95 120285
South Eastern Railway 73 337194
East Central Railway 31 274379
Total 1029 5848711

5.3 TECHNOLOGY
The application has been developed with a two layered architecture in C++. The database
requirements are met through a Sybase product, ASE-CE. A Java version of the application is
used in the ATVMs to provide additional features in the user interface.

Currently, the hardware is deployed across 06 data centres, including one data centre for
Disaster Recovery. To cater to the expansion of the user base for this application, the setup
was revamped recently and migrated to a high-end Virtualized setup. This is the first time

Industrial Training Report on “Railway Information Systems” Page 16

that Virtualization has been implemented for an application of Indian Railways. The backend
setup has a provision to support Business Continuity ensuring nearly 100% uptime for the
application. Besides this, at the client end, the so called ‘Smart Clients’ have been deployed
which are basically thin clients with a footprint of Relational Database Management System
(RDBMS) and application image. These ensure continuous business operations in the event
of network / backend outage for 3 days for thin clients and 1 day for ATVMs. The application
rides on the Unified Ticketing Network (UTN) for the Passenger Reservation System and
Unreserved Ticketing System.
The printing device is a customized Dot Matrix Printer. However, in case of ATVMs,
Thermal Printers are being used. CRIS works as the coordinating agency for procurement of
peripheral equipment for the Zonal Railways. For details on current procurements, please go
to our section on Tender Notices.

The picture here shows a typical ATVM kiosk. The kiosks have a touch screen based user
interface, a smart card reader, a thin client and a thermal printer.

Figure 5.2 – ATVM Kiosk

Industrial Training Report on “Railway Information Systems” Page 17

 CHAPTER 6
FOIS (FREIGHT OPERATIONS INFORMATION SYSTEM)

6.1 INTRODUCTION
The Indian Railways carries nearly 900 million tonnes of freight in a year. This translates to
about 5000 freight trains daily. Freight trains bring two thirds of the Indian Railway revenues
and are referred to as the bread earners for the Railways. The major commodities carried by
Indian Railways are Coal, Iron Ore, Food grains, Iron & Steel, Cement, Petroleum products,
Fertilizer and Containerized Traffic. There are specialized wagons to handle the
transportation needs of the different types of commodities. Unlike passenger carrying trains,
freight trains do not run to a fixed schedule and thus making freight operations a highly
information intensive activity. Based on this information managers make allocation decisions
continually to dynamically optimize utilization of resources like wagons, locomotives, crew
and paths on the network. Real time information allows good decision making and thus
ensures high levels of mobility within the system.

6.2 FEATURES
Apart from monitoring the movement of freight trains, the system calculates freight and other
charges based on complex rules of business and generates the Railway Receipt , the bill
payable by the shipper. Today electronic collection of freight has reached an astounding
figure of Rs 270 crores per day. The system has the capability of tracking and tracing
consignments and publication of information to the end users. Electronic Registration of
Demand is also now a part of FOIS which brings convenience, speed and ease to customers
through online registering of indents for Rakes and Wagons. To bring in greater transparency,
Indian Railways have begun automatic allotment of rakes to customers for select
commodities based on priority rules, operational restrictions, and commercial agreements.
Services are provided to major customers by integrating FOIS with their legacy systems. It is
capable of keeping record of asset ownership and maintenance, which is now being integrated
to an SAP based asset maintenance management system. Most importantly, it also generates
performance reports for terminals, train movements, asset use, financial statements and their
trends over time that have been used for bringing about systemic improvements.

Industrial Training Report on “Railway Information Systems” Page 18

6.3 TECHNOLOGY
The application has been developed in house with a 3-tier architecture using Visual Basic 6.0
(EE), Oracle Tuxedo 10 (Middleware) and Oracle 10g as Database. Reports are available on
J2EE platform accessible both on FOIS network and over the web at
www.fois.indianrail.gov.in. FOIS is integrated with other operations modules of CRIS using
an Enterprise Application Integration software and with banks and customer legacy system
through SOA using web services. Oracle grid including Oracle Web logic, Oracle Tuxedo
and Oracle DB are used for the same.

CRIS
Centre for Railway Information System

Media

STM

G-703

Local lead
V-35

Router

Switch

PC PC PC
TMS CMS RMS

Figure 7.1 - FOIS connectivity

Industrial Training Report on “Railway Information Systems” Page 19

 CHAPTER 7
COIS (COACHING OPERATIONS INFORMATION SYSTEM)

7.1 INTRODUCTION
Millions of passengers book their journeys everyday with the confidence that when their train
rolls up on the appointed day, it would bring a coach which has place for them. To meet this
expectation day in day out, Indian Railways need to track over 50 thousand coaches. By
efficiently deploying the fleet, railways are able to run more services for the benefit of their
passengers, while minimising any chances of disruption and disappointment. IR also must
ensure that these assets receive timely another module, called the CMM or Coach
Maintenance Management module, has been developed to facilitate and record maintenance
of coaches and the management of spare parts inventory. It is fully integrated with the
operations modules for generating alerts, interchange of information, request for placement of
rolling stock for repairs, delivery and acknowledgement of certification of coaches for
service, etc servicing and maintenance. Depending upon the need, the system can deliver
historical records from past years in printed reports, or up-to-the-minute information on an
official’s cell phone.

7.2 FEATURES
The COIS (Coaching Operations Information System) module of this application provides
detailed, real-time information for planning, executing and monitoring the operations of
passenger services. Since the system is aware of the plans, it requires minimal data input.
Even this input is easy because the users can literally drag and drop coaches in a virtual
representation of their yards.

The Punctuality Analysis & Monitoring (PAM) module of ICMS automatically picks up the
delays from the Control Office Application (COA) and produces real-time insight into the
state of the operations. The system provides consistent and accurate reports for all level of
management, from the operative to the strategic. Since ICMS already has most of the related
information, it is the natural place to also monitor and analyse the punctual running of trains.

Industrial Training Report on “Railway Information Systems” Page 20

7.3 TECHNOLOGY
The operations (COIS) and punctuality (PAM) modules have been developed in-house on the
Java EE 6 platform and hosted on IBM Web Sphere Application Server. The maintenance
module leverages the capabilities of IBM Maximo Asset Management software.

Industrial Training Report on “Railway Information Systems” Page 21

 CHAPTER 8
NTES (NATIONAL TRAIN ENQUIRY SYSTEM)

8.1 INTRODUCTION
National Train Enquiry System (NTES) is an integral part of Integrated Coaching
Management System developed and maintained by CRIS. Although Indian Railways make all
out efforts to run all passenger carrying trains as per their schedules and maintain their
punctuality , at times for reasons beyond the control of Indian Railways trains get delayed,
are rescheduled from their starting stations, cancelled or diverted to another route resulting in
change in the actual Arrival/Departure time from their scheduled time. To save the
inconvenience caused to Rail users due to these changes in train running, National Train
Enquiry System (NTES) provides information to public about expected Arrival/Departure of
trains at each stopping station, train schedule information, information about cancelled trains,
diverted trains, and also platform berthing information at major stations.

The main goal and objective behind NTES system to provide timely and reliable information
to general public through user friendly interfaces and PAN India accessibility has been
achieved to a large extent and now the information is conveniently and reliably available to
public all over the country through various delivery channels i.e. through web browsing,
through mobile phone or landline (voice and SMS) and also in person through face to face
enquiry and displays at all IR stations.

8.2 SERVICES
Indian Railways normally receive about 2 lakh queries each day on the website
(http://www.trainenquiry.com) for the current status of trains, besides large number in-person
enquiries at the stations.
The user interface for www.trainenquiry.com has been tested extensively and has been
generally well-received by the users. It allows search for a train by number or name, any
stations on its route, type of train, etc. Even partial inputs (in any combination) are accepted
making it very easy for a user to identify his train and to obtain its status. The website also
works on a large number of smartphones and tablets.

Industrial Training Report on “Railway Information Systems” Page 22

Users can also obtain the information by sending SMS to 139 or calling to 139 IVRS or speak
with the customer care executive on 139.
Both the website and 139 systems are powered by the National Train Enquiry System
(NTES),which directly and automatically sources information from the Control Office
Applications that plan and monitor train operations.

8.3 TECHNOLOGY

Date Description of the task assigned Knowledge acquired

Day 1 Soft skills Basic concepts related to soft skills

19/07/16

Day 2 Principle of Optical Fibre System Basics of optical fibre channel

20/07/16

Day 3 Optical Time Domain Reflection of Pros & Cons of OFC

21/07/16 OFC

Day 4 Local Area Network Structure of LAN

22/07/16

Day 5 MAN & WAN Structure of MAN & WAN

23/07/16

Day 6 About Railnet Need and uses of Railnet

24/07/16

Day 7 Present status of Railnet Railnet connectivity

25/07/16

Day 8 About Passenger Reservation

Industrial on “Railway Information
System
Training Report Services and technology used inPage
Systems” PRS23
26/07/16
Day 9 Topology used in PRS PRS connectivity
27/07/16

Day 10 About Unreserved Ticketing System Services and features of UTS

28/07/16

Day 11 ATVM kiosk Outlets used in UTS ATVM kiosk

29/07/16

Day 12 About Freight Operations Information Services and features of FOIS

30/07/16 System

Day 13 About Coaching Operations Information Introduction to COIS

31/07/16 System

Day 14 About National Train Enquiry System Technology behind NTES

01/08/16

The core NTES application has been developed in Client/ Server Architecture using C
language and Sybase ASE version. Application is running on IBM X-series server with Linux
as operating system. The servers are in High Availability mode at each site. The train
schedule/running data is available at 4 NTES sites (Delhi, Mumbai, Chennai and Kolkata).
Each site performs updates on the trains running status for its defined region through the data
received from Control Office Applications (COA) using EAI tool TIBCO. The data is then
replicated to all other sites from the local site using the Sybase replication server. Replication
of data serves two purposes. Firstly, actual train running information is available to public
through all the delivery channels and secondly the data is available from other sites in case of
failures/ system down on a particular site. In addition to replication of data between the site
wise databases of NTES application, the Sybase replication server replicates data from all
four sites to centralized database of call center application hosted on ORACLE database.

The web interface of NTES www.trainenquiry.com being used most widely is written in
Microsoft DOT net technology with IIS as application server and the database is Microsoft

Industrial Training Report on “Railway Information Systems” Page 24

SQL server. The SQL server integration services (SSIS) is used for replicating data from
Sybase to Microsoft SQL.

CONCLUSION

The two weeks industrial training with East Central Railway has been one of the most
interesting, productive and instructive experience in my life. Though this training, I have
gained new insight and more comprehensive understanding about the real industrial working
condition and practice, it also improved my soft and functional skills. All these valuable
experience and knowledge’s that I have gained were not only acquired through the direct
involvement in task but also through other aspects of training such as : work observation,
interaction with colleagues, supervisor and other people related to the field. I am sure that
industrial training program has achieved its primary objectives. As a result of this training I
am more confident to build my future career in IT software industry.

Industrial Training Report on “Railway Information Systems” Page 25

 REFERENCES

[1]. East Central Railways / Indian Railways Portal

[2]. East Central Railway zone – Wikipedia
[3]. www.cris.org.in
[4]. www.cybermanual.com

Industrial Training Report on “Railway Information Systems” Page 26