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Conceptual Model for Cellular Network

Dependent Location Estimation (CNDLE) for
Trains in Indian Scenario
A. Gupta and Prof. S. Tapaswi

Abstract— Location estimation which uses mobile network as its skeletal framework has been a major subject of research and has drawn considerable
attention in the field of wireless communication. The major problems with Indian Railway are increase in the frequency of accidents and the lack of
punctuality. This is primarily due to the lack of a proper estimation of the train’s position at a given time. Although, the use of Global Positioning System
(GPS) is a convenient way to estimate such location, it suffers from some well known problems. During a train journey, many people carry cell phones
which receive intermittent control signals from the base stations. Using this fact, we propose a model for locating a train using the existing framework of
cellular network; thereby obviating the requirement of any additional infrastructure. Such estimation is made possible in a scenario where the train speeds
are moderate such that control signals can be exchanged periodically between the mobile and the base station.

Index Terms— Global System for Mobile Communications (GSM), Global Positioning System (GPS), Mobile Ad-hoc Networks (MANETs), Vehicular Ad-
hoc Networks (VANETs), Macro cells, Micro cells, Pico cells.

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of a clear line of sight with the tracking satellite (2)
1. INTRODUCTION dependence on weather conditions (3) expensiveness of good

D espite being the second largest rail network, transporting and reliable GPS tracking systems (4) need for maintenance.
20 million passengers and more than 2 million tons of One of the major problems when using GPS receivers in
freight daily[1][2], the current Indian Railway framework railway environments is the multiple electromagnetic
fails to provide correct running status of the trains; thereby interference (EMI) sources, due to numerous factors such as
causing inconvenience to the passengers. The Indian Railways rolling stock, locomotives, onboard power-supply
(IR) is facing new competitive threats with the expansion of installations, catenaries, electrical devices, and signaling and
the road network and cheap air fares. There is a compelling telecommunication equipment[4]. There has been hardly any
need for IR to become more customer focused by delivering analysis on the interference effects generated by railway
higher service levels which include (1) reducing accidents (2) equipment on the performance of GPS receivers located in the
improving passenger safety, (3) increasing punctuality, and (4) locomotive’s cabin. Manufacturer’s measurements generally
offering new passenger amenities[3]. The major challenge is focus on particular locomotives, but there is no established
the absence of a centralized system to track the position of norms pertaining to the maximum EMI radiation levels
railways at a particular moment of time. A lot of estimation of permitted for rail equipment in order to assure the correct
the train’s location is done manually which introduces errors operation of GPS receivers. Moreover, the set of specifications
and also causes unnecessary delays. This in turn causes grave for railway operations are abstruse. Requirements addressing
inconvenience to passengers who require frugality with time. accuracy, integrity, continuity, or availability are variegated;
One of the best solutions known till date for location being significantly different according to the kind of railway
estimation is based on the estimation using the Global industry. However, the cellular radio network often has good
Positioning System (GPS). It is a space-based global navigation coverage in most of the populated areas. Hence, using the
satellite system that provides reliable location and time existing cellular network for location estimations can be an
information anywhere on or near the Earth where there is an alternative method to provide location estimation, particularly
unobstructed line in urban areas [5].
of sight to four or more GPS satellites. Although GPS makes Location estimation based on the mobile network has received
use of satellites, is widely used for location estimations, it may considerable attention over the past few years due to its great
not provide the expected accurate results in urban areas, such potential to enable different kinds of location-based
as Hong Kong and India. This is because satellite signals are applications in the areas of logistics, tourism, and
often reflected, deflected, or blocked by skyscrapers, which entertainment. The search for a good location estimation
causes inaccurate estimations or precludes estimates. The algorithm that is based on the cellular radio network has
GPS suffers from several disadvantages which hamper its become a popular research topic for location aware
mass use in the Indian railway which include (1) requirement computing. In literature, many mobile location methods have
been proposed. These methods make use of the time of arrival
(TOA), angle of arrival (AOA), time difference of arrival
————————————————
(TDOA), and received signal strength (RSS) of signals for the
 A. Gupta is with the Indian Institute of Information Technology and
Management, Gwalior, India 474010.
proper estimation of the location of a mobile station (MS)
 Prof. S. Tapaswi is with Indian Institute of Information Technology and [6][7]. To deal with the problems of the communication delay
Management, Gwalior, India, 474010. influence on the safety location in control system, a study has
been conducted for the delay of communication with different
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system structures of control and length of data frame [8]. An
architecture and methodology for executing a train control
application in an extremely safe manner is presented in [9]. A
safety analysis of a train control supervisor for Automatic
Train Operation (ATO), using timed Petri nets as the modeling
approach is described in [10]. An excellent implementation of
GPS for determining the position of trains for train safety in
Indian scenario has been developed by Indian Institute of
Technology, Kanpur under the project Satellite Imaging for
Rail Navigation (SIMRAN) [11].
This paper deals with the location estimation of train at a
given time using the existing cellular network. Such an
implementation obviates the requirement of an additional
infrastructure like the GPS. The location of a MS is roughly
known to the network as described in section 2. An
improvement to the location obtained can be done by
applying the CNDLE Model and algorithms. Eventually, this
model can be used for predicting the running status of trains
and accidence avoidance.
The rest of the paper is organized as follows. Section 2
provides an overview of the current cellular network and its
functioning. Section 3 provides some assumptions that need to
be made for the proper functioning of the model. Section 4
describes the CNDLE model for railways and a description of
the algorithms required to implement the model is mentioned
in Section 5. Section 6 describes a theoretical comparison of
the proposed model with the existing model for location
estimation of trains in Indian. Section VII concludes the paper.
2. CURRENT CELLULAR NETWORK
Global System for Mobile Communications (GSM) uses a
series of radio transmitters known as Base Stations (BS) to
connect a cell phone to a cellular network. Each BS can also be
termed as a cell because it covers a certain range within a
discrete area.
Base Stations are all interconnected, which facilitates the
movement if users from one cell to another - a process called
handover without losing their connection. A set of Base
Stations is connected to a particular Base Station Controller
(BSC) and a group of BSCs are in turn connected to the Mobile
Switching Centre (MSC). The MSC is a critical part of the
cellular network as it routes all your incoming and outgoing
calls to and from the fixed-line networks or other cellular
networks. The MSC also contains a critical database known as
the Home Location Register (HLR) which contains and
provides the information required to authenticate, register and
locate the user as a that network's subscriber. Concurrently,
the information in the HLR also points to which BSC the user’s
cell phone is currently connected to, so that when the
network’s MSC needs to route an incoming call to his cell
phone number, it will first check the HLR to see where he is.
Moreover, each base station in the network contains a Visitor
Location Register (VLR) which stores information about all the
mobiles that are currently under the jurisdiction of the MSC
that it serves. Of all the information it stores about each MS,
the most important is the current Location Area Identity (LAI).
LAI identifies under which BSC the MS is currently present.
The data stored in the VLR has either been received from the
HLR, or collected from the MS. The VLR is used primarily to
 
handle the roaming users. The details of such a process are
outside the scope of this research. Periodically, the cell phone
sends a message to the network indicating where it is, a
process called Polling.
Figure 1 – The current structure of GSM
Each mobile phone is provided with a 10 digit telephone
number known as the Mobile Identification Number (MIN),
and has a unique Electronic Serial Number (ESN). Also, a
unique 5-digit number known as System Identification Code
(SID) is assigned to each carrier by the Forward Control
Channel (FCC).When users switch on their mobile phones; it
tries to obtain a SID on the FCC. If the Mobile phone fails to
get link with the control channel, it displays a “no service”
message. If the Mobile phone gets the SID, it compares the
SID programmed in the phone with the received SID. If both
SIDs match, the phone identifies that the cell it is
communicating is the part of its home system. The
combination of a MIN and ESN creates a special digital
"signature" that includes the user’s SID. This signature is sent
from his cell phone to the nearest BS asking if he as a
subscriber of a particular network is allowed to use of the
network. The request is passed on along the network of BSs to
BSC and finally the multifaceted heart of a cellular network -
the Mobile Switching Center (MSC). The HLR contained in the
MSC, immediately checks the special "signature" contained in
the request against its special subscriber database. If the
subscription is current, the MSC sends a message back to the
phone via the network of BSs that indicates that the user is
allowed to access the network. The name or code of that
network appears on the LCD screen of the cell phone.
3. ASSUMPTIONS
This section states the various assumptions that need to be
made to adequately represent the CNDLE model. We assume
that for being a part the network, the trains are sufficiently
equipped with wireless transreceivers which can transmit in a
short range (100 m-200 m) for transmitting data packets
containing details of the journey such as train number,
distance travelled timestamp. It is assumed that the
surroundings of the train contain at least one service enabled
mobile phone capable of receiving signals from the train. Such
a capability can be easily integrated in the software of the
mobile phone. Also, a central database is maintained which
contains the average time taken by different trains to travel
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various distances once the journey has commenced. Such a
database is deployed at a server dedicated specifically for
maintaining train status information. We shall refer to this
server as the central railway status server (CRSS). It is
assumed that trains travel at a moderate speed not more than
140 kmph and each train follows a similar path in each trip.
4. THE CNDLE MODEL
Location estimation in mobile ad-hoc networks is challenging
primarily due to the random movement patterns of various
subscribers. Such estimation becomes comparatively easier in
Vehicular Ad-hoc Networks (VANETs) because the vehicles
are confined to certain road maps [13]. In most of the cases,
trains follow a similar route to the destination. This makes
location estimation even easier.
To effectively predict the status of the train under observation,
we need a rough estimate of the location of the train as well as
the time. Therefore, if location information is available against
the timestamps, we can estimate the position of a train at a
particular time. Once location is known, the average time
taken by the train to travel from that location to the
destination can be estimated. Consequentially, we can
estimate the running status of the train.
To achieve the above, the CNDLE Model demands only
additions to the current cellular network architecture
described in section – The addition of a Additional
Information (AI) code and a location estimation technique.
The AI code can contain additional information of a train such
as the train number, the distance covered by it and the
timestamp. Once the mobile is successfully registered using
the MIN/ESN combination, the AI code can be transmitted to
periodically as a control signal to update the running status of
a particular train. The code on being received updates the
average time of the central database and the current status of
the train.
A. THE AI CODE
In order to adequately represent the CNDLE model, we define
the AI code to contain the following:
1. Train Number
2. The distance travelled by the train
3. Timestamp
A sample packet for AI code has been depicted in figure 2.
Control Train Distance
Timestamp
Information Number Covered
C N D T
Figure 2 – Sample packet for the AI code
Using figure 2 we can determine the average length of such a
packet. The following notions are used:
dc: Current distance covered by the train
dm: Maximum distance possible between two stations
dtot: The total distance to be covered during a journey.
nc: Train number of the current train
 
nt: Current number of functioning trains in a nation
tc: Current time
C : Number of bits of control information required by the cellular
network.
N : Number of bits used that are required to represent each train
number uniquely
D: Number of bits required to represent the maximum distance
possible between two stations uniquely.
T: Number of bits required to represent the timestamp
representing tc
The average length (lc) of the AI code can be estimated by the
following equation:
C N D T (1)
where:
(i) C depends on the control information transmitted by
the network;
(ii) log
(iii) log
(iv) T depends on the type of system that is used.
The standard Unix time_t (data type that represents a point in
time) is a signed integer data type, traditionally of 32 bits.
Therefore, it can traditionally represent 136 years uniquely. If
such a system is followed, the minimum time that can be
represented is 1901-12-13, and the maximum time that can be
represented is 2038-01-19. This representation overflows at
03:14:07 UTC 2038-01-19.
Therefore, in some newer operating systems, time_t has been
widened to 64 bits. Such a representation provides a unique
representation of 293 billion years and is sufficient for most
practical purposes.
Therefore, we can represent lc, the total number of bits required
to represent the AI code, by the following equation:
C log log 64 (2)
(Assuming 64 bit timestamps)
B. LOCATION ESTIMATIONS
While a mobile is within its network, a mobile communicates via
control signals with its base station. The HLR maintains all
administrative data that is related to each subscriber who is
registered in the corresponding GSM network, along with his
current location. However, the location provided by the HLR can
only help us identify the cell in which the user is active. A
typical cell radius may vary from 4m – 30 km. Depending on the
density mobile phones in an area, cells may be classified by their
radius:
 Macro-cellular: 1 - 30 km
 Micro-cellular: 200 - 2000 m
 Pico-cellular: 4 - 200 m
The Pico cells are characteristics of dense areas such as cities and
populated towns. In villages, Macro cells are prevalent.
Therefore, the mere knowledge of the location from the HLR can
only provide us with a rough region in which a particular cell
phone is present.
Moreover, the shape and extent of the cells keep changing with
time. A snapshot obtained by Siemens TORNADO D Cellular
Planning Tool of cellular structure is shown in figure 3.
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Figure 3 - Figure depicting the actual cellular structure at a particular
instant in time.
Therefore, for obtaining a more precise location, we can use the
information transmitted by the AI code. The AI code transmits dc
which can be used for location estimation. Since trains generally
take the same route to the destination, we can trace the distance
dc from its origin along the usual route of the train. The location
of the point which is distance dc away from the origin is the
rough location of the train at time tc.
Figure 4 – Depiction of the origin (A), path followed (prominent line) and
the current location (B) by a train that has travelled distance dc
In figure 4 we assume that the train originates from point A and
reaches a point B after travelling a distance dc depicted by the
dark line. Since the path of the train is known and the train
follows a similar path during its journeys, we can estimate
location (latitude and longitude) based on the distance (dc) alone.
In the above figure we get the approximate location as 13° 56' N
and 75° 38' E. Therefore, if we know the distance travelled by a
train, it becomes fairly easy to estimate the rough location of the
train.
5. THE CNDLE ALGORITHM
In this section we introduce the CNDLE algorithm for
estimation the current location of a particular train at a given
moment of time. Different parts of the algorithm must be run
at different locations to facilitate the proper functioning of the
model. We propose an algorithm for the determining the
estimated position of a train which may be used for predicting
the running status as well as a safety application. Section A
describes the procedures that are used in the algorithm.
Section B describes the use of the procedures for predicting
the running status. Section C describes its use for accident
avoidance.
 
A. PROCEDURES
Mentioned below are some procedures that need to be
implemented to predict the approximate arrival time of a
particular train (tarr) at a particular destination (dest) at a distance
ddest from the origin. The model proposes that the CRSS
communicates with the train via MS and BS. The packet Pack is
transmitted by CRSS on successful update of the information
provided by the train (via MS and BS). The packet Pwarn is
transmitted by the CRSS when more than one train is
forbiddingly near on the same track. This communication
happens via BS to MS that communicates the information to the
train transreceiver.
►Procedure to transmit train information to Mobile phones
nearby and fetch warning information. This procedure has to
implemented by the transmitting unit present in the train.
PROCEDURE DIS_LOC(Packet Ki)
1. Check packet Ki. If Ki is Pack then the previous packet was
delivered properly and the system is ready for newer information.
If Ki is Pwarn, warn the driver, who is advised to slow down
because the same trace contains trains nearby which may cause
an accident.
2. Repeat steps 3-5 at regular intervals while dc < dtot
3. Update the distance covered (dc) from the origin
4. Form a packet containing dc, tc and nc.
5. Transmit the packet to nearby mobile phones.
6. Stop transmitting train information as the train has reached its
final destination
►Procedure facilitating formation and transmission of AI code to
nearby base station. This procedure has to implemented in
software on mobile stations.
 
PROCEDURE DIS_AI(Packet Pi)
1. Check for control information provided by the base station. If
Pi is Pack or Pwarn, forward it to the transreceiver in the train.
2. Scan for the presence of signals transmitted by a train
3. If signals are present, execute steps 4-6 at whenever a packet
Pi is received by the mobile
4. Form the AI code from the information provided by the
packet Pi (dc, tc and nc) and control signals
5. Transmit the AI code to the base station and delete
current packet Pi from memory
6. Check for the presence for a new packet Pi. If present
return to step 3 else return to step 1.
7. Goto step 1
►Procedure to receive and forward AI code transmitted by
mobile phones in a train. This procedure has to be implemented
at the base station.
PROCEDURE REC_AI(Packet Mi)
1. Check if packet Mi is Pack. If yes, forward the packet to the
mobile station along with its control information.
2. Scan for the presence AI code in users control signals
3. If AI code is present, execute steps 4-6
4. Extract train information (dc, tc and nc) from the AI signal
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5. Transmit the information in form of a packet Ui to the
CRSS.
6. Check for the presence for a new AI code. If present
return to step 3 else return to step 1.
7. Goto step 1
►Procedure to receive update current running status of trains.
This procedure has to be implemented at the CRSS.
PROCEDURE UPDATE(Packet Ui)
1. Check for the receipt of packet Ui and repeat steps 2-14 if a
new packet Ui is received
2. Extract dc, tc and nc from the packet Ui
3. Edit the entry for the average time to travel distance dc by
adding the new information to the existing database and
recalculating the average.
4. Determine the rough location of the mobile using the
location mentioned in the HLR.
5. Determine and store more precise location using dc by
tracing it along the usual route to determine the location in
form of latitude (Plat) and longitude (Plong) (by the technique
mentioned in section IV, B).
►For any desired destination (dest) (for which we have to
calculate the arrival time) at a distance ddest from the origin, we
calculate the remaining distance and check the average time the
train takes for travelling the distance to calculate the status
6. if (ddest – dc >0) perform steps 7-9
7. Check the average time the train takes to reach
distance ddest (t2) and distance dc (t1). Now calculate the
average additional time (tavg) required to cover a
distance ddest from dc.
Thus, tavg = t2 – t1
8. Convert the timestamp tc received to time in hours
and minutes (tact)
9. Calculate predicted time of arrival at destination dest
(tarr)
tarr = tact + tavg
10. if (ddest – dc <0) the train has already passed ddest.
11. Calculate the delay in arrival (tdel) by calculating the
difference between the predicted arrival time (tarr) and the
actual arrival time (trt) .
tdel = tarr - trt
12. Update the delay for the particular destination (dest)
13. Provide an acknowledgement of the successful
completion of the process by sending Pack to the base
station.
14. Check for receipt of a new packet Ui. If received, goto
step 2
15. Goto step 1
►Procedure to warn all the trains on the same track who are near
each other. This procedure has to be implemented at the CRSS.
PROCEDURE WARN_ALL()
1. Repeat steps 2-5 for all tracks that are active at that
moment of time.
2. Retrieve the current position of all trains on track
at that moment of time.
3. If the position provided is stale (say it is of time tst
when distance travelled is dst) and current time is tcur,
 
make an estimation based in the average distance the
train travels in the time tinit-tcur after it has travelled
dst distance.
4. Compare the proximity of the trains. If the trains
are forbiddingly close, repeat step 5 for all trains that
are near.
5. Form a packet Pwarn and send it to the base
station of the train in question.
B. PREDICTING RUNNING STATUS
Based on the above procedures, the running status can be
predicted as mentioned by the procedure UPDATE(Packet Ui).
The arrival time at the location dest is provided by tarr and the
delay can be predicted by tdel. No manual intervention is required
in such a calculation. Since there is a central database which
maintains the train information, all destinations are updated
accordingly.
C. ACCIDENT AVOIDANCE
Once the procedure UPDATE(Packet Ui) is executed, we can
estimate latitude (Plat) and longitude (Plong) of the train under
observation. When there are more than one trains on the same
track, using the model, we can approximate the position of each
train at a given moment of time. Even if the location information
of the train is stale due to the disconnections, we can effectively
predict the location of the train using the distance the train travels
on a average till a particular moment of time. Therefore, we have
a rough estimate of the location in terms of latitude and longitude
of all trains on the same track. Such information can be used to
prevent accidents by providing warning signals to trains. The
procedure WARN_ALL() does this and transmits Pwarn packet to
the BS which forwards it to the MS of the train and the MS in
turn forwards the Pwarn to the train transreceiver. Once the Pwarn
signal is received, the driver is warned and advised to slow down.
Since the network connectivity provided by service providers in
moving trains in intermittent and the location is a simple
estimate, this model will find only a limited use due to lack to
accurate locations.
5. THEORETICAL COMPARISON
This section provides the theoretical comparisons of the
CNDLE model against the current model that is prevalent for
status inquiry used by Indian Railways. To keep track of trains
in the present Indian scenario, the stations masters contact the
control room at the divisional headquarters every time a train
passes their station [12]. Until November 2009, the information
so obtained used to be manually plotted on a map. Since then
the mapping has been automated, but the backbone of the
system is still based on the calls of the station master. Such a
system has two major problems: (1) the process is manual and
human intervention can introduce unnecessary delays. (2) The
information is updated only on stations. In case a train gets
delayed between two stations, information cannot be relayed
to successive stations. Tracking is therefore sometimes
inaccurate.
The current model is based on the presence of a cellular
network. As long as even a single user has a connection with
his base station, the information pertaining to the train’s
location can be transmitted with ease. This model is superior
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to the existing model because (1) The system is automated and [12] http://www.livemint.com/2010/06/06202515/Internal-conflict-
requires no manual intervention (2) the train’s position delays-satel.html?atype=tp. Retrieved 2010-8-1.
[13] J. Zhao and G. Cao,"VADD: Vehicle-assisted data delivery in vehicular
between stations can be estimated to a greater accuracy, as
ad hoc networks," in Proc. IEEE INFOCOM'06, Apr. 2006, pp. 1-12.
long as a cellular network is present. Avijit Gupta is currently pursuing the 5 year Integrated Post Graduate
programme at ABV- IIITM Gwalior. He secured a percentile of 99.85 in
GATE, 2009 (computer science) and is a regular participant of ACM-ICPC
6. CONCLUSION AND FUTURE WORK contests. His primary research areas are Computer networks and Adhoc
Networks.
In this paper, we presented the CNDLE Model for location
estimation for trains in Indian scenario. We described how the Shashikala Tapaswi received the B.E. degree from MITS, Gwalior, India,
in 1986, the M.Tech degree in computer science from University of Delhi,
current cellular network can be used to send the train running New Delhi, India, in 1993, and the Ph.D. degree in Computer Engineering
status using the AI code. The distance travelled by the train as from the Indian Institute of Technology, Roorkee, India, in 2002. Currently
well as the base station under which it resides at a moment she is a Professor at ABV-IIITM, Gwalior. Her primary research areas of
interest are AI, ANNs, Fuzzy logic, Digital Image Processing, Computer
provides us with a rough estimate of its location. The Networks, Mobile Networks, Adhoc Networks, information Security.
implementation of various procedures at different locations in
the network can eventually facilitate the transfer of
information using the cellular network.
For study and future work, the security aspects of such a
network can be discussed. Since the AI code is available to all
mobile stations, malicious manipulation of the code should
not be authenticated. Also, a study to reduce the packet length
of the proposed AI code can be discussed.

ACKNOWLEDGEMENT
We would like to acknowledge the support received by ABV-
Indian Institute of Information Technology and Management
Gwalior for facilitating this research.

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