HILL TRAIN POWER GENERATION AND AUTOMATIC RAILWAY GATE CONTROLLING

A Seminar Report on

“HILL TRAIN POWER GENERATION AND AUTOMATIC RAILWAY GATE CONTROLLING”

Submitted in partial fulfillment for the award of degree of BACHELOR OF TECHNOLOGY

In COMPUTER SCIENCE ENGINEERING

Submitted To

Submitted By

MR. ASHWINI SAINI MS. SMITA AGRAWAL

NEHA AGARWAL (14EGJCS073)

DEPARTMENT OF COMPUTER SCIENCE ENGINEERING GLOBAL INSTITUTE OF TECHNOLOGY JAIPUR (RAJASTHAN)-302022

Acknowledgement Mr. Ashw Ashwin inii Sain Sainii Depar I would uld like to thank ank sincerely to my superv ervisor Mr. Departm tmen entt of Comp Comput uter  er 

Scienc Sciencee Engin Enginee eeri ring ng.. GIT, GIT, Jaip Jaipur ur,, inva invalu luabl ablee guidan guidance ce,, const constan antt assi assist stan ance, ce, suppo support rt,, endur enduranc ancee and constructive suggestions for the betterment of the tech nical seminar. I would like to express my deep sense of gratitude to our Dire for her  her  Direct ctor or Prof Prof.. Renu Renu Josh Joshii for continuous effort in creating a competitive environment in our college and encouraging throughout this course. I would like to convey my hear eartfelt elt thanks nks to Ms. HOD of Comp Comput uter er Scie Scienc ncee Ms. Smit Smita a Agra Agrawa wall , HOD Department for giving me the opportunity to embark upon this topic and for his continued enco ncouragement throughou hout the preparation of this his prese esenta ntation. on. Am thank ankful to all all the staff  memb member erss of Comp Comput uter er Scie Scienc ncee Depa Depart rtme ment nt,, GIT GIT Jaip Jaipur ur who who dire direct ctly ly or in dire direct ctly ly cont contri ribu bute ted d to the completion of my seminar work. Finally I am thank ankful to our our par parent ents and and friends nds for thei heir con continued ued moral and material support ort throughout the course and in helping me finalize the presentation.

NEHA AGARWAL 14EGJCS073

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Abstract In this this , we are are gene genera rate ted d powe powerr by ener energy gy harv harves esti ting ng arra arrang ngem emen entt simp simply ly runn runnin ing g on the the rail railwa way y track for powe ower app applicati ations. Today there is a need of Nonon-conv onventi ntional energy system to our  our  nation. The energy obtain from railway track is one source of to generate non conventional energy because there is no need of fuel as a input to generate the output in the form electrical  power and these is done by using simple gear drive mechanism. These mechanism carries the flap flap,, rack ack and and pini pinion on,, gear gearss, freew reewhe heel el,, flyw flywhe heel el,, DC gene generrator ator,, batt batter ery. y. The The mai main focu focuss of this his arrange ngement is the har harves vesting large amount of power ower from railway track whic hich can can be used to  power the track side infrastructures which has power rating up 8 to 10 watts or more. Aim Aim of this this proj projec ectt is to cont contro roll the the unma unmann nned ed rail rail gate gate auto automa mati tica call lly y usin using g embe embedd dded ed plat platfo form rm.. Toda Today y ofte often n we see news news pape paperrs ver very oft often abou aboutt the railw ailway ay acci accide dent ntss happ happen eniing at unat unatttende ended d rai railway lway gat gates. es. Pres Presen entt proj projec ectt is des designe igned d to avoi avoid d such uch acci accide dent ntss if imple mpleme ment nted ed in spir spirit it.. This This  project is developed in order to help the INDIAN RAILWAYS in making its present working sys system tem a bet better ter one, one, by elim elimiinat nating ing some some of the loop loopho hole less exis existi ting ng in it. it. Bas Based on the the res respons ponses es and and repo report rtss obta obtain ined ed as a resu result lt of the the sign signif ific ican antt deve develo lopm pmen entt in the the work workin ing g syst system em of INDI INDIAN AN RAILWAYS. This project can be further extended to meet the demands according to situation. This can be fur further ther impl implem emen ente ted d to have have cont contrrol room oom to regu regullate ate the worki orking ng of the the syst ystem. em. Thus Thus beco become mess the the user user frien riendl dlin ines esss. In this this proj projec ectt AT89 AT89c5 c51 1 Micr Micro o cont contrrolle ollerr Inte Integr grat ated ed Chip Chip play playss the main ain role. The program for this project is embedded in this Micro controller Integrated Chip and int interfa erface ced d to all all the per periphe iphera rals ls.. The The time timerr prog progra ram m is ins inside ide the the Micr icro cont contrrolle ollerr IC to main mainttain ain all the functions as per the scheduled time. Stepper motors are used for the purpose of gate control interfaced with current drivers chip ULN2003 it’s a 16 pin IC. Infra red transmitter sensor gives the infra red rays, this wavelength depends upon the input freq freque uenc ncy y of the sens ensor. or. If freq freque uenc ncy y is high high,, wave wavellengt ength h is high high.. IR rece receiv iver er senso ensorr res resista istanc ncee depe depend ndss upon upon the the rece receiv ivin ing g IR sign signal al.. If rece receiv iver er rece receiv ives es sign signal al from from tran transm smit itte ter, r, the the resi resist stan ance ce of the the res resisto istorr will will be low. low. If rece receiv iver er does does not not get get signa ignall from rom the the tran transsmitt mitter er,, its its resis esista tanc ncee will will

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 be high .so we get some voltage drop across the receiver depends on the resistance of the receiver. Comparator compares the signal given to the inverting and non inverting terminal; it will give output in terms of saturation level. If inverting terminal input is high, then comparator  output will be at negative saturation (-12v). If no inverting terminal input, comparator output saturation is positive (+12v). One input of comparator is from IR sensor and other input is reference signal. So we have to convert +12v to - 12v pulse into TTL logic. Infra red transmitter sensor gives the infra red rays, this wavelength depends upon the input frequency of the sensor. If frequency is high, wavelength is high. IR receiver sensor resistance depends upon the receiving IR signal. If receiver receives signal from transmitter, the resistance of the resistor will be low. If receiver does not get signal from the transmitter, its resistance will  be high .so we get some voltage drop across the receiver depends on the resistance of the receiver. Comparator compares the signal given to the inverting and non inverting terminal; it will give output in terms of saturation level. If inverting terminal input is high, then comparator  output will be at negative saturation (-12v). If no inverting terminal input, comparator output saturation is positive (+12v). One input of comparator is from IR sensor and other input is reference signal. So we have to convert +12v to - 12v pulse into TTL logic.

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CONTENTS ACKNOWLEDGEMENT

i

ABSTRACT

ii

CONTENTS

iv

LIST OF FIGURES

vii

LIST OF TABLES

viii

Chapter 1: INTRODUCTION

1

1.1 Basic Introduction

4

1.2 Principle of Operation

5

1.3 Hardware Implementation

5

1.4 Microcontroller -89c51

6

1.5 Functions

7

1.6 Idle Mode

9 10

Chapter 2 OPERATION

2.1 IR Sensing Circuit

10

2.2 Transmitter

10

2.3 Receiver

10

2.4 Motor Operation

11

2.5 Gate Control

12

2.6 Main Parts

12

2.6.1 8051 Microcontroller

12

2.6.2 IR Receiver

13

2.6.3 IR Transmitter

14

2.6.4 Stepper motor circuit

15

2.6.5 Track Switching

15 16

Chapter 3 HILL RAILWAY SYSTEM

3.1 Introduction

16

3.2 History

16

3.3 Darjeeling Himalayan Railway

17 4

3.4 Nilgiri Mountain Railway

18

3.5 Kalka–Shimla Railway

19

3.6 Matheran Hill Railway

20

3.7 Kangra Valley Railway

21

3.8 Proposed railways

21 23

Chapter 4 HILL LINES OF INDIA

4.1 Construction and Operation of Some Steeply Graded Routes Chapter 5 VIBRATION-POWERED GENERATOR

23 41

5.1 Introduction

41

5.2 Electromagnetic Generators

41

5.3 Development and Applications

41

5.4 Piezoelectric Generators

42

5.5 Development and Applications

42 44

Chapter 6 POWER GENERATION

6.1 Introduction

44

6.2 Hardware Description

45

6.2.1 Railway Track Arrangement

45

6.2.2 Rack and Pinion

45

6.2.3

45

Chain Drive

6.2.4 Flywheel

46

6.2.5 Freewheel

46

6.2.6 DC Generator

46

6.2.7 Battery

46

6.3 Circuit Diagram Of Generation Of Power

47

6.4 Proposed System

48

6.5 Feature of Proposed System

49

6.6 EXPERIMENTAL RESULTS

49

Chapter 7 PROXIMITY SENSOR AND GATECIRCUIT WORK

7.1 Introduction to Proximity Sensor

50 50

5

7.2 Working of Proximity Sensor

51

7.3 Railway Track & Gate Circuit Work

51

7.4 Advantages

52

7.5 Application

52 53

er 8 AUTOMATIC RAILWAY SECURITY SYSTEM USING MULTISENSORY

roduction

53

erature Survey

53

 posed System

54

8.4 Block Diagram

55

ftware Requirement

55

rdware Implementation

56

Chapter 9 CONCLUSION

57

REFERENCES

58

6

LIST OF FIGURES Fig. no.

1.1

Fig. Name

Hills Train Power Generation & Automatic Railway Gate

Page no.

2

Control 1.2

Block Diagram Of Automatic Railway Gate Control System

4

2.1

Block Diagram Of 8051 Microcontroller

13

2.2

Ir Receiver

14

2.3

Ir Transmitter

15

4.1

Steam Locomotive

25

4.2

Hill Railway Track Nilgiri

26

4.3

The Gokteik Viaduct Hill Railway Track

29

4.4

Kalka Shimla Line

32

4.5

Koti Station Kalka Shimla Section

34

4.6

Kalka Shimla Section

35

4.7

Track Renewals

37

4.8

The Railway Over The Khyber Pass And Its Twisting Route Is

39

Shown In The Top Sketch. 4.9

Mallet Compound Locomotive

40

6.1

Block Diagram

45

6.2

Block Diagram Of Generation Of Power Using Railway Track

47

6.3

Circuit For Generation Of Power Using Railway Track

47

7.1

Proximity Sensor

50

7.2

Block Diagram Of Gate Circuit Work

51

8.1

Block Diagram Of Automatic Train Security System

54

8.2

Flow Chart Of Track Fault Detection

55

7

List Of Table Table no.

4.1

Table Name

Hill Railway Tracks In India

8

Page no.

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Chapter 1 INTRODUCTION 1.1 Basic Introduction  Now a day’s in every railway gate operate by gate operator close the gate & indicate green flag to precede the train. In hill power generation the gates are completely automated. Aim of this project is to control the unmanned rail gate automatically using embedded platform. Today often we see news papers very often about the railway accidents happening at unattended railway gates. Present project is designed to avoid such accidents if implemented in spirit. This  project is developed in order to help the INDIAN RAILWAYS in making its present working system a better one, by eliminatingsome of the loopholes existing in it. Based on the responses and reports obtained as a result of the significant development in the working system of INDIAN RAILWAYS. This project can be further extended to meet the demands according to situation. This can be further implemented to have control room to regulate the working of the system. Thus becomes the user friendliness. In this project AT89c51[1] Micro controller Integrated Chip plays the main role. The program for this project is embedded in this Micro controller Integrated Chip and interfaced to all the peripherals. The timer program is inside the Micro controller IC to maintain all the functions as per the scheduled time. Stepper motors are used for the purpose of gate control interfaced with current drivers chip ULN2003 it’s a 16 pin IC. This paper deals with automatic railway gate operation implemented in unmanned level crossings at remote areas. Detection of train approaching the gate can be sensed by means of  sensors placed on side of the track. Two layers of barriers are employed to enhance the safety. The innermost gate operated first and later the other one also closed. When the train moves over  the track, the rack arrangement between the tracks employed in the hill stations, mesh up with

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the gear which is coupled to a generator to generate electric energy. While running in upward direction, this generated energy can also be feed back to the generator and which acts as motor  and improves the locomotion of the train. This can be implemented in manned level crossings also, as manual errors can be eliminated by automation. The generated energy can be used for interior purpose for train.  Now a day’s in every railway gate operate by gate operator close the gate & indicate green flag to precede the train. In our project the gates are completely automated.

Fig 1.1 Hills Train Power Generation & Automatic Railway gate control

In this project, we are minimizing the accidents by using electronic equipment’s. Two Proximity sensors is used & output of the first Proximity Sensor is locate near to the gate it receives the signal from arrival of the train. And send output signal to microcontroller. This send signal to motor driver then motors rotates in clockwise direction, and g ate is closed.

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Second sensor is locating another side of gate this are sense departure of the train &send signal to microcontroller. Microcontroller send signal to motor driver. This motor drive rotates motor  for open or close gate. Two pair of gates is used to improve the security. The outermost gates are  placed in 50mtrs. The train is also equipped with power generation setup, which can be used for  many applications. It deals with automatic railway gate operation implemented in unmannered level crossings at remote areas. Detection of train approaching the gate can be sensed by means of sensors placed on side of the track. Two layers of barriers are employed to enhance the safety. The innermost gate operated first and later the other one also closed. When the train moves over the track, the rack arrangement between the tracks employed in the hill stations, mesh up with the gear which is coupled to a generator to generate electric energy. While running in upward direction, this generated energy can also be feed back to the generator and which acts as motor and improves the locomotion of the train. This can be implemented in manned level crossings also, as manual errors can be eliminated by automation. The generated energy can be used for interior purpose for train. Commuter rail and subway are including railway transportation which plays an important role in the economy and quality everyday life. To facilitate policymakers and transportation into making informed decisions on operating transportation systems, it is essential that railway track-side equipment (signal lights, wireless communication monitoring devices,  positive train control, etc.) are well maintained and operated. When train moves over the track, the track deflects vertically due to load exerted by the train’s bogies. The vertical displacement of the track under the weight of a passing train can connected regenerative devices i.e. a vibration energy harvester. The generated power can be stored into the battery and used to power  track side equipments. Railroad energy harvesting is no trivial disturbance. The mechanical motion converter in our design feature a flywheel integrated along output shaft. Typical track input, the flywheel is designed for maintain the generator speed close to optimal value. The electrical generator will no longer operate at discontinuous speeds, producing more energy efficiently. The reduce impact force on component during operation, trading off for larger  initial starting force. The flywheel is also enabling the harvester to produce more a continuous

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DC power output without electrical converter component when train move over the track. This type of continual power output is more easily utilized and converted. The main focus of our aim is to harvest a larger amount of power from the rail. We are harvesting large amount of energy from power track side equipment which has power rating up 8 to 10 watts or more. To accomplish this goal, an electromagnetic based harvester may be appropriate. Detection of train approaching the gate can be sensed by means of sensors placed on side of the track. Two layers of barriers are employed to enhance the safety. The innermost gate operated first and later the other one also closed.

Fig 1.2: Block diagram of Automatic Railway Gate Control System

1.2 Principle of Operation

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The arrival of train is detected by the sensor placed on either side of the gate at about 5km from the level crossing. Once the arrival is sensed, the sensed signal is sent to the microcontroller and it checks for possible presence of vehicle between the gates, again using sensors. Once, no vehicle is sensed in between the gate the motor is activated and the gates are closed. When no obstacle is sensed GREEN light is indicated, and the train is to free to move. The departure of the train is detected by sensors placed at about 1km from the gate. The signal about the departure is sent to the microcontroller [2] , which in turn operates the motor and opens the gate.

1.3 Hardware Implementation The materials and components that are used in automatic railway gate control system will be discussed in the following. As in normal control design, system can be roughly divided as input, output and processing sections. The main components of system are: 1.3.1. Microcontroller

ATmega328p microcontroller is used as a main control unit to control the process of the whole system. 1.3.2. Railway Sensors

They are placed at two sides of gate and near the gate. It is used to sense arrival and departure of  the train. 1.3.3. Motor Driver

IC L293D is used as a driver that are used to rotate forward or reverse direction of DC motor for  opening and Closing the gate. 1.3.4. LCD Display

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It displays the speed of the train for the trespassers. 1.3.5. Buzzer

They are used to warn the road user about the approach of train. 1.3.6. Power Supply

It is needed to provide 5V DC to microcontroller and 12V DC for motor.

1.4 Microcontroller -89c51 AT89C51 is a low-power, high-performance CMOS 8-bit microcomputer with 4K bytes of Flash  programmable and erasable read only memory (PEROM). The device is manufactured using Atmel is high-density nonvolatile memory technology and is Compatible with the industry-standard MCS-51 instruction set and pin out. The on-chip Flash allows the program memory to be reprogrammed in-system or by a conventional nonvolatile memory programmer. By combining a versatile 8-bit CPU with Flash on a monolithic chip, the Atmel AT89C51 is a  powerful microcomputer which provides a highly-flexible and cost-effective solution to many embedded control applications. The AT89C51 provides the following standard features:

4K bytes of flash, 128 bytes of RAM, 32 I/O lines, two 16-bit timer/counters, a five vector  two-level interrupt architecture, a full duplex serial port, on-chip oscillator and clock circuitry. In addition, the AT89C51 is designed with static logic for operation down to zero frequency and supports two software selectable power saving modes. The Idle Mode stops the CPU while allowing the RAM, timer/counters, serial port and interrupt system to continue functioning. The Power-down Mode saves the RAM contents but freezes the oscillator disabling all other chip functions until the next hardware reset.

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1.4.1 Pin Description VCC Supply voltage.

GND

Ground. The Idle Mode stops the CPU while allowing the RAM, timer/counters, serial port and interrupt system to continue functioning.

1.5 Functions 1.5.1 Port 0

Port 0 is an 8-bit open-drain bi-directional I/O port. As an output port, each pin can sink eight TTL inputs. When 1s are written to port 0 pins, the pins can be used as high impedance inputs. Port 0 may also be configured to be the multiplexed lowered address/data bus during accesses to external program and data memory. In this mode P0 has internal pull-ups. Port 0 also receives the code bytes during Flash programming, and outputs the code bytes during program verification. External pull-ups are required during program verification. 1.5.2 Port 1

Port 1 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 1 output buffers can sink/source four TTL inputs. When 1s are written to Port 1 pins they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 1 pins that are externally being pulled low will source current (IIL) because of the internal pull-ups. Port 1 also receives the low-order  address bytes during Flash programming and verification.

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1.5.3 Port 2

Port 2 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 2 output buffers can sink/source four TTL inputs. When 1s are written to Port 2 pins they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 2 pins that are externally being pulled low will source current (IIL) because of the internal pull-ups. Port 2 emits the high-order address  byte during fetches from external program memory and during accesses to external data memory that uses 16-bit addresses (MOVX @ DPTR). In this application, it uses strong internal pull-ups when emitting 1s. During accesses to external data memory that uses 8-bit addresses (MOVX @ RI), Port 2 emits the contents of the P2 Special Function Register. Port 2 also receives the high-order address bits and some control signals during Flash programming and verification. 1.5.4 Port 3

Port 3 is an 8-bit bi-directional I/O port with internal pull-ups. The Port 3 output buffers can sink/source four TTL inputs. When 1s are written to Port 3 pins they are pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 3 pins that are externally being pulled low will source current (IIL) because of the pull-ups. Port 3 also serves the functions of various special features of the AT89C51 as listed below: Port 3 also receives some control signals for  Flash programming and verification. 1.5.5 RST

Reset input. A high on this pin for two machine cycles while the oscillator is running resets the device. 1.5.6 ALE/PROG

Address Latch Enable output pulse for latching the low byte of the address during accesses to external memory. This pin is also the program pulse input (PROG) during Flash programming. In normal operation ALE is emitted at a constant rate of 1/6 the oscillator frequency, and may be used for external timing or clocking purposes. Note however, that one ALE.

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1.5.7 Port Pin Alternate Functions

P3.0 RXD (serial input port) P3.1 TXD (serial output port) P3.2 INT0 (external interrupt 0) P3.3 INT1 (external interrupt 1) P3.4 T0 (timer 0 external input) P3.5 T1 (timer 1 external input) P3.6 WR (external data memory write strobe) P3.7 RD (external data memory read strobe)

1.6 Idle Mode In idle mode, the CPU puts itself to sleep while all the on chip peripherals remain active. The mode is invoked by software. The content of the on-chip RAM and all the special functions registers remain unchanged during this mode. The idle mode can be terminated by any enabled interrupt or by a hardware reset. It should be noted that when idle is terminated by a hard. Ware reset, the device normally resumes program execution, from where it left off, up to two machine cycles before the internal reset algorithm takes control. On-chip hardware inhibits access to internal RAM in this event, but access to the port pins is not inhibited. To eliminate the  possibility of an unexpected write to a port pin when Idle is terminated by reset, the instruction following the one that invokes Idle should not be one that writes to a port pin or to external memory.

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Chapter 2 OPERATION 2.1 IR Sensing Circuit Infra red transmitter sensor gives the infra red rays, this wavelength depends upon the input frequency of the sensor. If frequency is high, wavelength is high. IR receiver sensor resistance depends upon the receiving IR signal. If receiver receives signal from transmitter, the resistance of the resistor will be low. If receiver does not get signal from the transmitter, its resistance will  be high .so we get some voltage drop across the receiver depends on the resistance of the receiver. Comparator compares the signal given to the inverting and non inverting terminal; it will give output in terms of saturation level. If inverting terminal input is high, then comparator  output will be at negative saturation (-12v). If no inverting terminal input, comparator output saturation is positive (+12v). One input of comparator is from IR sensor and other input is reference signal. So we have to convert +12v to - 12v pulse into TTL logic.

2.2 Transmitter Output from IR section is fed to FM transmitter. In FM transmitter ,reactance modulator operates on tank circuit of LC oscillator .it is isolated from the buffer ,whose output goes through an amplitude limiter to power amplification by power amplifier .a fraction of output is taken from limiter and is fed to a mixer ,which also receives signal from crystal oscillator resulting from different signal ,which has the frequency usually about one twentieth of the master oscillator  frequency ,is amplified and fed to phase discriminator. Its output is connected to reactance modulator and provides DC voltage to correct it automatically any drift in average frequency of  master oscillator.

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2.3 Receiver RF amplifier is always used in FM receiver. Its main purpose is to reduce noise figure, which could otherwise be a problem because of large bandwidth needed for FM .RF section tunable circuit is connected to antenna terminals. It is there to select the wanted frequency and reject all other unwanted frequencies. An amplifier output is fed to the mixer at whose input at another  tunable circuit is present. The mixer is the non linear device having two sets of input terminals and one set of output terminals nonlinear circuit will have several frequencies in its output, including the difference between the two input frequencies. The difference frequency here is the IF and is the one to which output circuit of the mixer is tuned. A relay is switch worked by electromagnet .it is useful if we want a small current in one circuit to control another circuit containing a device such as lamp or electric motor which requires a large current or if we wish several differential switch contacts to be operated simultaneously. There are two types of relays 1) Normally closed 2) Normally opened We are using normally opened type relay. When controller output from the PC is high; transistor  will be in ON state, so relay is energized in the reverse Condition relay is de energized.

2.4 Motor Operation Railway gate is automatically operated by means of a motor obtains the voltage from the regulated power supply .forward and reverse operation of the motor is achieved by changing the  polarity of armature terminals and hence the closing and opening operations of motor can be achieved. Forward and reverse operation of the motor is achieved by using two electromagnetic relays. Electromagnetic relays contain an electromagnet and moving part .the relay coils act as electro magnet and there are three terminals namely normally open, commonly and normally closed.

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When the relay is energized an actuating quantity exceeds a certain determined value, an operating torque is developed which is applied on the ring part .The causes the moving part to travel and to finally close the contact[3].

2.5 Gate Control This is mainly due to the carelessness in manual Railways being the cheapest mode of   transportation are preferred over all the other means .When we go through the daily newspapers we come across many railway accidents occurring at unmanned railway crossings. We, in this  project have come up with a solution for the same. Using simple electronic components we have tried to automate the control of railway gates. As a train approaches the railway crossing from either side, the sensors placed at a certain distance from the gate detects the approaching train and accordingly controls the operation of the gate. Also an indicator light has been provided to alert the motorists about the approaching train.

2.6 Main Parts The project consists of four main parts: 1.8051 microcontrollers 2. IR Receiver 3. IR Transmitter 4. Stepper Motor Circuit

2.6.1 8051 Microcontroller The I/O ports of the 8051 are expanded by connecting it to an 8255 chip. The 8255 is  programmed as a simple I/O port for connection with devices such as LEDs, stepper motors

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and sensors. More details of the 8255 are given later. The following block diagram shows the various devices connected to the different ports of an 8255. The ports are each 8-bit and are named A, B and C. The individual ports of the 8255 can  be programmed to be input or output, and can be changed dyna mically. The control register is programmed in simple I/O mode with port A, port B and port C (upper) as output ports and port C (lower) as an input port.

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Fig 2.1: Block diagram of 8051 Microcontroller

2.6.2 IR Receiver This circuit has two stages: a transmitter unit and a receiver unit. The transmitter unit consists of an infrared LED and its associated circuitry.

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Fig 2.2: IR Receiver 

2.6.3 IR Transmitter The transmitter circuit consists of the following components: 1. IC 555 2.

IR LED

2.6.3.1 IC 555

This is used to construct a stable multi vibrator which has two quasi-stable states. It generates a square wave of frequency 38 kHz and amplitude 5 Volts. It is required to switch ‘ON’ the IR LED. 2.6.3.2 IR LED

The IR LED emitting infrared light is put on in the transmitting unit. To generate IR signal, 555 IC based a stable multi vibrator is used. Infrared LED is driven through transistor BC

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548.

 fig2.3: IR Transmitter

2.6.4 Stepper motor circuit

Here a stepper motor is used for controlling the gates. A stepper motor is a widely used device that translates electrical pulses into mechanical movement. They function as their name suggests – they “step” a little bit at a time. Steppers don’t simply respond to a clock signal. They have several windings which need to be energized in the correct sequence before the motor’s shaft will rotate. Reversing the order of the sequence will cause the motor to rotate the other way. 2.6.5 Track Switching

Using the same principle as that for gate control, we have developed a concept of automatic track  switching. Considering a situation where in an express train and a local train are travelling in opposite directions on the same track; the express train is allowed to travel on the same track and

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the local trai ain n has to switch on to the other track ck.. Indicat ato or lights have bee een n prov oviide ded d to avo voiid colli col lisi sions ons .H .Her eree th thee sw swit itch chin ing g ope opera rati tion on is pe perf rfor orme med d us usin ing g a st step epper per mo moto tor. r. In pr pract actic ical al pur purpo pose sess this can be achieved using electromagnets

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Chapter 3 HILL RAILWAY SYSTEM 3.1 Introduction The Hill railways of Indi ndia refe efer to railway lines built in the moun ountains of Indi ndia. Thre hree of these ese railways, the Darjeeling Himalayan Railway, the Nigeria Mountain Railway, and the Kalk Kalka– a–Sh Shim imla la Rail Railwa way, y, are are coll collec ecti tive vely ly desi design gnat ated ed as a UNES UNESCO CO Worl World d Heri Herita tage ge Site Site unde underr the the name Mountain Railways of India. The fourth railway, the Mather an Hill Railway, is on the tentative list of UNESCO Worl orld Heri eritage Sites.[4] All All thes thesee are are nar narrowrow-ga gaug ugee rail railwa ways ys;; the  Nigeria Mountain Railway is also the only rack railway in India. Some moun ountain rail ailways such as the Lumding Bada adarpur pur section have ave been een conver verted to 1,6 1,676 mm (5 ft 6 in) broad gauge uge, which is the nationwide stand andard, while some ome railways such as the Kangra gra Vall alley Rail ailway are in the pro proces cess of being con converted to broad gauge uge. Some mountain rai railway lwayss such uch as the Jamm Jammu– u–Ba Barramul amulla la line line are are curr curren entl tly y unde underr cons constr truc ucti tion on,, and and othe otherrs are are in the planning stage, including the Bilaspur–Manali–Leh line, the Jammu–Poonch line, the Srinag nagar–Kargil gil–Leh line, ne, and the Chota Char Dham Railway. The entire mounta ntain railways constructed in recent times use 1,676 mm (5 ft 6 in) broad gauge.

3.2 History The The conc concep eptt of moun mounttain ain railw ailway ayss was was conc concei eive ved d by the the Brit Britiish Raj Raj in orde orderr to esta establ blis ish h cont contrrol over the Himalayas and other mountain ranges within India. In 1844, Sir John Lawrence, Vice Vicero roy y of Indi India, a, embr embrac aced ed the the idea idea of maki making ng the the moun mounta tain inss more more acce access ssib ible le,, part partic icul ular arly ly to the the British military. In a proposal called Hill Railway, the British planned for a system of train stat statiions ons acro across ss the Indi Indian an subco ubcont ntin inen ent. t. The The locat ocatiions ons prop propos osed ed incl includ uded ed:: Shi Shimla mla deem deemed ed the the summ summer er capi capita tall of Brit Britis ish h Indi India; a; Darj Darjee eeli ling ng,, loca locate ted d in the the stat statee of We West st Beng Bengal al and and know known n for for its its tea gardens and scenic views; Ootacamund, located in the Nilgiri Mountains of Tamil Nadu

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state; and the Matheran hill station, located in the Western Ghats near Bombay (now Mumbai). Construction of a passenger railway system throughout the mountainous regions of India com commenc menced ed in 1878 1878 with with the the Darje arjeel eliing Hima Himala laya yan n Rail Railwa way y proj projec ectt. Fran Frankl kliin Pres Presttage age of the the East Easter ern n Beng Bengal al Rail Railwa way y init initia iate ted d plan planss for the bui buildin lding g of a hil hill tramw ramway ay para paralllel lel to the hil hill cart cart road between Siliguri and Darjeeling. By 1881, the line was completed up to Darjeeling. The next ext project, whic hich was initially propo oposed in 1854, 54, was the Nilgiri Mountain Railway in Tamil Nadu adu. This proje oject start arted in 1894 894, but the rail ailroad was not com complete eted unt until 1908 908 due to the harsh terrain along the route. The route was 46 kilometers (29 mi) long, but had altitudes ranging between 326 meters (1,070 ft) and 2,203 meters (7,228 ft). Construction on the 96-kilometer-long (60 mi) Kalka–Shimla Railway began in 1898. The railway's purpose was to link the remote hill regions to the rest of the country. In November  1903, the railroad was inaugurated by the Viceroy, Lord Curzon. Fina Finall lly, y, the Math Mather eran an–N –Ner eral al railw ailway ay was was comp comple lete ted d in 1907 1907.. Mathe atherran is a stat tation ion loca locate ted d 108 108 kilometers (67 mi) away from Mumbai. The The bas basis of UNES UNESCO CO's 's desi design gnat atio ion n of the the Moun Mounttain ain Rai Railway lwayss of Indi Indiaa as a Worl World d Her Heritag itagee Sit Site is "out "outst stan andi ding ng exam exampl ples es of bold, bold, inge ingeni niou ouss engi enginee neeri ring ng solu soluti tion onss for for the the prob proble lem m of esta establ blis ishi hing ng an effe effect ctiv ivee rail rail link link thro through ugh a rugg rugged, ed, moun mounta tain inou ouss terr terrai ain” n”.. The The Darj Darjee eeli ling ng Hima Himala layan yan Rail Railwa way y rece receiv ived ed the the hono honorr first irst in 1999 1999 by UNES UNESCO CO foll ollowed owed by the Nilg Nilgir irii Mount ountai ain n Rai Railway lway in 2005 2005.. The Kalka–Sh –Shimla Railway received the desi esignation in 2008. 08. The thre hree route utes together have  been titled the Mountain Railways of India under UNESCO World Heritage Site criteria ii and iv, within the Asia-Pacific region. The Matheran Railway, a fourth mountain line, has been nominated and is pending approval by the international body.

3.3 Darjeeling Himalayan Railway The steam locomotive of the Darjeeling Himalayan Railway A Z reverse on the Darjeeling

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Himalayan Railway. The Darjeeling Himalayan Railway (DHR), given the nickname "the Toy Train," is a 610-millimeter (2ft) narrow-gauge railway that runs 88 kilometers (55 mi) between Siliguri and Darjeeling. Darjeeling is a major summer hill station and the centre of a flourishing tea-growing district located in West Bengal. The railroad is operated by Indian Railways. The elevation of the route starts at 100 meters (330 ft) in Siliguri and rises to about 2,200 meters (7,200 ft) at Darjeeling. The highest elevation is found a t Ghoom station at 2,300 meters (7,500 ft). The town of Siliguri, the start of the railway route, was connected with Calcutta (now Kolkata) via railway in 1878, while the additional journey to Darjeeling required the use of togas (horse-driven carts) along a dust track. On the recommendations of a committee appointed by Sir  Ashley Eden, work on the railroad began in 1879 and was completed by July 1881. The line underwent several improvements such as making gradients more gradual over the years to increase maneuverability. By 1909–1910, the Darjeeling Himalayan Railway was carrying roughly 174,000 passengers and 47,000 tons of goods annually. Important features incorporated in the line include four loops (spirals) and four 'Z' reverses (zigzags). The introduction of bogie carriages allowed for the replacement of the basic four  wheel carriages formerly used for support and stability. In 1897, a major earthquake damaged the railway, requiring rebuilding of the route, including extensive improvements to the track and stations. Further modernization occurred as part of the Northeast Frontier Railway Zone. Most trains on the route are still powered by steam engines, although a modern diesel engine is used for the Darjeeling Mail train. The railway is notable for its signage located at key vantage points, marking locations with titles such as Agony Point and Sensation Corner. Another feature is spirals on steep hills that provide scenic views of the valleys below.

3.4 Nilgiri Mountain Railway A train of the Nilgiri Mountain Railway travelling between Mettupalayam and Ootacamund the

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rack system of the Nilgiri Mountain Railway. The Nilgiri Mountain Railway is a 46 kilometers (29 mi) long meter gauge, single-line railroad which connects the town of Mettupalayam with the hill station of Udagamandalam (Ootacamund). The route is located within the state of Tamil Nadu and travels through the  Nilgiri Hills, which are popularly known as the Blue Mountains of Southern India. The Nilgiri is the only rack railway in India, and it uses an Abut rack system. The ABT system requires use of  special steam locomotives. The line contains 208 curves, 16 tunnels, and 250 bridges, causing the uphill journey along the route to take about 290 minutes (4.8 hours), while the downhill  journey takes 215 minutes (3.6 hours). Initially, the town of Connor was the final station on the line, but in September 1908 it was extended to Fern hill followed by Udagmandalam by October 15, 1908. The system was described by Guilford Lindsey Moles worth in a report from 1886: Two distinct functions – first that of traction by adhesion as in an ordinary loco; second that of  traction by pinions acting on the track bars. The brakes are four in number – two handbrakes, acting by friction; and two acting by preventing the free escape of air from cylinder and thus using compressed air in retarding the progress of the engine. The former are used for shunting whilst the later for descending steep gradients. One of the handbrakes acts on the tires of the wheels in the ordinary manner and the second acts on grooved surfaces of the pinion axle, but can be used in those places where the rack is laid. A unique feature of the line, which is still fully operational, is that its oldest and steepest track  uses rack and pinion technology. Currently, the line runs for 7.2 kilometers (4.5 mi), up to the foothill station of Keller, where the rack rail portion begins. The rack rail portion ends at Connor  railway station. The longest tunnel of this section measures 97 meters (318 ft). The route has a gradient of 1:12.5 up to Connor, and past Connor to the final station the track has a ruling gradient of 1:23 The Nilgiri Mountain Railway was declared a UNESCO World Heritage Site in July 2005.

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3.5 Kalka–Shimla Railway Shivalik Deluxe Express at Taradevi station on the Kalka–Shimla Railway. The Kalka–Shimla Railway runs between Kalka and Shimla. The railroad is a 95.66 kilometers (59.44 mi) long, 2 ft 6 in (762 mm) narrow-gauge line.[4] Shimla is the modern capital of Himachal Pradesh and is located at an elevation of 2,205 meters (7,234 ft) in the foothills of the Himalayas. It was formerly the summer capital of British India, starting in 1864, and also served as the headquarters of the British Army in India. Prior to construction of the railroad, the only access to Shimla was by village cart-way. The railway line was constructed by the Delhi–Ambala–Kalka Railway Company, beginning in 1898 in the Siwalik Hills, and was completed in 1903. The Kalka–Shimla Railway has 103 tunnels and 864 bridges. Many of the bridges are multi-arched, reminiscent of Ancient Roman aqueducts, while one bridge, which spans 18.29 meters (60.0 ft), is made with plate girders and steel trusses. The ruling gradient of the railway is 1:33 or 3%, and it features 919 curves, with the sharpest at 48 degrees (a radius of 37.47 meters (122.9 ft)). The tracks climb from 656 meters (2,152 ft) to a peak elevation of 2,076 meters (6,811 ft) at Shimla. The longest tunnel on the line is the Barong Tunnel (No. 33), which is 1,144 meters (3,753 ft) long, connecting Dagshai and Sloan. The loops at Taksal, Gumman, and Dharampur help to attain flatter gradients. The Kalka–Shimla Railway joined the Nilgiri and Darjeeling lines as a World Heritage Site in 2008.

3.6 Matheran Hill Railway A train on the Mather an Hill Railway The Mather an Hill Railway covers a distance of 20 kilometers (12 mi) between Neral and Matheran in the Western Ghats. The construction of the Matheran Hill Railway was led by Abdul Peerbhoy and was financed by his father, Sir Adamjee Peerbhoy of the Adamjee Group. The route was designed in 1900, with construction beginning in 1904 and completed in 1907. The original tracks were built using 30 Session 2014-2018

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 pound per yard rails but were later updated with heavier 42 pound per yard rails. Until the 1980s, the railway was closed during monsoon season due to increased risk of landslides, but it is now kept open throughout the year. The line is administered by Central Railways. A unique feature of the line is its horseshoe embankments. Notable features of the route include  Neral Station, the first on the route; the Herdal Hill section; the steep grade of Bhekra Khud; the One Kiss Tunnel (the only tunnel on the route, it earned its nickname because the tunnel is just long enough to exchange a kiss with one's partner); a water pipe station, which is no longer in operation; Mountain Berry, which features two sharp zigzags; Panorama Point; and finally, the end of the route at Matheran Bazaar. The broad-gauge railroad between Mumbai and Pune runs near the Matheran Hill Railway, and the two tracks cross each other at two locations. The ruling gradient for the railroad is 1:20 (5%) and tight curves require train speeds to be limited to 20 kilometers per hour (12 mph)

3.7 Kangra Valley Railway Further information: Kangra Valley Railway A train on the Kangra Valley Railway. The Kangra Valley Railway lies in the sub-Himalayan region and covers a distance of 163 kilometers (101 mi) between Pathankot and Joginder Nagar, an area known for its nature and ancient Hindu shrines. The highest point on this line is at Ahju station at an elevation of 1,291 meters (4,236 ft), and the terminus at Joginder Nagar is at 1,189 meters (3,901 ft). The line, which is part of the Northern Railway and is made with a 762 mm (2 ft 6 in) gauge, was planned in May 1926 and commissioned in 1929[5]. It is popularly known as the Kangra Toy Train. The line has 971 uniquely designed bridges and two tunnels. Two particularly important bridge structures are the steel arch bridge over the Reond nalah and the girder bridge over the Banganga River. Though the gradient of the line is generally gentle, the critical reach with steep slopes is at the 142 kilometers (88 mi) stretch, which is 210 meters (690 ft) wide with a 1:19 slope and

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approach slopes of 1:31 and 1:25. The terminus stretch between Baijnath and Jogindernagar is 1:25.

3.8 Proposed railways The Srinagar–Kargil–Leh line is a proposed railway line to run from Srinagar station via the town of Kargil to Leh to be operated by Indian Railways. The line was designated a national  project on February 26, 2013. The Bilaspur–Manali–Leh line is a proposed railway line that is planned to connect Bilaspur in Himachal Pradesh to Leh in Ladakh region of Jammu and Kashmir in India. The Bilaspur–Manali–Leh line is expected to become the highest railway track in the world by its completion, overtaking the current record of China's Qinghai–Tibet railway. The Jammu–Poonch line is a proposed railway line from Jammu Tawi station via the historic city of Akhnoor to Poonch via Kaleeth–Doori Dager–Chowki Choura–Bhambla–Nowshera–Rajouri. The line was designated a national project on March 22, 2012. The new railway line between Jammu and Poonch with a length of 234 kilometers (145 mi) will cost Rs. 7228 crore. The Chota Char Dham Railway has two different Y-shaped railways, comprising the following four individual rail lines: the Doiwala–Dehradun–Uttarkashi–Maneri Gangotri Railway, a 131-kilometre-long (81 mi) route; the Uttarkashi–Palar Yamunotri Railway, a 22-kilometre-long (14 mi) route making a "Y" fork connection at Uttarkashi from the Gangotri railway above; the Karnaprayag–Saikot–Sonprayag Kedarnath Railway, a 99-kilometre-long (62 mi) route; and Saikot–Joshimath Badrinath Railway, a 75-kilometre-long (47 mi) route making a "Y" fork  connection at Saikot from the Kedarnath railway above. The Rishikesh–Karnaprayag Railway, also an under construction, is a new railway link extension from the exiting Rishikesh railway station to Karnaprayag.

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Chapter 4 HILL LINES OF INDIA 4.1 Construction and Operation of Some Steeply Graded Routes THE hill railways of India are numerous, widely scattered and varying in character. India is a sub-continent larger than the whole of Europe less Scandinavia and Russia. It is bounded on the north by that greatest of mountain ranges, the Himalayas. The spurs of the Himalayas are hundreds, and in some instances thousands, of miles long. There are, besides, notable detached ranges such as the Nilgiris in southern India, and the Western Ghats overlooking the west coast. Moreover, the tropical climate of a land in which there are many people who come from more temperate climates is responsible for driving them to the welcome coolness of the hills in the hot weather. Hence the need for railways to carry them to the hills. Occasionally, however, the trade of the country has also to be transported over the mountain ranges. It is difficult to define a hill railway, and still more difficult to describe all those that might claim this title ; but this page will give readers a general idea of the various types of hill railway in India. Classification may best be based first upon gauge and then upon geographical or traffic conditions. The hill lines are built to four gauges : broad (5 ft. 6 in.), metre (3 ft. 3-3/8 in.), 2 ft. 6 in., and 2 ft. The term "ghat," which frequently recurs on this page, means a hill, hill range, route through hills, or a pass. The Darjeeling-Himalayan Railway is described elsewhere on this site. The others are dealt with here. The Thal and Bhore Ghat inclines have to be negotiated by two out of the three main lines radiating from Bombay, where they scale the Western Ghats—that steep and rugged escarpment in which the central Indian plateau ends abruptly towards the west coast.

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Table 4.1 Hill Railway Tracks In India

Railway System

Section of Line

Ruling Gradient

Broad Gauge

Great Indian Peninsula

 North Western

Thal Ghat

1 in 37

Bhore Ghat

1 in 37

Musahkaf - Bolan

1 in 25

Sind - Pishin

1 in 40 and 45

Kyber Railway

1 in 25 and 33

Metre Gauge

South Indian

Nilgiri Line

1 in 12-1/2

Burma Railways

Lashio Branch

1 in 25 and 40

Southern Shan States

1 in 25 and 40

2 ft. 6 in. Gauge

 North Western

Kangra Valley

1 in 25 (mostly 1 in 40)

Kalka - Simla

1 in 33

2 ft. Gauge

Darjeeling – Himalayan

Main Line

1 in 29 with short sections of 1 in 23

The Thal and Bhore Ghat inclines have to be negotiated by two out of the three main lines radiating from Bombay, where they scale the Western Ghats—that steep and rugged escarpment in which the central Indian plateau ends abruptly towards the west coast.

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Fig 4.1 Steam Locomotive

AN ABT SYSTEM rack railway locomotive built by the Swiss Locomotive Company, Winterthur, for the Nilgiri branch of the South Indian Railway. The cylinders driving the axles operating the rack axle can be seen above the adhesion engine with its long connecting rod. The Thal Ghat section carries the whole of the Great Indian Peninsula northeast main line traffic from Bombay. Over it are run all kinds of passenger and goods trains to and from Jhansi, Agra, Delhi, Lahore, and Peshawar ; Cawnpore and Lucknow ; Allahabad and Calcutta (by the East Indian Railway route) ; and Nagpur and Calcutta (via the Bengal-Nagpur Railway). The hill section was completed in 1865, and comprised twenty-five miles with a ruling grade of 1 in 100, followed by two miles of 1 in 60, then five and a half miles of 1 in 37, and finally a mile of 1 in 49 to 1 in 100. Its double tracks wind upwards along steep hillsides, across deep ravines—by means of six lofty viaducts from 80 ft. to 180 ft. high—and through no fewer than thirteen tunnels, with an aggregate length of one and a half miles. Two-thirds of this ascent are curved, and the sharpest curve has a radius of seventeen chains. As originally constructed, there was a reversing station out of which all trains had to back-shunt, but this was eliminated some years ago, and the re-alignment necessitated has slightly modified the foregoing figures. Even the elimination of the reversing station was insufficient to enable this slow-speed section of 

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line to cope successfully with the heavy traffic it had to carry while steam traction was used, and in 1930 the ghat section was converted to electric operation. In common with the Bhore Ghat, it is worked with two types of electric locomotive, a 4-6-2 passenger engine and a 0-6-0 + 0-6-0 goods. The former weighs 102 tons and is rated at 2,160 horse-power. It has six motors, two actuating each driving axle. The driving wheels have a diameter of 5 ft. 3 in., and the adhesion weight is 60 tons. The goods locomotives are used in pairs on the ghat section, each pair being capable of hauling 1,000 tons up the 1 in 37 grades. The maximum permissible downhill load is 1,600 tons. The goods locomotives weigh 120 tons, all of which weight is available for adhesion. Their horse-power is 2,600, and they have two motors on each bogie truck ; these drive the coupled wheels through a  jack shaft. The 1,500-volts direct current is collected from overhead wires and regenerative  braking is arranged. The scenery is rugged and imposing on the Western Ghats. As the train winds in and out round sharp curves, steadily climbing the steep hillside, the atmosphere  becomes noticeably fresher. The damp heat of Bombay is soon left behind[6]. Two-thirds of this ascent are curved, and the sharpest curve has a radius of seventeen chains. As originally constructed, there was a reversing station out of which all trains had to back-shunt, but this was eliminated some years ago, and the re-alignment necessitated has slightly modified the foregoing figures.

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Fig 4.2 Hill Railway Track Nilgiri

ON THE NILGIRl BRANCH of the South Indian Railway. With its 1 in 12-1/2 gradients this is the steepest and only rack-worked line in India or Burma. The rack as well as the excellent standard of construction and maintenance may be noticed.

The Bhore Ghat incline, as constructed in the early sixties, was sixteen miles long, rising over  1,800 vertical feet in that distance. There were eleven miles of 1 in 40, followed by about two miles of 1 in 37-3/4, and finally another two miles of 1 in 40. No fewer than ten and a half miles were curved, and there were twenty-five tunnels, with a total length of two and a half miles, also eight lofty viaducts varying in height up to 160 ft. Except for a realignment to eliminate the reversing station, which somewhat lengthened the route, this incline remains to-day very much as it was then constructed. It is an even more spectacular engineering and scenic length of line than the Thal Ghat incline, and is similarly laid with double track. Traffic over it is not as heavy as on the Thal Ghat, but in spite of its stiff gradients and sharp curvature, it forms part of the route of the fastest train in India, the "Deccan Queen." This express runs from Poona to Bombay and back daily, a distance of 118 miles in either direction, in 175 minutes. The eighteen miles

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climb, at 1 in 37-3/4 to 1 in 40, is allowed only thirty-eight minutes from start to stop. Such an achievement is made simple by the electrification of the complete Bombay-Poona section, which was completed in 1929. These two ghat inclines are the only hill sections in India over which really heavy main line traffic—according to Western standards—is worked. Turning our attention now to the rugged North-West Frontier, with its wild tribesmen and hundreds of miles of barren mountains, we find in the Bolan Pass Line, Baluchistan, another   broad-gauge

line with even steeper gradients. This mountain railway, forming the

Mushkaf-Bolan section of the North-Western Railway, carries a substantial traffic to and from the North-West Frontier Province, the important military centre of Quetta, and Chaman, on the  borders of Afghanistan. At the time of writing, (1935), Quetta has been devastated by one of the worst earthquakes in the history of India. There is some doubt as to whether this famous military centre will be rebuilt, and this must be borne in mind when any mention is made of Quetta on this page. The Mushkaf-Bolan section is the direct route from the plains to Quetta, as opposed to the alternative Sind-Pishin railway, which, however, has easier gradients. Originally built as a metre-gauge line, the Bolan Pass Railway was reconstructed as a broad-gauge section in the 'nineties. It is eighty-six miles long, and the aggregate rise from Sibi, at the foot of the incline, to Kolpur, the summit before reaching Quetta, is 5,463 vertical feet. This great ascent necessitates long stretches graded at 1 in 25 and 1 in 33—throughout both of which the line is double—as well as climbs of 1 in 40 and easier gradients. The line, which is steam operated, is solidly built, so that the heaviest engines can run over it. For many years the only Indian broad-gauge "Mallet" compound—having the 2-6-0 + 0-6-2 wheel arrangement—and a heavy 2-6-2 + 2-6-2 Garratt locomotive were used on the Bolan line to supplement the standard superheated "H.G." class 4-8-0 "maids-of-all-work." The latter haul the mails, passenger trains, and goods trains indiscriminately, assisted up the 1 in 25 and 1 in 33 lengths by powerful 2-8-2 side tank locomotives weighing some 95-1/2 tons. They have 20 in. by 26 in. cylinders, 4 ft. 3 in. coupled wheels, a grate area of 30 sq. ft. and a total heating surface of   just over 2,000 sq. ft. ; 70-1/2 tons are available for adhesion and 2,200 gallons of water and 6-1/2 tons of coal are carried. Although the Mushkaf-Bolan section is in Baluchistan, the barren,

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rocky mountains through which it climbs are typical of "the Frontier." Sibi, at its foot, is  probably the hottest spot in all India, and the shade temperature on the station platform goes up to 130° F. On the other hand, the Quetta district in winter experiences cold down to 15° of frost. The difference in the climate, atmosphere, and temperature as one travels up this wonderful railway is very marked indeed at almost any time of the year.

Fig 4.3 The Gokteik Viaduct Hill Railway Track

THE GOKTEIK VIADUCT on the Lashio branch of the Burma Railways carries the line over  the Gokteik gorge. At the bottom of the gorge is a river 820 ft. below the rail level of the viaduct. The great double trestle in the centre of the illustration is 350 ft. in height, and is built upon the mouth of a natural arch or tunnel through which the river passes. The viaduct was set out and the foundations built by Indian State Railway engineers, but the steelwork was fabricated and

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erected by an American firm. The first line to be constructed to Quetta was the Sind-Pishin, but it is still of a comparatively light standard. The heaviest engines allowed over it are the new Indian standard light 4-6-2 XA's, which have only 13-ton axle loads. Single throughout, this line is about 120 miles in length. In that distance it mounts over 6,000 vertical feet, with a ruling gradient of 1 in 40-45. Two outstanding engineering features on this route are the Chappar Rift and the Mud Gorge. The former is a deep cleft in the country about three miles long, with vertical cliffs 200 ft. to 300 ft. in height, which cuts across the ridge separating two valleys. The line uses it to pass from one of  the valleys to the other, but this bold policy involves nine tunnels 6,400 ft. in aggregate length, a seven-span viaduct and the famous Margaret Louise bridge, which is 250 ft. high and consists of  one 150 ft. and eight 40 ft. spans. The Mud Gorge is a very steep narrow valley, five miles long, with most treacherous soil, mostly gypsum, that becomes a sludge and slips down the valley when there is any rain. The only practicable way to control the landslides was to line the gorge with masonry, after some considerable difficulty and at great cost. The other two lines which radiate from Quetta are of unusual interest. One goes northwards, and after passing through the Khojak Tunnel, the longest in India, reaches the Afghan frontier at Chaman. There is considerable fruit traffic from Khandahar via Chaman to all parts of India at certain times of the year. The other line forms the long tentacle that stretches westwards and for two hundred miles marches with the Afghan frontier until it enters Persia at Mirjawa, and ends at Duzdap. On this line there is a very tortuous descending ghat section to Nushki, the ruling gradient for several miles being 1 in 50. The section of this line from Nok Kundi to Duzdap was, however, closed to traffic some years ago. The last but not the least of the broad-gauge hill railways is that over the Khyber Pass, which was completed in 1925. Leaving the Plain of Peshawar at Jamrud, this line climbs through some 2,000 vertical feet to the summit of the pass at Landi Kotal, the stiffest part of the climb requiring 1 in 33 grades, and two reversing stations. From Landi Kotal the line descends to Landi

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Khana on the Afghan frontier. There is a fall of 577 vertical feet in a distance of under a mile as the crow flies, but a track distance of three and a half miles has been "developed" by means of  two reversing stations, and a gradient of 1 in 25. But the most interesting "development" is on the 1 in 33 climb from Jamrud. This line, also, is worked by the ubiquitous "H.G." class 2-8-0 type locomotives. It is less spectacular than some others, but it was very difficult to build. The construction involved thirty-two tunnels in what proved to be most treacherous shale. The work  had to be carried out in the face of the wild and lawless Pathan tribesman, who resented the coming of the railway. The only extremely steep metre-gauge hill railway in the Deccan—the peninsula of India  proper—is the Nilgiri branch of the South Indian Railway. It is also the one section of line in India worked on the Swiss Abt rack system. This is necessitated by its long 1 in 12-1/2 gradients. The type of locomotive used is Swiss built. As on similar grades elsewhere, the engine is always  below its train whether ascending or descending. The first part of the climb from the plains up to Conoor is mainly along an almost continuously precipitous mountain face, involving rock  galleries and tunnels, as well as other heavy engineering works. The views from this part of the ascent over the plains are magnificent. Above Conoor the gradient eases, and no rack is used. Ootakamund, the summer headquarters of the Government of Madras, is reached just beyond the summit of the line, which is 7,300 ft. above sea-level. This is one of the most attractive hill stations in India. Most of the others are perched precariously on steep hill slopes, but Ootakamund is situated on a plateau, encircled by open rolling downs. Here English wild flowers abound, and also many that are cultivated at home grow wild there, notably the Arum lily, which in "Ooty" grows in the streams. Altogether it is probably one of the healthiest and most pleasant spots for Europeans in the whole of the East. The other two mountain grade metre-gauge lines are both in Burma, the whole of the Burma Railways system being of that gauge. The Lashio branch of that system extends from Myohaung Junction outside Mandalay, up into the Northern Shan hills. It serves Maymyo, the Government hill station of Burma, and Namyao, the junction for the Burma (mining) Corporation's Railway  before Lashio, the headquarters of the Northern Shan States, is reached. Its total length is about

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170 miles, only the first fifteen of which are in the plains. Then at Sedaw the ascent begins abruptly, and the line rises in three zigzags up the face of an almost precipitous hill spur. The accompanying sketch map shows the principal features of this spectacular line, which involves a complete spiral curve and four reversing stations, with continuous 1 in 25 gradients between them. This alignment is not dissimilar to the Khyber climb constructed thirty years later, though the Khyber grade is easier. The views over the plains as one climbs from Sedaw are splendid indeed. This severe gradient of 1 in 25 extends practically unbroken, except through stations, for  nearly thirteen miles. Then 1 in 40 is the ruling gradient for about ninety miles, during the course of which the line rises and falls in several smaller ghats, once the summit of the first is passed near Maymyo at an altitude of 3,800 ft. Luckily, however, nature provided a natural bridge—or tunnel, as it really is—to help to carry the railway across the abyss. For the river at the bottom of the gorge here burrows through the limestone, which thus forms a natural arch. To cross over this the engineers designed a remarkable steel trestle viaduct of American pattern and mak e.

Fig 4.4 Kalka Shimla Line

\A WELL-KEPT PERMANENT WAY is maintained on the Kalka-Shimla line and, in view of  the narrow gauge, the 60 lb. rails used are heavy. Rails of this weight are necessary because of  the excessive wear that occurs on the sharper curves, some of them—as shown above—being of 

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120 ft. radius. There are a long descent into and a long ascent from the famous Goteik gorge, which runs athwart the general course of this line, the gorge being a great rift in the limestone formation of  the country. Even with 1 in 40 approaches winding down the sides of the gorge, it was not  possible for the survey engineers to carry the line below a level of 800 ft. above the bottom of the gorge. Luckily, however, nature provided a natural bridge—or tunnel, as it really is—to help to carry the railway across the abyss. For the river at the bottom of the gorge here burrows through the limestone, which thus forms a natural arch[7]. To cross over this the engineers designed a remarkable steel trestle viaduct of American pattern and make. The highest trestle, 350 ft. in height, stands immediately above the river on the limestone tunnel. At this point the line is over  800 ft. above the river bed, into which it appears possible to pitch a stone from the bridge towering above it. The whole viaduct is about 2,200 ft. in length. Immediately beyond it the line reaches the precipitous face of the gorge and, after piercing two outcrops of rock in tunnel, clings  precariously to it, as it winds up the farther side of the valley. This branch, while carrying very fair passenger traffic to Maymyo, has the advantage of   transporting iron ore, as a flux for the silver-lead smelting works of the Burma Corporation's mines at Namtu, as well as the silver and lead produced. Thus there is a heavy traffic on the 1 in 25 section. Here almost all trains have to be divided, or else provided with pusher engines, which, of course, have to be worked downhill again. Many different types of articulated locomotives have been used at different times on this branch. The earliest were 0-4-0 + 0-4-0 Fairlies, brought from the original metre-gauge Bolan line already mentioned. These were soon replaced by 0-6-0 + 0-6-0 engines of the same general type, but much more powerful. They had two boilers and fireboxes back to back with the cab between them, mounted on a fish-bellied girder frame slung between the engine bogies. Weight in working order was 60 tons—10 tons on each axle. These engines could haul unaided about 110 tons up the 1 in 25 grades, which abound with 330 ft. radius reverse curves. About 1906 the Fairlies were reinforced by a number of fine 0-6-0 + 0-6-0 "Mallet" compounds, built by the North British Locomotive Co., Ltd., in Glasgow, which, though they are of the same weight, can easily haul an additional twenty tons up the ghat.

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These engines dealt with the bulk of the traffic, goods, passenger, and mixed, on this and the Southern Shan States branch—assisted by a sturdy 2-6-2 tank for pushing work—until the introduction of the 2-8-0 + 0-8-2 Beyer-Garratts, about 1924-5. They were at that time the heaviest metre-gauge engines in the world.

FIG 4.5 Koti Station Kalka Shimla Section

KOTI, a station on the 2 ft. 6 in. gauge Kalka-Simla section of the North Western Railway. One of the hundred odd tunnels on this line is straight from end to end. The Southern Shan States branch of the Burma Railways, eighty-seven miles long, was constructed shortly before the war of 1914-18. The Shan States, through which this and the Lashio branch run for the greater part of their lengths, are about 300 in number, each with its own Sawbwa or chief. They vary in size much as do the English counties. The main climb of the Southern Shan States branch is also at 1 in 25, with four reversing stations and a spiral, or complete loop, but the practically continuous length of the 1 in 25 section is even longer than that just described, namely sixteen miles. There are very heavy engineering works almost throughout the first, or Yinmabin Ghat, and onwards up the main climb to Myndaik—4,600 ft. above sea-level—near Kalaw, where beautiful plateau country is reached.

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Kalaw, with its pine-clad hills, is another hill station favoured by Europeans. From Kalaw the next twenty miles are undulating. There follows a final steep fall, known as the Heho Ghat, to the terminus near the Inle Lake. The engineering work is again heavy here and involves a second spiral in the course of the 800 ft. descent. Taunggyi, the headquarters of the Federation of the Shan States, is not far beyond the terminus, and stands over 5,000 ft. above sea-level; here, too, the country is delightful. The traffic on this line is light and is now worked by the Garratt engines already mentioned. The longest of the narrow-gauge hill lines is the Kangra Valley branch of the North Western Railway. It climbs from. the Punjab plains up into Mandi hill state. The gauge is 2 ft. 6 in., and, though the ruling grade over a part of its length is 1 in 50, it has a final ascent of some miles at 1 in 25. The principal feature of this line is the heavy bridging involved almost throughout ; the aggregate length of the steel girder bridges is 11,000 ft. Among other bridges is the first steel arch in India, known as the Reond Arch. It bridges a cleft in the hills 200 ft. deep with two 40-ft. approach spans and a single main span, with a steel arch, 180 ft. long. This arch was made entirely in India. The delicate operation of erection was successfully carried out by the Bridge Department of the North Western Railway. The scenery along this line is most impressive,  particularly in winter when the snow-clad Dhaula Dhar mountains appear to be near at hand. As the Kangra Valley was the centre of the disastrous Dharamsala earthquake some years ago, all structures on the line—which was constructed as recently as 1926-28—are designed to resist shocks as far as possible. The line is worked with powerful 2-8-2 tender locomotives. As with the broad- and metre-gauge lines already described, all vehicles, both passenger and goods, are fitted with continuous (vacuum) brakes.

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Fig 4.6 Kalka Shimla Section

ON THE KALKA-SIMLA line there are loops where the track doubles back upon itself. A  passenger train having completed a loop is seen above the line over which it has just passed. One of the many "galleries" or viaducts of multiple tiers of arches is in the foreground. Perhaps the best known and one of the most interesting of the Indian hill lines is the Kalka-Simla Railway. It probably deserves a rather more detailed description than some of those previously dealt with on this page. The Kalka-Simla derives importance from the fact that during the summer months the Supreme Government of India—including Army Headquarters—and the Government of the Punjab move from Delhi and Lahore respectively, to Simla in the Himalayas. When this move was first introduced the only way from the plains to Simla was by road. Since this was long before the days of motor-cars the tedium of the journey may readily be imagined. A railway to Simla was, therefore, proposed, and some thirty years ago the line was completed and opened to traffic. It was built by a company, but shortly after the opening it was taken over   by the State. It now forms part of the North Western Railway system. The railway runs from Kalka to Simla. Kalka, about forty miles from Ambala on the Punjab  plains, stands at an elevation of 2,000 ft. above sea-level. The section from Ambala to Kalka is

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 broad gauge (5 ft. 6 in.), and was likewise previously owned by a company, but it has since  become part of the North Western Railway. The distance from Kalka to Simla by rail is fifty-nine miles. There is a rise between these two places of roughly 5,000 ft. The climb, however, is not continuous the whole way. Over three stretches in the up direction height is lost in the form of counter grades. The aggregate length of these three sections is ab out eight miles. The gauge of the line is 2 ft. 6 in., the ruling grade is 1 in 33, and the minimum radius of the curves 110 ft. All curves of 140 ft. radius and sharper are provided with check rails. The main line is now all laid with 60 lb. flat-footed rails, although many sidings still exist with the old 41-1/4 lb. rails. For the greater part of its length the line hugs steep hillsides ; thus numerous retaining walls were necessary. There are no fewer than 102 tunnels on the section, with an aggregate length of five and a quarter miles ; the longest is Barog Tunnel, which measures 3,752 ft. The majority of the tunnels are on curves ; several are on reverse curves, notably the Gumman Tunnel on the Gumman loops. In many tunnels, especially during the rains, the leakage of water  is a great trouble, causing rusted and "roaring" or corrugated rails. Galvanized trays with down  pipes are fitted in many places to keep the water away from the rails and lead it into the side drains.

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Fig 4.7 Track renewals

TRACK RENEWALS. In spite of the heavy rail-section on the Kalka-Simla line, re-laying has to  be carried out at frequent intervals as traffic is heavy. Rail renewal is seen above in Kanoh station yard. One of the standard 2-6-2 tank engines may also be seen. There are few steel bridges on this railway. Since stone is available locally, small stone box culverts and arch bridges are the rule. Where the line runs to the head of a valley and then crosses to the other side, stone "galleries" have been built. These comprise tiers of arches one above the other ; in some instances as many as four tiers have been used. In view of the position of each of these at the head of a valley it is necessarily built on a curve, often with a radius of  120 ft. In 1935 an arch bridge near Simla, which required rebuilding, was replaced by a steel

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trestle bridge. The whole of the rebuilding was done with no interruption to traffic, and yet without resort to a temporary diversion of the line. The rainy season here is from May to September, the average rainfall for the last twenty years during these months being fifty inches. This period is an anxious time, as the continual rain frequently causes heavy slips of the precipitous hillsides with consequent interruption to traffic and the ever-present possibility of a train running into a slip. During this season many extra  patrolmen are engaged to ensure that any damage to the track is reported as soon as possible. There are nineteen stations on the line, each station being at the end of a block section. The longest section is four and a half miles, the shortest is one mile and a half. Each station has two running lines, and either a third loop or a relief siding. At seven of the stations water for   locomotives is available, although in the dry spell of weather that precedes the rains two or three of these sometimes run short of water. The block working is by means of Neale's token instruments ; these are in the station buildings and are worked by the station-master on duty. Each station has a home signal and a starter signal in either direction ; the latter can be lowered only by a key released from the token instrument when permission to proceed has been given by the station ahead. There is a large square white  board beyond the home signal which acts as a distant signal, warning the driver that he is approaching a signal although it gives no indication of its position. In accordance with the usual  practice on the North Western Railway there are broad whitewashed bands across the track half a mile from these boards. These serve as an additional warning to the driver at night and also in stormy or foggy weather that he is approaching a signal. The railway runs from Kalka to Simla. Kalka, about forty miles from Ambala on the Punjab  plains, stands at an elevation of 2,000 ft. above sea-level. The section from Ambala to Kalka is  broad gauge (5 ft. 6 in.), and was likewise previously owned by a company, but it has since  become part of the North Western Railway. The distance from Kalka to Simla by rail is fifty-nine miles. There is a rise between these two places of roughly 5,000 ft. The climb,

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however, is not continuous the whole way. Over three stretches in the up direction height is lost in the form of counter grades. The aggregate length of these three sections is ab out eight miles.

l. Fig 4.8 The Railway Over The Khyber Pass And Its Twisting Route Is Shown In The Top Sketch.

The standard type of locomotive on the line is a 2-6-2 tank engine, of which there are twenty-seven. All are practically similar, twenty-three being for main-line work and four for  shunting. The weight of the heaviest of these engines is 38-1/2 tons, while the heaviest axle load is 9-1/2 tons. The tractive force at 75 per cent boiler pressure is 14,000 lb. The coal capacity is 1-1/4 tons, but engines of up trains take on a few extra hundredweights at Barog, twenty-six miles from Kalka. The water capacity is 1,250 gallons. The standard load is six passenger   bogies—comfortable lavatory stock—of 80 tons, up the 1 in 33 sections of line. There is no turn-table for engines at Simla, mainly because of the lack of suitable space. Locomotives,

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therefore, run bunker first in a downhill direction. The driver is thus given a much better view than when travelling forward, when the water tanks tend to interfere with his vision. During the summer a service of rail motors is run. Until 1934 they were all petrol-driven vehicles, but in that summer a Diesel-electric car built by Armstrong-Whitworth was introduced. It has become popular with the public. At present rail motors in use are two four-seaters and four  large Drewry cars, with seating accommodation for twelve, sixteen, and eighteen passengers.

Fig 4.9 Mallet Compound Locomotive

A 0-6-0 + 0-6-0 "MALLET" COMPOUND LOCOMOTIVE built to work on the Lashio and Southern Shan States branches of the Burma Railways, by the North British Locomotive Co., Ltd. Each axle carries a load of about ten tons, so that the whole sixty tons are available for  adhesion ; the grate area of 30 sq. ft. is large. The searchlight and size of the low-pressure cylinders should be noticed.

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Chapter 5 VIBRATION-POWERED GENERATOR 5.1 Introduction A vibration powered generator is a type of electric generator that converts the kinetic energy from vibration into electrical energy. The vibration may be from sound pressure waves or other  ambient sources. Vibration powered generators usually consist of a resonator which is used to amplify the vibration source, and a transducer mechanism which converts the energy from the vibrations into electrical energy. The transducer usually consists of a magnet and coil or a piezoelectriccrystal.

5.2 Electromagnetic Generators Electromagnetic based generators use Faraday's law of induction to convert the kinetic energy of  the vibrations into electrical energy. They consist of magnets attached to a flexible membrane or  cantilever beam and a coil. The vibrations cause the distance between the magnet and coil to change, causing a change in magnetic flux and resulting in an electromagnetic force being  produced. Generally the coil is made using a diamagnetic material as these materials have weaker interactions with the magnet that would dampen the vibration. The main advantage of  this type of generator is that it is able to produce more power than the piezoelectric generators[8].

5.3 Development and Applications A miniature electromagnetic vibration energy generator was developed by a team from the University of Southampton in 2007. This particular device consists of a cantilever beam with a magnet attached to the end. The beam moves up and down as the device is subjected to

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vibrations from surrounding sources. This device allows sensors in hard to access locations to be  powered without electrical wires or batteries that need to be replaced. Sensors in inaccessible  places can now generate their own power and transmit data to outside receivers. The generator  was developed to be used in air compressors, and is able to power things in high vibration environments like sensors on machinery in manufacturing plants, or sensors that monitor the health of bridges. One of the major limitations of the magnetic vibration energy harvester  developed at University of Southampton is the size of the generator. At approximately one cubic centimeter, this device would be much too large to be used in modern electronic devices. Future improvements on the size of the device could make it an ideal power source for medically implanted devices such as pacemakers. According to the team that created the device, the vibrations from the heart muscles would be enough to allow the generator to power a  pacemaker. This would eliminate the need to replace the batteries surgically. In 2012 a group at Northwestern University developed a vibration-powered generator out of   polymer in the form of a spring. This device was able to harvest the energy from vibrations at the same frequencies as the University of Southampton groups cantilever based device, but at approximately one third the size of the other device.

5.4 Piezoelectric Generators Piezoelectric based generators use thin membranes or cantilever beams made of piezoelectric crystals as a transducer mechanism. When the crystal is put under strain by the kinetic energy of  the vibration a small amount of current is produced thanks to the piezoelectric effect. These mechanisms are usually very simple with few moving parts, and they tend to have a very long service life. This makes them the most popular method of harvesting the energy from vibrations. These mechanisms can be manufactured using the MEMS fabrication process, which allows them to be created on a very small scale. The ability to make piezoelectric generators on such a small scale is the main advantage of this method over the electromagnetic generators, especially when the generator is being developed to power microelectronic devices.

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5.5 Development and Applications One piezoelectric generator being developed uses water droplets at the end of a piezoelectric cantilever beam. The water droplets hang from the end of the beam and are subjected to excitation by the kinetic energy of the vibrations. This results in the water droplet oscillating, which in turn causes the beam they are hanging from to deflect up and down. This deflection is the strain which is converted to energy through the piezoelectric effect. A major advantage to this method is that it can be tailored towards a wide range of excitation frequencies. The natural frequency of the water droplet is a function of its size; therefore changing the size of the water  droplet allows for the matching of the natural frequency of the droplet and the frequency of the  pressure wave being converted into electrical energy. Matching these frequencies produces the largest amplitude oscillation of the water droplet, resulting in a large force and larger strain on the piezoelectric beam. Another application seeks to use the vibrations created during flight in aircraft to power the electronics on the plane that currently rely on batteries. Such a system would allow for a reliable energy source, and reduce maintenance as batteries would no longer need to be replaced and  piezoelectric systems have a long service life. This system is used with a resonator, which allows the airflow to form a high amplitude steady tone. The same principle is used in many wind instruments, converting the airflow provided by the musician into a loud steady tone. This tone is used as the vibration that is converted from kinetic to electric energy by the piezoelectric generator. This application is still in the early stages of development; the concept has been  proven on a scale model but the system still needs to be optimized before it is tested on a full scale.

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Chapter 6 POWER GENERATION 6.1 Introduction Commuter rail and subway are including railway transportation which play an important role in the economy and quality everyday life. To facilitate policymakers and transportation into making informed decisions on operating transportation systems, it is essential that railway track-side equipment (signal lights, wireless communication monitoring devices, positive train control, etc.) are well maintained and operated. When train moves over the track, the track deflects vertically due to load exerted by the train’s  bogies. The vertical displacement of the track under the weight of a passing train can connecter  generative device is a vibration energy harvester. The generated power can be stored into the  battery and used top over track side equipments. Railroad energy harvesting is no trivial disturbance. The mechanical motion converter in our design feature a flywheel integrated along output shaft. Given typical track input, the fly wheel is designed form a in train the generator speed close to optimal value. The electrical generator will no longer operate at discontinuous speeds,  producing more energy efficiently. There duce impact force on component during operation, trading off for larger initial starting force. The fly wheel is also enabling the harvester to  produce more a continuous DC power output without electrical converter component when train move over the track. This type of continual power output is more easily[9]. The vertical displacement of the track under the weight of a passing train can connecter  generative device is a vibration energy harvester. The generated power can be stored into the  battery and used top over track side equipments. Railroad energy harvesting is no trivial disturbance.

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Fig 6.1 Block diagram

6.2 Hardware Description 6.2.1 Railway Track Arrangement

A railroad or railway is a track where the vehicle travels over two parallel steel bars, called as rails. The rails support & guide the wheel of the vehicles, which are traditionally either train or  trams. 6.2.2 Rack and Pinion

Rack & pin ion used rotational motor to affect the linear motion via a rack & pinion combination. They are used frequently in long travel applications that require high stiffness &accuracy.

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6.2.3 Chain Drive

Chain drive is used for transmitting mechanical power from one place to another place. It is often used to convey power to the wheel of vehicle. The power is transmitted by roller chain, known as the chain drive.

6.2.4 Flywheel

A flywheel is a rotating mechanical device that is used to store rotational energy and also maintain the constant speed. Flywheels have moment of inertia and thus resist changes in rotational speed. The amount of energy stored in a flywheel is proportional to the square of its rotational speed. Energy is transferred to a fly wheel by application of a torque to it, thereby increasing its rotational speed, and its stored energy. 6.2.5 Freewheel

In mechanical or automobile engineering freewheel or overrunning clutch is a device in a transmission that disengages the drive shaft from the drive shaft rotate from the driven shaft rotate faster than the drive shaft. An over drive is sometimes mistakenly called as freewheel. 6.2.6 DC Generator

An electrical generator is a device that converts mechanical energy to electrical energy, generally using electromagnetic induction. The source of mechanical energy may be a turbine or  water wheel, an internal combustion engine, a wind turbine, a hand crank, or any other source of  mechanical energy. 6.2.7 Battery

To charge a battery from AC we need a step down transformer, rectifier, filtering circuit, regulator to maintain the constant voltage then we can give that voltage to the battery to charge it. Think if you have only DC voltage and charge the lead acid battery, we can do it by giving

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that DC voltage to a DC-DC voltage regulator and some extra circuitry before giving to the lead acid battery.

Fig6.2 Block Diagram of Generation of Power Using Railway Track

6.3 Circuit Diagram Of Generation Of Power

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Fig.-6.3 Circuit for Generation of Power Using Railway Track

6.4 Proposed System When a train move over the track, the track deflects in down ward direction due to the load exerted by the train’s bogies. Also due the deflection of track the raise deflection of time be which is place below the track and there for the flap is moving in down ward direction as the flap is moving in a down ward direction the spring which is attached to flap get compress in down ward direction and hence rack is also move in downward direction and due to these  pinion get rotates and therefore Bigger free wheel rotated because both are mounted on same shaft. As there is a rotation of bigger freewheel then the smaller freewheel is also rotated through chain drive. The free wheel and flywheel are mounted on same shaft therefore the fly wheel also rotated. The fly wheel is attached to the shaft of the generator so if the flywheel will rotated then there is a rotation shaft generator and power get generated and that power is stored in to the battery. The electrical power generation system is used to generate electrical power with the help of  movement of train. This method provides electrical power by using railway road track and DC generator. In this method mechanical energy converted into electrical energy. This energy is renewable energy, we know that train needs more amount of power to accelerate the power  required is more and this power generation is more costly. Due to this in our project used new method to generate power. In this circuit some electrical device such as to DC generator, battery storage, train control motor. In our circuit DC generator is mounted on the base of railway bogies on both side and shaft of this DC generator through outside. And it moves track of train  proportional to the movement of train. Due to moving of pulley, shaft of DC generator also rotated. And electrical power is generate, this power stored in battery and this power to accelerate the train.

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The free wheel and flywheel are mounted on same shaft therefore the fly wheel also rotated. The fly wheel is attached to the shaft of the generator so if the flywheel will rotated then there is a rotation shaft generator and power get generated and that power is stored in to the battery.

6.5 Feature of Proposed System 1) The system will consist of 2IR trans-receiver pairs.

2) Micro controller based circuit design. 3) Automatic train sensing & gate controlling. 4) Bidirectional gate controlling or Bidirectional train sensing. 5) The gate will be closed till the whole train passes out. 6) The opening of gate will be sensor based on delay based.

6.6 EXPERIMENTAL RESULTS In our project automatic railway gate control to avoid the several accident we have to use latest technology that is automatic railway gate control to avoid maximum number of accident on railway crossing Now a day’s automatic system used in each and every sector. Therefore, system is more reliable, accurate and less time consume

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Chapter 7 PROXIMITY SENSOR AND GATECIRCUIT WORK 7.1 Introduction to Proximity Sensor

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Fig 7.1 proximity sensor

An inductive proximity sensor is a type of non-contact electronic proximity sensor that is used to detect the position of metal objects. The sensing range of an inductive switch is dependent on the type of metal being detected.

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7.2 Working of Proximity Sensor A proximity sensor often emits an electromagnetic field or a beam of electromagnetic radiation (infrared, for instance), and looks for changes in the field or return signal. The object  being sensed is often referred to as the proximity sensor's target. Different proximity sensor  targets demand different sensors. For example, a photoelectric sensor might be suitable for a plastic target; an inductive proximity sensor always requires a metal target. The maximum distance that this sensor can detect is defined "nominal range". Some sensors have adjustments of the nominal range or means to report a graduated detection distance. Some know these processes as "thermo sensation".

7.3 Railway Track & Gate Circuit Work 

Fig 7.2 Block Diagram Of Gate Circuit Work

Automatic railway gate control using microcontroller PIC 16F877A This fig is divided into 4 main part .First part is PIC16877A ,second is photo interrupter ITR9813 Proximity Sensor, third is DC motor & fourth is battery .This system operate easily. Detail of these component are in follow Proximity Sensor are place both side of gate at 700min level crossing these sensor sense

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the optical between the ray's as like incoming train sensor sense signal given to UC through comparator. The operation of comparator in to compare two voltage level that is detection voltage compare to reference voltage when reference voltage greater than detection voltage generate output is in the  pulse form then these output given to UC. Two pin of comparator is joint to PIC 16F877A microcontroller used to control all over system. Microcontroller output given to L293D motor  drive it connect to DC motors. It generate specified voltage to drive DC motors. DC motor is  joint to gate, when motor rotates in clockwise direction gate is open and when motor rotate in anticlockwise direction gate will close. The buzzer sounds while gates are starts to closing. For  whole system supply is given through battery, it have two terminal, positive & negative. Positive terminal is joint to protective circuit and negative is to ground. Both terminals are joint to the Booster transformer [10].

7.4 Advantages 1. Automatic system and reduces human labor 2. Simple and effective system 3. Less implementation cost 4. Accurate and precise due to controller operation 5. Use this latest technology that is automatic railway gate control to avoid maximum number of  accident on railway crossing.

7.5 Application 1. In Hills railway tracks and Hills trains [Hills Train]

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Chapter 8 AUTOMATIC RAILWAY SECURITY SYSTEM USING MULTISENSORY 8.1 Introduction The train system is that one proficient way to travelling one place to another place. The assessment of  cost is also easy to pay for all level people. In that train security process will be easily implemented, by solving the two struggles. Because train travel has been needed more security compared to other travelling vehicle. For track damage is create more causes in the train. To avoid this one by using the vibration sensor. When train is come nearby sensor at that time sensor will be sensed. To find the damage location by using GPS. For obstacle crossing in track, means using Ultrasonic sensor to measure the distance between train and object. And certainly send the message to control station by GSM. In all action of train process is controlled by GATE operation of switch. For switch means gate is open or close however when the train is come. By using the motor to run the gate, and demonstrate the message for LCD.

8.2 Literature Survey The process of railway security system is discovered by the reading of multiple theory and news also. In that paper is making by many fiction surveys. For this (WSN) used by using Fuzzy logic technique for communication purpose. In that early warning, rescue system will be deducted by using the assimilation function of the system frame. This paper has been detected only for the fire accident in running train, to collect info by sensor. And then fast water sprinkler also given to driver. For this implemented in fire detection by attach the sensor for every coach in train. GPS will be used for sending info to police, ambulance. That paper proposes the idea for conflict detection by control the speed of the train. This is done by using wireless protocol signee only. For the controller will be PIC, so it will be not superior method. In this have been safety of 

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commuter and wait of train considered. But costly component only using this purposes, this is not implemented in real time. That paper realizes to check the crack fault by ultra-sonic sensor. When the train is nearby track to gauge distance between them. In this not attainment accurate output in real time process. Even using Ado network gap for station by use the signee for   trustworthiness in security. But it has reduced the accident in moderately. The performance evaluation results show that this modeling is very useful in studying the high performance drive  before taking up the dedicated controller design concept for evaluation of dynamic performance of the motor. The regenerative brake related technologies are presented as another measure to save the energy.

8.3 Proposed System The anticipated system of this project will overcome for breathing system in many traditions. In that  project will be use three sort to solve the train accidents in currently days. This is implementing in real time in always for security purposes that only avoid trouble condition. For track blunder  detection, impediment over crossing, control of gate operation these all are assembled in a single real time progression. In track fault detection is done by using the vibration sensor. This sensor is  placed within the track, when the train is come nearby sensor to sense the track .And give the alarm to coming train for stop process by GPS (Global Positioning System) to find the track  location. The next process in obstacle over passage computes by ultrasonic sensor. This had been sense the info among train and objects long reserve also. So, that is advantage of one in real time. The property will be saved by send the memo from GSM (Global system mobile) to the control station. This station administrator to control the train speed and keep the property. For gate is operated when the stepper motor will be used for rotating the gate. In this the gate for closed way switch is OFF, otherwise ON condition.

8.4 Block Diagram

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Fig 8.1 Block Diagram of Automatic Train Security System

A. Automatic Gate Control In this blocks having to working successfully in automatics security system. For gate control process in using Infrared sensor to maintain the gate action by stepper motor. Here switch will be used to control the train speed when the train is come near the gate. Power  supply always given to the controller.

Fig. 8.2 Flow chart of Track Fault Detection

B. Track Fault Detection For this fault detection is using the VIBRATION sensor inside the track,  because this is sense the info about track damage. To this process done with the help of GPS. This is doing the location info, so that the LCD is placed inside the driver room. When train is come near the damage part to show the message by LCD. Fig.2 Flow chart of Track Fault Detection C. Obstacle Cross Detection This is for any object is over crossing in front of the train

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that time to detect this one. And then using the ULTERA SONIC sensor to measure the distance among object and train. For use GSM to send the message for control room. That control server  intimate to train to stop by show the LCD message. Fig.3 Diagram for Obstacle Cross Detection.

8.5 Software Requirement In software work has been given the output result in simulation model. For using KEIL software to running the program only. Here the program will be loaded in to the windows. But using the PROTEUS tool for simulation purposes. In this protease software 8.0 version will be used here. Then the simulation process is to be the drawing of schematic diagram. The diagram consists of   power supply (cell), Button (switch), Controller, LCD.

8.6 Hardware Implementation In that system mainly focusing to micro controller which is one connected to all sensor and communication tools. Here only using ARM7 (LPC2148) micro controller, because advanced one also. This is compliant with standard I2C-bus interface. Easy to configure as master, slave, or master/slave. Programmable clocks allow versatile rate control. Bidirectional data transfer   between masters and slaves is activated. Then power supply is given to the controller constantly when the overall process is activate by the time. To which one is perform in the real time system always needed power supply. Next one for multi sensor network using vibration sensor, IR  sensor, Ultra sonic sensor. We will use the vibration sensor mainly for secure the rail track by given the vibration alarm to the control station by the GSM. This is used to communicate  between train and International Electrical Engineering Journal (IEEJ) Vol. 7 (2016) No.1, pp. 2130-2135 ISSN 2078-2365 http://www.ieejournal.com/ 2133 Hari et. al., Automatic Railway Security System Using Multisensory station. So that message can be passing to the LCD in the front of train. A GSM modem is a specialized type of modem which accepts a SIM card, and operates over a subscription to a mobile operator, just like a mobile phone. In this place the suitable type of sensor is mini 100 vertical[11]. This is fit to real time process for accurate result in security purposes. For the distance between train and track is 1 to 3km is calculate when the

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train is come near by the track. It uses piezoelectric effect to detect the vibrations in the rails due to the arrival or departure of train and the direction of vibration indicate the arrival or departure. This could sense the train’s position at roughly at 800 to 900 m away.

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Chapter 9 CONCLUSION We have designed in our project automatic railway gate control system. Small improvement in it Automatic railway gate control system is more sensitive and also reduces railway accident to  provide more secure life for road users. This system provides very large benefit for road user and railway management. Our system is completely automatic is suitable in rare area and also forest area at that place no station master is available it reduce railway accident. Second concept of our   project to generate renewable energy using DC generator shaft is moving on railway track. It is observed that the electrical power is in great demand, we as electrical engineer should be in discovered for new idea of power generation. As energy can never be created or destroyed, we should transform it into the form that we can used to supply for railway station equipment light, fan, signal light etc. we can implement this system at both entry and leaving point in the railway station This arrangement can be used in different application like in foot step or speed breaker at school, colleges and highway for generation ways of electrical energy. So that the power   production rate is increased and demand at particular area can be fulfilled.

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