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 NEHA AGARWAL

MS. SMITA AGRAWAL (14EGJCS073)
DEPARTMENT OF COMPUTER SCIENCE

ENGINEERING
GLOBAL INSTITUTE OF TECHNOLOGY
JAIPUR (RAJASTHAN)-302022
Acknowledgement
I would like to thank sincerely to my supervisor Mr. Ashwini Saini Department of Computer
Science Engineering. GIT, Jaipur, invaluable guidance, constant assistance, support, endurance
and constructive suggestions for the betterment of the technical seminar.
I would like to express my deep sense of gratitude to our Director Prof. Renu Joshi for her
continuous effort in creating a competitive environment in our college and encouraging
throughout this course.
I would like to convey my heartfelt thanks to Ms. Smita Agrawal , HOD of Computer Science
Department for giving me the opportunity to embark upon this topic and for his continued
encouragement throughout the preparation of this presentation. Am thankful to all the staff
members of Computer Science Department, GIT Jaipur who directly or in directly contributed to
the completion of my seminar work.
Finally I am thankful to our parents and friends for their continued moral and material support
throughout the course and in helping me finalize the presentation.
NEHA AGARWAL
14EGJCS073
1
Abstract
In this , we are generated power by energy harvesting arrangement simply running on the railway
track for power applications. Today there is a need of Non-conventional energy system to 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, rack and pinion, gears, freewheel, flywheel, DC generator, battery. The main focus of this
arrangement is the harvesting large amount of power from railway track which can be used to
power the track side infrastructures which has power rating up 8 to 10 watts or more.
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 eliminating some 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 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.
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
2
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.
3
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
Chapter 2 OPERATION 10
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
Chapter 3 HILL RAILWAY SYSTEM 16
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
Chapter 4 HILL LINES OF INDIA 23
4.1 Construction and Operation of Some Steeply Graded Routes 23
Chapter 5 VIBRATION-POWERED GENERATOR 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
Chapter 6 POWER GENERATION 44
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 Chain Drive 45
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 50
7.1 Introduction to Proximity Sensor 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
ter 8 AUTOMATIC RAILWAY SECURITY SYSTEM USING 53
MULTISENSORY
troduction 53
terature Survey 53
oposed System 54
8.4 Block Diagram 55
ftware Requirement 55
ardware Implementation 56
Chapter 9 CONCLUSION 57
REFERENCES 58
6
LIST OF FIGURES
Fig. no. Fig. Name Page no.

1.1 Hills Train Power Generation & Automatic Railway Gate 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. Table Name Page no.

4.1 Hill Railway Tracks In India 24
8
HILL TRAIN POWER GENERATION AND AUTOMATIC RAILWAY GATE CONTROLLING GIT CSE
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
Session 2014-2018 Page | 1

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 gate is closed.

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

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

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

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.

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.

1.5.3 Port 2
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
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.

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.

Chapter 2
OPERATION
2.1 IR Sensing Circuit
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.

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.

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

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 dynamically.
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.

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.

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

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

the local train has to switch on to the other track. Indicator lights have been provided to avoid
collisions .Here the switching operation is performed using a stepper motor. In practical purposes
this can be achieved using electromagnets

Chapter 3
HILL RAILWAY SYSTEM
3.1 Introduction
The Hill railways of India refer to railway lines built in the mountains of India. Three of these
railways, the Darjeeling Himalayan Railway, the Nigeria Mountain Railway, and the
Kalka–Shimla Railway, are collectively designated as a UNESCO World Heritage Site under the
name Mountain Railways of India. The fourth railway, the Mather an Hill Railway, is on the
tentative list of UNESCO World Heritage Sites.[4] All these are narrow-gauge railways; the
Nigeria Mountain Railway is also the only rack railway in India.
Some mountain railways such as the Lumding Badarpur section have been converted to 1,676
mm (5 ft 6 in) broad gauge, which is the nationwide standard, while some railways such as the
Kangra Valley Railway are in the process of being converted to broad gauge. Some mountain
railways such as the Jammu–Baramulla line are currently under construction, and others are in
the planning stage, including the Bilaspur–Manali–Leh line, the Jammu–Poonch line, the
Srinagar–Kargil–Leh line, and the Chota Char Dham Railway. The entire mountain railways
constructed in recent times use 1,676 mm (5 ft 6 in) broad gauge.
3.2 History
The concept of mountain railways was conceived by the British Raj in order to establish control
over the Himalayas and other mountain ranges within India. In 1844, Sir John Lawrence,
Viceroy of India, embraced the idea of making the mountains more accessible, particularly to the
British military. In a proposal called Hill Railway, the British planned for a system of train
stations across the Indian subcontinent. The locations proposed included: Shimla deemed the
summer capital of British India; Darjeeling, located in the state of West Bengal and known for its
tea gardens and scenic views; Ootacamund, located in the Nilgiri Mountains of Tamil Nadu

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

commenced in 1878 with the Darjeeling Himalayan Railway project. Franklin Prestage of the
Eastern Bengal Railway initiated plans for the building of a hill tramway parallel to the hill cart
road between Siliguri and Darjeeling. By 1881, the line was completed up to Darjeeling.
The next project, which was initially proposed in 1854, was the Nilgiri Mountain Railway in
Tamil Nadu. This project started in 1894, but the railroad was not completed until 1908 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.
Finally, the Matheran–Neral railway was completed in 1907. Matheran is a station located 108
kilometers (67 mi) away from Mumbai.
The basis of UNESCO's designation of the Mountain Railways of India as a World Heritage Site
is "outstanding examples of bold, ingenious engineering solutions for the problem of establishing
an effective rail link through a rugged, mountainous terrain”. The Darjeeling Himalayan Railway
received the honor first in 1999 by UNESCO followed by the Nilgiri Mountain Railway in 2005.
The Kalka–Shimla Railway received the designation in 2008. The three routes 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

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 at 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

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.

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

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

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.


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.

Table 4.1 Hill Railway Tracks In India
Railway System Section of Line Ruling Gradient
Broad Gauge
Great Indian Peninsula Thal Ghat 1 in 37
Bhore Ghat 1 in 37
North Western 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.

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

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.

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

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,

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

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

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

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 make.
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

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.

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.

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.

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

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 about 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.

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

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,

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 about 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,

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.

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 piezoelectric crystal.
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

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.

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.

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.

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.

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

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

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.

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

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

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.

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

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]

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

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

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

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

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.

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.

REFERENCES
[1]. International Journal of Engineering Research & Technology (IJERT) Vol.1 Issue 3,May 2012 ISSN: 22780181
[2]. International Journal of Modern Engineering Research (IJMER) Vol.2, Issue.1, Jan
[3]. Feb 2012 pp458, 463 International Journal of Science, Engineering and Technology Research (IJSETR),
Volume 3, Issue 5, May 2014 1551
[4]. Siti Zaharah, “Transit District Advance Automated Train Detector System Case Study Description”, pp: 115
135.
[5]. Ahmed Salih Mahdi, Al Zuhairi, “Automatic Railway Gate and Crossing Control based Sensors &
Microcontroller", International Journal of Computer Trends and Technology (IJCTT), Volume 4, Issue 7, July 2013.
[6]. Krishna, ShashiYadav and Nidhi, “Automatic Railway Gate Control Using Microcontroller”, Oriental Journal
Of Computer Science &Technology, Vol.6, No.4, December 2013.
[7]. J.Banuchandar, V. Kaliraj, P. Balasubramanian, S. Deepa, N. Thamilarasi,“ Automated Unmanned Railway

Level Crossing System”, in International Journal of Modern Engineering Research (IJMER)
[8]. Ahmed Salih Mahdi. Al-Zuhairi,“Automatic Railway Gate and Crossing Control based Sensors
&Microcontroller ”, IN International Journal of Computer T rends and Technology (IJCTT) –Volume 4 Issue
[9]. Fundamental of embedded software by Daniel W Lewis
[10]. Fred coleman III, Young J.Moon (2011) Trapped vehicle detection system for four quadrant gates in high
speed railway corridors, transportation research record 1648.
[11]. J.Banuchandar, V.kaliraj, P.Balsubramanian,S. Deepa, N.Thamilarasi,”Automatic Unman railway level

crossing system “,in international Journal of modern engineerinresearch(IJMER)Volume.2, Issue.1.

Hill Train Power Generation and Automatic Railway Gate Controlling

Enviado por

Dados do documento

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Hill Train Power Generation and Automatic Railway Gate Controlling

Enviado por

Direitos autorais:

Formatos disponíveis

A

MR. ASHWINI SAINI NEHA AGARWAL

DEPARTMENT OF COMPUTER SCIENCE

Fig. no. Fig. Name Page no.

Table no. Table Name Page no.

1.1 Basic Introduction

Session 2014-2018 Page | 1

Session 2014-2018 Page | 2

Session 2014-2018 Page | 3

Fig 1.2: Block diagram of Automatic Railway Gate Control System

1.2 Principle of Operation

Session 2014-2018 Page | 4

1.3 Hardware Implementation

The main components of system are:

1.3.2. Railway Sensors

1.3.3. Motor Driver

1.3.4. LCD Display

Session 2014-2018 Page | 5

It displays the speed of the train for the trespassers.

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

The AT89C51 provides the following standard features:

Session 2014-2018 Page | 6

1.4.1 Pin Description

Session 2014-2018 Page | 7

Session 2014-2018 Page | 8

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

Session 2014-2018 Page | 9

2.1 IR Sensing Circuit

Output from IR section is fed to FM transmitter. In FM transmitter ,reactance modulator operates

Session 2014-2018 Page | 10

2.4 Motor Operation

Session 2014-2018 Page | 11

2.5 Gate Control

2.6 Main Parts

The project consists of four main parts:

4. Stepper Motor Circuit

2.6.1 8051 Microcontroller

Session 2014-2018 Page | 12

and sensors. More details of the 8255 are given later.

Session 2014-2018 Page | 13

Fig 2.1: Block diagram of 8051 Microcontroller

Session 2014-2018 Page | 14

Fig 2.2: IR Receiver

The transmitter circuit consists of the following components:

Session 2014-2018 Page | 15

2.6.4 Stepper motor circuit

2.6.5 Track Switching

Session 2014-2018 Page | 16

Session 2014-2018 Page | 17

HILL RAILWAY SYSTEM

Session 2014-2018 Page | 18