NEXT GENERATION GSM BASED TRACK MONITORING AND PROTECTION SYSTEM OVER BRIDGES DURING FLOODS AND BREACHES

Project Report Submitted for (PSr Professional (P-way) Course no. 725 By H.K. BHAGORIA, IRSE, Sr DEN/Spl/BZA, SCR VIKAS KUMAR; IRSE, Sr.DEN/S/RTM, WR RAM KISHORE; IRSE, Sr.DEN/C/JHS, NCR U.K.JHA; AGM/SAIL/BHILAI
Under the guidance of

Sri N.C. SHARDA, IRSE Sr Professor/Works October- 2007

INDEX Sr No.
1 2 3 4 5 6 7 8 9

Description
Synopsis Introduction Present system Some recent cases- Need for newer systems Details of(G-AFWWS) system Functional Specifications Technical Specifications Implementation Plan Conclusion

Page No.
1 2 3 3 5 12 14 18 23

ACKNOWLEDGEMENT
The group is thankful to Sri N.C. SHARDA, IRSE, Sr Professor/Works, in guiding the team to study the subject and help prepare the paper and presentation. We also express our gratitude to all other faculty members and IRICEN staff, who contributed ideas and suggestions towards this project.

And last but not the least, we are thankful to all the staff members of computer center / IRICEN/Pune for having extended all cooperation in the preparation of this project report.

Team Members: Ph. No. Rly. DOT (O) 0866-2571419 (R) 0866-2483484 (O) 07412-233147 (R) 07412-243165 (O) 0510-2442564 (R) 0510-2370482 (O) 0788-2893051 (M) 0788-2358842

H.K. Bhagoria, IRSE, Sr DEN/Spl/BZA, SC Rly (O) 070-67512 hkbhagoria@gmail.com (R) 070-62616 Vikas Kumar, IRSE, Sr DEN/S/RTM, WR (O) 092-44406 Vikask_saini@rediffmail.com (R) 092-44407 Ram Kishore, IRSE, Sr DEN/C/JHS, NCR (O) 037-5306 Kishore_irse93@gmail.com (R) 037-5307 09907181956 U.K.Jha , AGM/SAIL/Bhilai jhauk_in@yahoo.com

SYNOPSIS

There is a crucial link between safety and survival of any transportation organisation. History has proved time and again that, over Indian Railways, bridges and track on bridges are one of the weak links in ensuring the required level of safety during floods. Accelerating economic growth demands Indian Railways to increase the traffic, passenger as well as freight, to a new heights and thus necessiating for a greater and automatic real time safety measures involving least human element.Thus it is important for system to enhance safety of track over bridges against any unforseen flash floods and breaches.

Currently we are almost at the mercy of the God and on the alertness of the patrolman at the bridge site during monsoon season. Later generally fails to carry out his duty in case of heavy floods and breaches, which results in the loss of property and life. It is therefore important to examine the issue of monitoring the flood water levels at bridges and giving the real time information to the concerned, so as to initiate an immediate action in addition to stoping of the trains automatically short of such effected bridges by providing system actuated signals. The project is an attempt to provide a solution to enhance the safety of the trains at the bridges against flood water. It also endeavours to chart a series of steps that the organisation needs to focus upon to reduce the reaction time during such emergencies. The proposed system will result in the paradigm shift in flood monitoring and safe running of train in case of heavy rains and floods. The proposed system is under implementation in one of the division of SCR.

-2-

NEXT GENERATION GSM BASED TRACK MONITORING AND PROTECTION SYSTEM OVER BRIDGES DURING FLOODS AND BREACHES By
H.K.BHAGORIA; Sr.DEN/SPL/BZA,SCR. VIKAS KUMAR; Sr.DEN/S/RTM, WR RAM KISHORE; Sr.DEN/C/JHS, NCR U.K.JHA; AGM/SAIL/BHILAI

1. INTRODUCTION In this Paper NEXT GENERATION GSM BASED TRACK MONITORING AND PROTECTION SYSTEM OVER BRIDGES DURING FLOODS AND BREACHES for the bridges (G-AFWWS) has been discussed. The system has been designed and installed in a way, that, when the water level on a bridge reaches to a particular water level/levels (say Warning/Danger Level), then this rise in water level will be sensed by the electromechanical float sensor and sends the signals provided to the Central Processing Unit (CPU), which activates the signal erected at the bridge approaches and put it to ON (RED) position and simultaneously triggers the GSM modem fixed at the signal location, which in-turn sends a predefined SMS, based on the water level position, to predefined GSM/CDMA cell phones (any numbers) with other particulars of the bridge. Simultaneously the GSM modem also sends signal to the Engineering control Unit, which in turn activates audio visual buzzer at the control, so as to enable controller to alert the adjacent block section station masters and warn the driver through SMs via VHF set, WLL phones, provided to the drivers and gaurds.Thereafter SMs can put back the station signals to ON position and update the information to the control office in real time, so as to enable control to disseminate emergency message to all concerned and plan for tackling any unusual. Some portions of the track on Indian railways runs parallel sea coast. For example, BZA division of SCR jurisdiction is covers long length of the Gr-A route, and connect the CEN- NDLS, CEN-HWH and CEN-SC, which is very important section. The route from VSKP to CEN runs parallel to the Bay-of-Bengal coast and is prone to cyclones and natural disasters. There had been washouts in past, causing huge loss to the life of passengers in naddition to great loss of railway property. This paralyses the rail traffic and results in both direct and indirect losses to the railways. The G-AFWWS has been installed at three bridges and working satisfactorily in division. In the present project a system which can discharge both the functions of stopping the train at signal erected at bridge site and simultaneously informing the Dy SS, SSE/Pway and other engineering officials regarding the flood water level at bridge site. An effort has been made to provide an appropriate solution.

-32. PRESENT SYSTEM As per para 706 of the Indian Railway Bridge Manual (IRBM) , during the monsoon or heavy rains, a stationary watchman to be posted at identified locations and he should watch the water level at the bridge so as to ensure the safety of the track on the bridge. Railway is fully dependent on the Stationary watchman at site. These identified locations may be as identified by the division. In the BZA division of SCR ,such bridges ( inculding RAT and Vunerables bridges) are 23 in numbers, in JHS division of NCR such bridges are 23 numbers and in RTM division of WR such bridges are 18 number where Stationery Watchman is required to be posted for the four months (120 days) druing monsoon period. The total manpower employed for this purpose is enormous and in coming future the cost of human labour will be very high.It will not be feasible or practicable to post a stationary watchman at such high numbers of bridge locations. 2.1 Bottlenecks of the present bridge monitoring system: As per Indian Railway Bridge Manual para 706, A stationary watchman round the clock to be provided at each identified bridge, including RATs and Vunerable bridges, whereever there is a weather forecast for heavy rains, cyclones etc. This conventinal system of monitoring has following bottlenecks. 1. Depended on the one stationary watchman at the bridge site. 2. The communication from the site is slow in case of any flood. 3. 4. In some cases even the watchman run away to save his own life. There had been enormous loss of life and property in recent past on accout of embankment /bridge washed away during heavy flood.

3. Some recent cases- Need for newer systems

1. The washout of the Br 444 (Up and Dn), between BTTR-AXR station of the BZA division on CEN-BZA Gr A route on 28-10-2005 due to breach of one RAT bridge at the upstream. a. No loss of life, but one goods train was on the bridge and six loaded wagons fallen down. b. The traffic on this busy route totally paralysed for three days, no train run for three days. c. Track was restored after three days, single line working introduced. d. The punctuality of train lost even upto 5 hrs for express trains. e. The line capacity reduced to 80 plus trains per day against 120 plus trains per day during normal /routine course..

Washout of Bridge 444 (Up and DN) train standing on the bridge 2. The washout of one bride near Velegonda station of the GNT division on SCGNT , branch line section on 30-10-2005 due to breach of one RAT bridge at the upstream. 3. One Fast Delta Passenger fallen on the washed out bridge and nearly 200 Nos. of human lives were lost.

Washout of Bridge near Veligonda of GNT Division

Severe Loss of Railway Property and Life at above bridge a. . One stationary watchman was posted at the bridge site. He was also washed away in the flash flood. b. Enourmous loss of life and property. c. No train service for four days.

4. DETAILS OF(G-AFWWS) SYSTEM

The proposed system will be designed and installed in such a way, that, when the water level on a bridge reaches to a particular water level/levels (say Danger Level), then this will be sensed by an electro-mechanical float sensor installed at piers sends the signal provided to Central Processing Unit (CPU), which activates signal erected at the bridge approach and put it to ON (RED) position. Simultaneously it triggers the GSM modem, which in-turn sends a predefined SMS, based on the water level at the bridge, to predefined GSM/CDMA cell phones, with other particulars of the bridge. Simultaneously the GSM modem also sends signal to the nearest Station with a system which in turn activates audio visual buzzer at the Station Master Chamber, so as to enable Station Master to alert the adjacent block section Station Masters and warn the driver through VHF set, WLL phones and also put back the station signals to ON (RED) position. (The station master module is under design, and likely to be installed soon.) This enable him to control the train operation in real time and pass information to the Control Office in real time, so as to enable control to inform all concerned and plan for an emergency. Also a communication facility has been provided at site via GSM modem through which authorised p-way man can communicate to a pre-defined number. The biggest advantage is the elimination of human and the human error. In fact it is a real time monitoring system of the bridge with the signals and alert to the P-way men,

-6and the Dy SS/SS who is in-charge of the section/station. The saving in the manpower can be utilized for other track activities during the monsoon period, where the shortage of manpower is already alarming. 4.1 Working of the Proposed System: The present system works on the principle of GSM network and the electronic processing unit, integrated with one GSM modem, which is provided with one SIM card. Following are the major components of the proposed system. 4.2 Remote System: The G-AFWWS system is mainly targetted to monitor the flood water at bridges and to avoid the accidents due to floods & washouts and to give warnings of floods to the relavent railway authorities in advance and also when the water level reached to Danger Level and above. The G-AFWWS system continiously scans the water level with electro mechanical float sensors placed at required levels.We have fixed two level, one is Warning level (WL) and the other is Danger Level (DL). There will be no signal until water level reaches the specified level, generally the Danger Level (DL). The sensing of water and transmission of signals to Signal at site and mobile is shown below in the sequence of happening and is explained in the figures given below:

Water at normal level and the Sensor and signal is fixed at Bridge

Water Raised to Danger level and the Signal is picked up by the Sensor

Signal sensed by the Systen, Signal put on to RED and GSM Modem transmitted the SMS to the Cell phones

SMS flashed to the Cell phone of the user with bridge details

-8When water level reaches specified levels ( first WL) , then a SMS will be sent to predetermined mobile nos. Message recieved from censor provided at an important bridge ( No3 east) on Krishna river in BZA division of SCR is dtetailed below: When the water level reaches to Danger Level (DL), then sensors fixed at the bridge pier or abutment will activate the system. After that G-AFWWS system will put the signal ON ( RED) and send the SMS message to control system at nearby station and concered authority through GSM modem simultaneously with present water level and other details of the bridge. There may be following three situations I) If water level reaches the danger level, train should not enter on to bridge. So GAFWWS system put the signal at ON (RED) position placed at both sides of bridge at suitable distance depending on the site condition and visibility etc. to avoid the accident. Following, a SMS( predefined message text) will be flashed by the system with the Audio-visual buzzer at Dy SS/Station masters chamber of nearby Railway station and at Engineering Control. Following typical SMS will be flashed by the system to all the prefed GSM mobiles as well as control. Pre defined message for danger may be as below: Water Crossed DL, Br No. 3 East/UP, 12x89.0m/GB, Section BZA-KCC, Dist: 2Km/BZA, 0.3km/LC, Emergency no:09848633472 (Sin the nearby stationSr DEN/SPL/BZA), 0866-2572876- Engg Controll, RAT-1.0 km The illustrative photographs is shown in figures given below: II) When the water level goes down from danger level, or as deemed fit for the safe traffic, the authorized p-way man has to put signal by ON RED from electromechanical switch by using key to put off the danger signal. The swith provided for this purpose is fixed on the signal post and having facility of head phones also for site communication with the control/ nearby station.Then only system will make danger signal from ON to OFF or (RED to GREEN) to allow the train to pass. Following SMS will be flashed by the system. Pre defined message for safe may be as below: Signal Reset, Br No. 3 East/UP, 12x89.0m/GB, Section BZA-KCC, Dist: 2Km/BZA, 0.3km/LC, Emergency no:09848633472 (Sr DEN/SPL/BZA), 0866-2572876- Engg Controll, RAT-1.0 km III) Another third situation may arrise when the wire is cut/ broken, i.e. the sensor will not pickup any signal, even than a SMS will be flashed as: Link Failed, Br No. 3 East/UP, 12x89.0m/GB, Section BZA-KCC, Dist: 2Km/BZA, 0.3km/LC, Emergency no:09848633472 (Sr DEN/SPL/BZA), 0866-2572876- Engg Controll, RAT-1.0 km

-94.2.1 Communication from the bridge site to the predefined Phone number If petrolman wants to communicate with relavent authority, system is provided with voice communication based on GSM modem with head phone. The same may be connected with the nearby station by Quad cables also if possible for standby medium. The patrolman may communicate to the SSE/P-way or the Engineering controller regarding water level and seriousness of flood situation and possible help needed at site for safe movement of the train as well as first hand information for future course of the action regarding the train operation and safe working. There are three keys provided in the box provided at site as shown in the figure below:

Key Provided in the control Box for communication and other purpose

Key Provided in the control Box for communication inside Total system is powered with 12v 120AH backup battery having standby arrangement connected each other in parallel manner.Battery will be recharged with 40W solar panel in multiple arrangements . The two nos of solar array to be provided for charging of the batteries facing opposite to each other on the basis of weight balance manner. The same feed to be provided to the signals at the both side of the LED signals as well as interface module ,sensors , GSM modules etc. Necessary wiring arrangements to be done at site as well stations and control. If GSM network is not available at Bridge location, data can be sent by using other communication (VHF), magneto telephones etc whatever available.

SMS flashed to the Cell phone of the user with bridge details Control System: Control System is mainly to Log the received data from Remote system indication at station. and giving the

At regular user defined intervals, control system will check the health condition of remote system. System will indicate the present water level, remote system health condition by using LEDs. If required, it will display the data on LED Display board or LCD Display. When control system receives the data with danger level information, it will ON the Buzzer. After receiving the acknowledgment from authorized person only, system will OFF the BUZZER.

-11If GSM network is not available at bridge, data will be received through other wireless Communication. Control system will send the received data to relevant authority through GSM modems.

Key Provided in the control Box for communication and other purpose

-12Key Provided in the control Box for communication inside

5. Functional Specifications 1. Remote System: 1.1 Level sensors can be placed at multiple levels at user-required height (generally two levels). Warning Level (WL), and Danger level (DL) 1.2 When water level reaches level where sensor is placed, it will give the indication to CPU. 1.3 When water reaches any one of levels (WL/DL), system will send SMS to predefined GSM numbers with present level and bridge details. 1.3.1.1 When water level crosses the danger level the system will make the Danger signal "ON" RED. 1.3.1.2 Signal Lamp conditions according to water level are given below. S.No 1 2 Position of Water level Under First float sensor (WL) Signal aspect No signal SMS Yes Yes

Touches/Crosses danger sensor(DL) Red

1.3.2

-13When work is going on the bridge, authorized person has to put the signal "ON" (RED) position by key switch. After completion he has to put back to "OFF" by the switch. In both ON and OFF cases, system will send SMS indicating the work completed. 1.3.3 In case of any disconnection of sensor cable, if work process/signal switch is OFF, system will immediately send SMS indicating the Link failed with bridge details and the system will put the signal to "ON" RED position. 1.3.4 On danger condition or Link Failure condition, proposed System will send a SMS to any number of predetermined GSM/CDMA number for every configured interval of time untill "RESET" the danger signal. 1.3.5 If water level is below the danger level, then only Danger signal can be "RESET" only through electro-mechanical key switch by authorized person. 1.3.6 Emergency voice communication through headphone set can be enabled by electro-mechanical key switch by authorized P-way person. 1.3.7 All the GSM phone numbers and message can be configured by user through software utility..

2.

Control System: 2.2.1. Control system will receive the data sent by the remote system and it will indicate the present water level by using LEDs or Display Boards if required. 2.2.2. If control system receives the data with danger level information, it will ON the Buzzer in & Dy SS/SM chamber and at control office. After it receives the Acknowledgment from authorized person when the signal put back to OFF by the key, only then the system will switch OFF the BUZZER i.e. a continous buzzer, if not attended in time by the P-way man at site. 2.2.3. Control system can be configured to check the health of remote system by sending the health request command for every user configured interval of time. 2.2.4. Control system will indicate the remote system status by using LEDs or Display boards at the Divisional Traffic/ Engineering Control office. 2.2.5. All the received data will be stored in internal memory.When system is connected to computer, it will upload the data to computer.

-14-

6. Technical Specifications

6.1.1

Remote System: This will mainly consists of 1. 2. 3. 4. 5. 6. CPU module. Float sensors. Communication modem. Signal Aspect ( RED). User Interface Module. Power supply.

6.1.2 CPU module: . Micro controller with inbuilt RAM and ROM. . Two serial ports. . Modem interface port to connect GSM modem. . Configuration port to configure GSM numbers and message. 6.1.3 Float Sensor: . Industrial grade level sensors for level detection with non corrosive metal. . Level sensors is housed in galvanized iron protective jacket. . Sensor setup can withstand the adverse turbulences in case of floods. 6.1.4 GSM modem: . Input power supply 12v. . Inbuilt Voice communication. . Support AT commands. . RS-232 interface with controller. 6.1.5 Signal Lamp: . 125mm, 150 lux LED signal lamp. . Minimum visibility of 600m.

6.1.6 User Interface Module: . Three Electromechanical Key switches. . Voice Communication Key. . Signal Reset Key. . Work in Progress Key. . Head Phone socket.

6.1.7 Power Supply: . Powered with 12v 120AH battery in standby arrangements. .Battery charging by Solar panel of 12v, 40W, charge controller in standby arrangements.

2.0

Control System: This will consist of following 1. 2. CPU module. LED display panel / Display Board.

-173. 4. 5. GSM modem. BUZZER unit. Power supply.

3.0

CPU module: .Micro controller with inbuilt RAM and ROM. . Two serial ports. . Modem interface port to connect GSM modem. . . Computer interface port.

4.0

LED display panel : . LEDs for level indication. . LEDs for health indication.

5.0

GSM modem: . Input power supply 12v. . Inbuilt Voice communication. . Support AT commands. . RS-232 interface with controller.

6.0

BUZZER unit: . BUZZER. . ACKNOWLEDGMENT Switch.

7.0

Power Supply: . 12V, 120 AH battery. . 40w charge controller.

-18-

7. Implementation Plan
Financial implications of the System : The proposed system requires participation of the outside firms who are having specialization in developement of the hardwares, software and having necessary infrastructure to devlope system to the proposed specifications and as per the railway requirement. The cost analysis has been carried out by the project team and is summarized below. This Analysis has been done for the BZA division. Present Expenditure on the Monsoon patrolling. As discuused in the above para 3.0, the total RAT/Vunerable locations in BZA division are 238 nos and requiring the stationary patrolman at these locations, which is equivalent to 70,311 mandays ( including the rest givers). And if we take an average salary per day of Rs.300/- per man per day of shift duty, the cost worked out to Rs 2,10,93,300 /- for one monsson, and this is the scope available. If the system is implemented fully only in the BZA division then Rs 2,10,93,300 /- is the total scope can be targetted by the proposed system. Almost entire division is covered by the mobile network. The cost of the system worked out as detailed below: Initial Cost of Installation Sr No. 1. 2. 3. 4. 5. 6. 7. 8. Running Cost 1. 2. Maintenance and backup charges for four month Rs 25,000/Cost of the mobile for four months time @ 500/pm Rs. 10,000/Total of the Running cost Rs. 35,000/If we go to cover the other bridges then total cost for installation and running cost comes down and is insignificant in term of the life and property lost in case of washout. Also we can avoid a bad publicity given to the railway by the media for all such bad incidences. If we consider the seriousness of the repercussion of Description of Component/ Activity Supply of the GSM based Software Module GSM Modem GSM Mobile with SIM 5 nos. Cost Rs 85,000/Rs. 27,000/Rs. 40,000/-

Data Loggers and computers for DySS and Control Rs. 40,000/Engg Works like fixing of sensors and signals etc. Rs 50,000/Procurement of Signal, wire and location boxes etc Rs. 1,32,000/Cost of the Solar panel power, charger Health monitoring, SW&HW installation Total of the Initial cost Rs. 40,000/Rs. 20,000/Rs. 4,34,000/-

-19such washout, the cost is very marginal and justifible. If we go for saving terms then it is great saving to the Railways and it is always better to never be late. Implementation of the Proposed system- Time schedule: The overall likely time worked out based on the experience in the BZA division for implementing such innovative system. The probable time schedule is given below: 1. Formulation of developement plan, processing for Approval of competant authority, including CRS 2. Developement of software & hardware as per Railways requirement and specifications 3. Processing for the procurement of the materials, Calling of tenders, fixing the agency 4. Installation and testing at bridge site, and commissionig = 1 months As the above activities will be overlapping each other the minimum time required is worked out as 07 months, from the date of the proposal, as detailed below. = 3 months = 3 months = 3 months

Other Important Issues: 7.1 Getting Commissioner of Railway safety Sanction 7.1.1 The Engineering department will process for the sanction of the CRS in consultation of Sr DSO concerened, and draw the working instructions, plans, drawing etc. The system will be prosseced initially as on trial basis and after successful completion of trial, regular CRS sanction should be obtained by the Engineering department. The enginnering department will arrange for the inspection of the CRS if he wants to visit the bridge site personally.

7.1.2

-207.2 Installaion of the G-AFWWS system at site 7.2.1.1 The work consists of three parts: a. The design & fabrication of the System hardware and sofware with other assessories. b. Procurement of the Signalling wire, signal post and the location box wherever required. c. Engineering work of laying out the procedure of working, processing of CRS sanction, working instructions etc and also drafting the schedule and fixing the agency for the execution. 7.2.1.2 The work proposed will be executed basically in three parts: a. The Installation of the two level sensors at the identified locations, on piers, abutments etc and laying of cable. b. Installation of the Signal including the casting of foundation for the signal post. Also installation of the signal box. c. Fixing of the signal, CPU and GSM based Modem on the signal post but this may preferrably also be provided inside the location boxes at site.. d. Provision of the power supply and charging arrangemeent for the battery to be made by solar panel. e. Wiring ,testing ,programming and commissioning of the system at site as well as control to be done. 7.3 Coordination with other departments S&T and Operating 1. As the proposed system is the combination of the S&T and Engineering work, which is presently being installed for the bridge monitoring in the BZA division where the past experience of the washout is not good. The Engineering department will coordinate with the S&T and take their help whenever and wherever required. The S&T department will provide the necessary support for system instalation, signals,power supply arrangement as well as communication set up with adjacent station as well as control office. The S&T department will also support for monitoring the software as well as its connectivity from GSM modem , regular payment of GMS modem SIM as well other mobile for running and reccuring charges time to time. 2. During the trial proposed system will be fully installed and maintanined by the Engineering department. After successful completion of trial concerned Railway will decide for future installation and working. 3. The engineering deparment will also coordinate to draw the working instructions for the driver,the station master, P-way supervisors and it has

-21to be clearly incorporated in the station working rule with the consultation of operating department as well as safety department. Necessary temporary working instruction also has to be issued during mansoon season. 7.4 Instruction to Dy SS/Station Masters: 2. On reciving of Audio Visual alarm from the sytem installed in the Dy SS office, he will put back the required signals to ON in that block section including any IBS ( if any in the block section). 3. If any train is in the block section, he will inform the driver through VHF or any other mode about the water level at bridge and the driver should stop the train on getting the information from the Dy SS. 4. Dy SS will also to inform the adjacent station masters and exchange the Private Number (PN). 5. Also to inform the P-way man & the controller and apprise the position to the controller. 7.5 7.5.1.1 Instruction to Stationary Watchmen at bridge site during the trial: He will monitor the water level at the bridge and also observe the signal, before it crosses the Danger level. He will communicate the position of water level to the Sectional P-Way Superviser as and when required through the facility provided at the signal location. When the water level crosses the Danger Level, the Audio Buzzer will get activated and a sound horn will go on. The watchman on hearing the sound should observe the Signal and see that it is at ON position. He will then open the communication box and will communicate to the Sectional P-Way Superviser and apprise the position. After ensuring above he should protect the track as per P-way manual instructions. Instruction to Sr Section Supervisor ( P-way), In-charge: 7.6.1.1 He may get the information from the following sources: a. From the bridge watchman by the communication facility. b. From the SMS message transmitted by the System. c. From the Station Master. d. From the Controller of the section. e. From the other person who receives the SMS ( five numbers). f. From the Dy SS/SS from the nearby station. g. From higher official of concerned .

7.5.1.2

7.5.1.3 7.5.1.4 7.6

-227.6.1.2 He will immediately instruct the nominated P-way supervisor to proceed to the bridge site immediately with the Signal Key and Walkie-Talkie etc. He should speak to the controller and station master. He should get the factual position from the site, and give further instructions for next course of action. If required, suspend the traffic and plan for resources required for restoration (if any). Or wait till the water subsidises below the Danger Level. If required he should also proceed to the site. One sattelite phone to be provided for disaster management like this flood problems and when it required PWI will rush to site by best possible means along with sattelite phone to have universal communication with the division. In extreme situation normal assistance of ART etc to be advised and action to be taken accordingly. Instruction to Assistant Divisional Engineer: 7.7.1.1 He sholud ensure the following: a. Ensure the proper Installation of the G-AFWMS system and fixing of the sensors. b. Instruct and educate the P-way man and the Dy SS/Station Masters about the objective and functioning of G-AFWMS system. c. Should nominate the staff and issue clear instructions who will attened the bridge in case water rises. d. Should co-ordinate with other department at his level, and also should coordinate with the local Irrigation authorities.

7.6.1.3 7.6.1.4 7.6.1.5

7.6.1.6 7.6.1.7

7.6.1.8 7.7

-23-

8.Conclusion

The proposed system will be made highly reliable through a 1:2 to 1:4, depending on the size and type of the bridge, redundancy at sensor level, GSM modem and other electronic equipments. The system takes samples and sends an all is safe message hourly, so as to monitor the health of the system through an inbuilt health monitoring system. If all is safe message is not received in an hourly interval, then automatically the station modem of GAFWWS system will activate to indicate the health of the system, the audiovisual buzzer and the nearest P-way staff will be alerted by that station master. In addition data logger sends a message to controller, so as to enable him issuing caution order to the drivers in the section. The proposed system will enhance safety of the bridges to new heights. This will also change the way we monitor the bridges during the heavy floods, breaches etc. Currently we are almost on the mercy of God and on the alertness of the patrolman at the bridge site. Later generally fails to carry out his duty in case of heavy floods and breaches, which results in the loss of property and human life. The proposed system will result in the paradigm shift in flood monitoring and running of train in case of heavy rains and floods. This is a sincere effort in this direction but the scope may cover all other vulnerable locations also. In future, if we provide GPS receiver at the loco cab then GPS based centralised monitoring systems may also be benefial. No system is perfect in any way if we face challenge from the nature but we can try our level best to minimize the human casualties and this is a simply one step for such type of disaster manangement. The future possibilities are unbound, once the successful trial is over. ..................................................