Implementation of Railway Track Crack Detection and Protection

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International Journal Of Engineering And Computer Science ISSN:2319-7242
Volume 6 Issue 5 May 2017, Page No. 21476-21481
Index Copernicus value (2015): 58.10 DOI: 10.18535/ijecs/v6i4.47
N.Karthick, IJECS Volume 6 Issue 5 May, 2017 Page No. 21476-21481 Page 21476
Implementation of Railway Track Crack Detection and Protection
N.Karthick1, R.Nagarajan2, S.Suresh3, R.Prabhu4
1Asst. Professor, Department of Electronics and Communication Engineering, Gnanamani College of Technology, Namakkal, India.
2Professor, Department of Electrical and Electronics Engineering, Gnanamani College of Technology, Namakkal, India.
3Asst. Professor, Department of Electrical and Electronics Engineering, Gnanamani College of Technology, Namakkal, India.
4Asst. Professor, Department of Electronics and Communication Engineering, Gnanamani College of Technology, Namakkal, India
krnaga71@yahoo.com
Abstract: In this world people uses various types of transportation system to travel from one place to another place. Mostly they give
importance to public transportation for safer journey. At the same time the transport departments check out the safety measures
implemented in them. The proposed system is suitable for railways transportation to identify the cracks in the railway tracks earlier and
prevent the accidents. In this paper to use crack detection sensor, this will be placed in the train engine. By this, if some crack is detected on
the track the train starts to slow and stop at respective point automatically and exact place of crack would be given to control room.
Secondly the next cause of accidents is prevented from two trains opposite in same track by using the same sensors fitted in the engine, if the
sensor senses the same signal from opposite train then it automatically applies the brake and stops the train at certain distance. The
derailment causes several loses in railway accidents. The proposed system introduces Bluetooth based technology, to prevent the trains
accident. The Bluetooth device is installed at each front end of the locomotive. If the train starts to derail, automatically signal is breaked
and an alert is given to engine driver and on the other emergency brake is applied automatically. The main aim of the work is to avoid the
train accidents without manual power.
Keywords: Magnetic Particle Inspection (MPI), Non Destructive Testing (NDT), Ultraviolet (UV) and Anti-Collision Device (ACD)
1. Introduction
The cracks and other problems with the rails generally go
unnoticed due to improper maintenance and irregular manual
track line monitoring that is being carried out in the current
situation. Nowadays system have some limitations, if the
bridge or track damaged, that information goes to railway
authority people, they notifies and informs to the
corresponding trains it will takes more time informing those
information.
In the literature survey, the commonly employed rail crack
detection schemes in foreign countries are usually ultrasonic
or eddy current based techniques which are the reasonably
good accuracy in most cases. However, the one characteristic
which the above mentioned methods have in common is that
they are both expensive, which makes them ineligible for
implementation in the current Indian scenario. Also, the
ultrasonic can only inspect the core of materials; that is, the
method cannot check for surface and near surface cracking
where many of the faults are located. Many of the most
serious defects that can develop in the rail head can be very
difficult to detect using the currently available inspection
equipment [1]. This system is mainly concerned in identifying
the cracks in railway tracks and helps to prevent the accidents
without manual power. It’s not only concentrated on finding
damaged tracks but also helpful to find out the derailment and
the exact place where it is.
In this technical solutions offered by many companies in
the detection of cracks in rails involve periodic maintenance
coupled with occasional monitoring usually once a month or
in a similar time frame. But the robotics possesses the
inherent advantage of facilitating monitoring of rail tracks on
a daily basis during nights, when the usual train traffic is
suspended. Further, that the simplicity of this idea and easy
availability of the components make for implementation on a
large scale with very little initial investment [2]. The
simplicity of this work ensures robustness of operation and
also the design has been carefully modified to permit rugged
operation. Another disadvantage that can be attributed to the
conventional commercially available testing equipments is
that they are heavy which poses a practical limitation.
This important disadvantage has been rectified in robotics
project as the design is simple and sensible enabling the
device to be easily portable. While designing the mechanical
parts of the robot, due consideration has been given to the
variable nature of the tracks and the unique challenges
possessed by the deviations in the Indian scenario. For
example, in areas near road crossings the outer part of the
track is usually covered with cement. Also, there is always the
problem of rocks obstructing the path on the inside parts of
the rails. So the specialized wheels that have been provided in
robot that has taken into account and are specifically designed
to overcome this aforementioned problem. The railway track
crack detection is used to detect the crack whiles the train
running on the track [3]. The proposed system is used to
detect the crack on railway track before 10km.
2. RELATED WORKS
The prompt detection of the conditions in rails that may
lead to a crack or rather a break now plays a critical role in the
maintenance of rails worldwide. The understanding of these
mechanisms is constantly improving and the evolution of a
range of complementary non destructive testing (NDT)
techniques has resulted in a number of tools for us to choose.
Among the inspection methods used to ensure rail integrity,
the common ones are visual inspection, ultrasonic inspection
and eddy current inspection [4]. The ultrasonic inspections are
common place in the rail industry in many foreign countries. It
is a relatively well understood technique and was thought to
be the best solution to crack detection. However, the

DOI: 10.18535/ijecs/v6i4.47
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ultrasonic can only inspect the core of materials; that is, the
method cannot check for surface and near surface cracking
where many of the faults are located. The eddy currents are
used to tide over this limitation associated with ultrasonic.
They are effectively used to check for cracks located at the
surface of metals such as rails. Further, magnetic particle
inspection (MPI) is also used in the rail industry but there are
a number of problems inherent with this technique, some of
which are mentioned [5].
The surface of the rail or component must first be cleaned
of all coatings, rust and so on. To get a sensitive reading,
contrast paint must first be applied to the rail, followed by the
magnetic particle coating. The same inspection must then be
carried out in two different directions at a very slow overall
speed. However, in the Indian scenario, the visual form of
inspection is widely used though it produces the poorest
results of all the methods. It is now becoming widely accepted
that even surface cracking. The first conducted a survey of
existing technologies for non destructive testing of railroad
track and track components. This provided insight regarding
which tasks were best suited to vision based inspection for
which technology was not already under development [6].
This survey encompassed well established inspection
technologies (e.g. ultrasonic rail flaw testing) and more
experimental technologies currently under development (e.g.
inertial accelerometers).
A variety of machine vision systems have been developed
to inspect rail and track, including systems from the
University of Central Florida, Georgetown Rail Equipment
Company and MER MEC. The University of Central Florida,
in association with the Florida Department of Transportation,
is developing a machine vision system for the inspection of
surface cracks in the rail, missing or misaligned tie plates,
presence of fasteners, and improper gauge. Initially, they used
a small, self propelled track cart to gather video data and are
now adapting the system for use on a high rail vehicle [7].
The downward facing, high frame rate, 640x480 area scan
camera is used in combination with strobe lights, lasers, and
sun shields to gather the video data. Images are recorded
approximately every 1.5 feet, with the exact interval
determined using Global Positioning System (GPS) data [8].
Georgetown Rail has developed their AURORA system for
inspection of wood ties, rail seat abrasion, presence of
fasteners, and improper gauge. This system is mounted on a
high rail vehicle and can be operated at speeds of up to 30
mph (48 km/hr). The wood tie inspection includes
determination of the size, length and location of cracks, as
well as an estimation of tie “roughness” and a measurement of
vertical plate cutting. Fastener detection can recognize and
catalog cut spikes as well as Pandrol E-lips, Fast Clips and
Safe lock clips with 85%-90% accuracy.MER MEC has
developed a track inspection system, known as the “Track
Surface Detection System”, which uses line scan cameras and
has three separate modules that can be installed to detect
different track defects [9]. The system can be installed on any
track vehicle and can be operated at speeds of up to 160
km/hr (99mph). With all three modules installed, the system
can detect tie type and movement, inspect and classify rail
fastenings and surface defects, measure rail gap, check for
ballast irregularities and vegetation and determine the plate
condition and the structural condition of several pieces of on
track equipment (e.g. transponders for the European Train
Control System).
3. ANTI - COLLISION DETECTOR
This work aims to development of highly cost effective anti-
collision detector using the implementation of RF and LASER
in automation of signals. By this work to avoid train collision
by giving necessary signals automatically. It will also detect
cracks in the railway tracks. Automatic gate controller is an
added feature of this work. It can easily be customized as per
requirements and available resources to suit the needs of
Indian railways. The idea has been successfully tested and the
working prototype can be developed.
Figure 1 Block Diagram of Anti-Collision Detector
The Figure 1 shows the block diagram of anti-collision
detector. The engines of trains are equipped with
microcontroller containing all the data and information about
all the trains. Practically, in the microcontroller contains the
registration nos. of trains. The motor which runs the train is
under the control of microcontroller. On the head lamp of
engines of train A and train B are added a photo diode and a
laser that emits pulses at fixed time intervals. If train B is
moving on the same track towards the train A then the laser
emitted by the train B will be sensed at engine of train A
resulting in microcontroller to stop the motor and thus
stopping train. Thus the working of anti-collision detector is
based on a bi-directional process [10].
A light emitting diode (LED) is a semiconductor light
source. LEDs are used as indicator lamps in many devices and
are increasingly used for other lighting. Introduced as a
practical electronic component in 1962, early LEDs emitted
low intensity red light, but modern versions are available
across the visible, ultraviolet and infrared wavelengths, with
very high brightness. When a light emitting diode is forward
biased, electrons are able to recombine with electron holes
within the device, releasing energy in the form of photons.
This effect is called electroluminescence and the color of the
light is determined by the energy gap of the semiconductor.
The LEDs are often small in area (less than 1 mm2), and
integrated optical components may be used to shape its
radiation pattern. The LEDs present many advantages over
incandescent light sources including lower energy
consumption, longer lifetime, improved robustness, smaller
size, faster switching, and greater durability and reliability [2].
The LEDs powerful enough for room lighting are relatively
expensive and require more precise current and heat
management than compact fluorescent lamp sources of
comparable output. The light emitting diodes are used in
applications as diverse as replacements for aviation lighting,
automotive lighting particularly brake lamps, turn signals and
indicators as well as in traffic signals. The advantages of
LEDs mentioned above have allowed new text and video
displays and sensors to be developed, while their high
switching rates are also useful in advanced communications

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technology. Infrared LEDs are also used in the remote control
units of many commercial products including televisions,
DVD players, and other domestic appliances. The Figure 2
shows the Infrared rays with wavelength.
Figure 2 IR Rays
Figure 3 shows the Infrared (IR) light electromagnetic
radiation with a wavelength between 0.7 and 300
micrometers, which equates to a frequency range between
approximately 1 and 430 THz. The IR wavelengths are longer
than that of visible light, but shorter than that of terahertz
radiation microwaves. The bright sunlight provides an
irradiance of just over 1 kilowatt per square meter at sea level
of this energy, 527 watts is infrared radiation, 445 watts is
visible light, and 32 watts is ultraviolet radiation. The objects
generally emit infrared radiation across a spectrum of
wavelengths, but only a specific region of the spectrum is of
interest because sensors are usually designed only to collect
radiation within a specific bandwidth [11].
Figure 3 IR Sensor
The detection of cracks can be identified using ultraviolet
(UV) rays with the UV transmitter and receiver. The UV
receiver is connected to the signal lamp and it will acts as
sensor. The CAN controller is connected to the main node and
it sends the information via GSM and transmits the message
to engine and to the nearest station. The UV radiation is
electromagnetic radiation of a wavelength shorter than that of
the visible region, but longer than that of soft X-rays. It can be
subdivided into near UV (380 – 200 nm wavelength) and
extreme or vacuum UV (200–10 nm). When considering the
effects of UV radiation on human health and the environment,
the range of UV wavelengths is often subdivided into UVA
(380– 315 nm), also called long wave or "backlight"; UVB
(315–280 nm), also called medium wave; and UVC (280 -10
nm), also called short wave or "germicidal”. The name means
"beyond violet" (from Latin ultra, "beyond"), violet being the
colour of the shortest wavelengths of visible light. Some of
the UV wavelengths are colloquially called black light, as it is
invisible to the human eye. The gun emits ultraviolet radiation
in the UVA, UVB, and UVC bands, but because of absorption
in the atmosphere's ozone layer, 99% of the ultraviolet
radiation that reaches the earth surface is UVA. Some of the
UVC light is responsible for the generation of the ozone [12].
The ordinary glass is transparent to UVA but is opaque to
shorter wavelengths. Silica or quartz glass, depending on
quality, can be transparent even to vacuum UV wavelengths.
The onset of vacuum UV, 200 nm, is defined by the fact that
ordinary air is opaque below this wavelength. This opacity is
due to the strong absorption of light of these wavelengths by
oxygen in the air. Pure nitrogen less than about 10 ppm
oxygen is transparent to wavelengths in the range of about
150– 200 nm. This has wide practical significance now that
semiconductor manufacturing processes are using
wavelengths shorter than 200 nm. By working in oxygen free
gas, the equipment does not have to be built to withstand the
pressure differences required to work in a vacuum [13].
Some other scientific instruments, such as circular
dichroism spectrometers, are also commonly nitrogen purged
and operate in this spectral region. Soon after infrared
radiation had been discovered, the German physicist Johann
Wilhelm Ritter began to look for radiation at the opposite end
of the spectrum, at the short wavelengths beyond violet. In
1801 he used silver chloride, a light sensitive chemical, to
show that there was a type of invisible light beyond violet,
which he called chemical rays. At that time, many scientists,
including Ritter, concluded that light was composed of three
separate components: an oxidising or calorific component
(infrared), an illuminating component (visible light), and a
reducing or hydrogenating component (ultraviolet). The unity
of the different parts of the spectrum was not understood until
about 1842, with the work of Macedonia Melloni, Alexander-
Edmond Becquerel and others. UV Light has many uses [14].
In Derailment cases if the distance of two compartments is
increases then signal (Bluetooth) automatically cut off. This
Bluetooth are fixed at both phases front and back of each
compartments. Once the signal breaks, Automatic emergency
brakes are applied. This technique can also be used to alert
the driver by using some kind of alarm. Some times in
midnight then the engine driver cannot notice the red signal in
the railway signal. So in this situation our technique will be
used to avoid the accident by alerting the driver at the time of
red signal. The sensors which are capable of detecting the
crack is ultrasonic metal detecting sensors. Which are to be
placed on both sides of the engine, but due to its cost the test
model is designed using IR and normal ultrasonic sensors [9],
[15].
The tracks are enabled with encoders and RF transmitters.
A uniform track is said to be maintained if current keeps on
flowing between the encoders. The transmitter will transmit
RF signals as long as the current is continuous. A receiver
circuitry containing a decoder is involved on the engine of
train. The receiver is connected to the microcontroller which
controls the functioning of the train. If due to some
unavoidable reasons, a crack is introduced in the track then
the current flowing between the encoders will no more be
continuous. This will stop transmitter to transmit RF signals
and hence no signal will be received by the receiver of the
engine leading to which the microcontroller will stop the train.
The microcontrollers used in anti-collision detector and crack
detector are same. These modules are now widely and cheaply
available with the operating frequency of 433 MHz [16]. The
transmitter module accepts serial data. The encoder IC takes
in parallel data at the TX side packages it into serial format
and then transmits it with the help of a RF transmitter module.
At the RX end, the decoder IC receives the signal via the RF

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receiver module, decodes the serial data and reproduces the
original data in the parallel format. In Figure 4, The TX433
wireless RF transmitter uses on/off keying to transmit data to
the matching receiver, RX433. The data input “keys” the saw
resonator in the transmitter when the input is +3 volts or
greater, AM modulating the data onto the 433 MHz carrier.
The data is then demodulated by the receiver, which
accurately reproduces the original data [17]. The data input is
CMOS level compatible when the unit is run on +5 volts.
Figure 4 433 MHz Transmitter
The receiver shown in Figure 5, it contains just one
transistor. It is biased to act as a regenerative oscillator, in
which the received antenna signal causes the transistor to
switch to high amplification, thereby automatically arranging
the signal detection. Next, the raw demodulated signal is
amplified and shaped up by op-amps. The result is a fairly
clean digital signal at the output of the receiver. The logic
high level is at about 2/3 of the supply voltage, i.e., between 3
V and 4.5 V. The range of the simple system shown in Figures
is much smaller than that of more expensive units, mainly
because of the low transmit power approximately 1 mW and
the relative insensitivity and wide band nature of the receiver
[18]. Moreover, amplitude modulated noise is not suppressed
in any way.
An RFID system consists of an antenna and a transceiver,
which read the radio frequency and transfer the information to
a processing device, and a transponder, or tag, which is an
integrated circuit containing the RF circuitry and information
to be transmitted. The PIC is the abbreviation for
programmable interface circuit. It is a CMOS 8bit RISC
microcontroller. There are only 35 single word instructions to
learn. Operating speed: DC - 20 MHz clock input. The
memory details are: Up to 8K x 14 words of FLASH Program
Memory, Up to 368 x 8 bytes of Data Memory (RAM) and
Up to 256 x 8 bytes of EEPROM Data Memory [19].
Figure 5 433 MHz RF Receiver
Figure 6 Block Diagram of Proposed Model
In Figure 6 shows the block diagram of proposed model,
the sensors plays as input receiving device they provide
positive acknowledgement when there is proper continuity in
track and if no object is detected. Once if any of the above
mentioned condition is missing then it starts to provide
negative ack. As it is coded in microcontroller, on receiving
negative acknowledgement, it stops the train kit and enables
the LED and Buzzer [20]. The Head-on collision is used to
avoid the train accident on the same track. If the train comes
on same track when the detection sensor sense the signal is
‟0‟ means there is no interrupt on the railway track. If the
signal is ‟1‟, it can identify some interrupt and it will monitor
into the controller room, then the train will be stop and avoid
the two train accident on the same track. The derailment
means, if the distance of two compartments is increases then
signal automatically cut off. The signal sensing unit can be
used to alert the driver by using some kind of alarm. Some
times in midnight then the engine driver cannot listen the red
signal in the railway signal. So in this situation our technique
will be used to avoid the accident by alerting the driver at the
time of red signal. As per the system we can early identify the
place and station information whiles us travelling in the train.
This kind of in formations will be announced or displayed in
the train. The necessary information will be already feeded in
the system. According to the distance the information will be
delivered to the passengers [21].
The safety violations due to human errors or limitations
and equipment failures occasionally result in Train collisions.
The anti-collision device (ACD) network is an onboard train
collision prevention system. The ACD is a self acting
microprocessor based data communication device. When
installed on locomotives along with an auto braking unit
(ABU), guard vans, stations and level crossing gates both
manned and unmanned, the network of ACD systems prevents
high speed collisions in midsections, station areas and at level
crossing gates. The ACD uses both radio frequency and laser
technology whereby a train is automatically brought to a halt
if the track ahead is not clear. The train starts braking 3 kms
ahead of a blockade. Due to natural or manual reasons, the
tracks are found to be cracked which can lead to accidents.
The project is able to detect the cracks in railway tracks [22],
[23].
Now a days, India is the country which having world
largest railway network. Over hundreds of railways running
on track every day. As railway has straight way running as
well as it has somewhat risky and dangerous as per as general
public and traffic concern. As we know that it is surely
impossible to stop the running train at instant is some critical
situation or emergency arises. Therefore at the places of
traffic density, suburban areas and crossings there is severe
need to install a railway gate in view of protection purpose.

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Obviously at each and every gate there must be a attendant to
operate and maintain it. In view of that, if we calculate the
places of railway crossings and such places where it would to
be install and overall expenditure [24], [25].
The existing technical solutions offered by many
companies in the detection of cracks in rails involve periodic
maintenance coupled with occasional monitoring usually once
a month or in a similar timeframe [26], [27]. The proposed
system have the inherent advantages of facilitating
monitoring of rail tracks on a daily basis during nights when
the usual train traffic is suspended. The proposed system has
simple and easy availability of the components to implement
the large scale with low initial investment. The simplicity of
the proposed system ensures robustness of operation and
also the design has been carefully modified to permit
rugged operation. Another disadvantage that can be attributed
to the conventional commercially available testing equipments
is that they are heavy which poses a practical limitation.
However, this important disadvantage has been rectified in
this work as the design is simple and sensible, enabling the
device to be easily portable. While designing the mechanical
parts of the robot, due consideration has been given to the
variable nature of the tracks and the unique challenges posed
by the deviations in the Indian scenario. For example, in areas
near road crossings the outer part of the track is usually
covered with cement. Also, there is always the problem of
rocks obstructing the path on the inside parts of the rails. The
specialized wheels that have been provided in this robot have
taken this into account and are specifically designed to
overcome the aforementioned problem.
4. CONCLUSION
In this work, the crack on the track, face to face collision and
de-railment, all these occurrences are sensed automatically
and accidents are prevented, here testing has been carried out
by established models and simulation has been done by Keil
uVision4. The both face to face collision and crack on track
are detected 4-5km before by the continuous monitoring of
ultrasonic metal detecting sensors which are fixed at the
engines, and once detected the train automatically applies
brake to stop and even pantographs could be disengaged. But,
the de-railment could be controlled by detecting not presences
of next compartment. Then an alert is given to driver and
automatic emergency brake control is applied. If this system is
brought in railways, the accidents could be controlled and the
place of damage could be sent automatically to control room
and since its completely automated system this can be used in
village areas by which man power is reduced and time is
saved.
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Authors Profile
N.Karthick received his B.E. in Electronics and
Communication Engineering from Anna
University, Chennai, India, in 2011. He received
his M.E. in VLSI Design from Karpagam
University, Coimbatore, India, in 2013. He is
currently working as a Assistant Professor of
Electronics and Communication Engineering at
Gnanamani College of Technology, Namakkal,
Tamilnadu, India.
R. Nagarajan received his B.E. in Electrical
and Electronics Engineering from Madurai
Kamarajar University, Madurai, India, in 1997.
He received his M.E. in Power Electronics and
Drives from Anna University, Chennai, India,
in 2008. He received his Ph.D in Electrical
Engineering from Anna University, Chennai,
India, in 2014. He has worked in the industry as
an Electrical Engineer. He is currently working as Professor of
Electrical and Electronics Engineering at Gnanamani College of
Technology, Namakkal, Tamilnadu, India. His current research
interest includes Power Electronics, Power System, Soft
Computing Techniques and Renewable Energy Sources.
S. Suresh received his B.E. in Electrical and
Electronics Engineering from Anna University
Chennai, India, in 2010. He received his M.E. in
Applied Electronics from Anna University,
Chennai, India, in 2012. He is currently working
toward his Ph.D. in High Voltage Engineering
and Communication System at Anna University
Chennai, India. He is currently working as a
Assistant Professor of Electrical and Electronics Engineering at
Gnanamani College of Technology, Namakkal, Tamilnadu, India.
His current research interest includes High Voltage Engineering.
R.Prabhu received his B.E. in Electronics and
Communication Engineering from Anna
University, Chennai, India, in 2006. He received
his M.E. in Computer and Communication from
Anna University, Chennai, India, in 2008. He is
currently working as a Assistant Professor of
Electronics and Communication Engineering at
Gnanamani College of Technology, Namakkal,
Tamilnadu, India.
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