Gravity Powered transport systems for rail, road,water and airport use Rajaram Bojji1 FIE.,FNAE.

, AMASCE and Director, Research and Technology Dev., M/S Atri KEI Lab., (p) Ltd. India Resident 834 Spring Knoll Dr., Herndon, VA 20170 USA email: rajaram.bojji@gmail.com Tel: +1 703 796 0225 Abstract A Gravity Power Tower is a gravity based embodiment for storing substantial potential energy in a number of relatively heavy and vertically moving masses, embodied as Power Mass Modules; release or recover the potential energy in a controlled manner using a continuously variable intelligent, automatic gear system and high speed traveling power transmission cable, transmitting the force to accelerate or decelerate at a fraction of acceleration due to gravity, or sustain at steady speed, any rolling or sailing mass of relatively a fraction of the size of the masses in said Power Mass module. A set of such Gravity Power Towers interconnected with transport guide ways for the mass to be transported on wheels or in water, form intelligent automated transport network for transporting people and cargo point to point, powered by gravity, is shown to replace substantial non-renewable energy in surface or sub-way transportation within and between cities. . 1 Introduction: 1.1 Transportation infrastructure is energy intensive in usage and once in place, very difficult to undo nor change. Entire communities establish and grow in synergy all along such networks of rail,road and water ways. Any improvement to curb emission levels and consumption of energy, is resource intensive and socially critically sensitive to manage, raising both political and financial challenges. 1.2 So developing countries requiring to develop their infrastructure to serve 85% of population in transportation must choose a different model other than what developed countries had done, to avoid the same development trajectory and challenges. 1.3 There is an urgent need therefore, to innovate a different mode of delivery of transport services, to reduce the energy needs, be friendly to the planet, while being economical. The models and designs as implemented in earlier years, by advanced countries, cannot be replicated without causing serious damage to our ecosystem ruining the financial health. 1
1

1.4 We do try wind, tidal and solar based energy use but for the transport sector, the high power needs while accelerating and availability in all climates and locations prove these alternate sources of energy to be not of much use. The cost of production of energy is quite prohibitive to be economical for transport sector. 1.5 The fourth fundamental force gravity is available eternally and is omnipresent, but in transport we treat it more as an hindrance to be overcome in transport using energy. 1.6 In this paper a means of changing that scene, by making gravity serve us to transport people and cargo economically is described and demonstrated that it is a very practical alternative, easy to implement quickly to meet the urgent demand of emerging economies and save substantial energy requirements economically. 1.7 Scope is limited to introductory outline keeping in view the brevity of space. 2 Gravity Power Towers and network:
3

2 1

Fig.1 b

Fig.1 a

Fig. 1

Figure 1 Network of Gravity Power Towers 2.1 With reference to Fig. 1, the Gravity Power Tower is a concrete or steel frame structure housing a number of Power mass modules shown as 1, with the main gear system 2 linking the pulleys driving the power transmission cables 3, the said power transmission cables extending along the pathways over which rolling masses have to be transported using gravity power. Each of the modules will now be described. 2.2 The Power Mass Module with reference to drawing Ref Fig 2: A steel frame 3 supports a shaft at both ends having a drum and gear systems 11, gear connectors 111 linking to main gear system 15, gear connector 11-2 linking to a fly wheel energy storage system 16, and gear connector 11-3 linking to an electric motor 10, all of which are bi-directional as needed;the shaft gear system 11 has a drum, and with multiple wire ropes one end fixed inside the drum, and wound round the drum, with the other ends fixed to a mass 1; when fully wound up, the mass is at position 31; the said gear connector 11-1 when engaged connects the rotating shaft gear 11 to a main gear system 15, the gear unit 11-2 when engaged connects the shaft 11 to a 2

flywheel system 16, and when the gear unit 11-3 is engaged , the said shaft gets connected to a geared driving electric motor 10. The multiple wire ropes forming the cable holding the mass 1 at position 31, allows the mass to reach position 32, in fully unwound condition, but while getting unwound the drum turns the shaft 11 in the same direction as the drum. Similarly when the drum is wound back, the mass rises to position 31 when fully wound.
15 11-1 11-2 16 11 11-3 10 2 31 1 3

32 33

Fig. 2

Figure 2 Gravity Power Tower Concept Outline (Bojji et al 2010) 1.1.1 Working of the Power Mass Module: Case of demand for power rising from zero to a maximum value: When the said mass 1 is at 31, the condition is said as the maximum charged condition, that is full potential energy of the module is available. When the shaft-gear 11 , engages gear connector 11-1 to main gear system 15, and disconnects 11-2 as well as 11-3, and allows the mass 1 to fall under gravity, the gear system receives this energy input, while the mass 1 loses its potential energy. Till the mass 1 reaches position 32, the mass 1 exerts a steady force and delivers the power to the gear system but as it reaches position 32, the mass 1 will be having a velocity downwards, and this kinetic energy needs to be recovered to prevent impact forces and damage by the mass 1. The shaft gear system 11, will now disconnect the gear connector 11-1 from the main gear system 15, and simultaneously engage the gear connector 11-2, so that the fly wheel system captures the energy and brings the mass to a halt by the time mass 1 reaches position 33. 1.1.2 The embodiment is such that at any given time before reaching position 32, if there is no need to draw power from the Power mass module as indicated by the main gear system 15, the shaft gear system11 can activate the gear connector 11-2 and while disconnecting the 11-1 from gear system 15, and recover whatever kinetic energy that the mass 1 may have at that time to bring the mass to a safe halt.

1.1.3 Case of demand for power at a particular starting value: As mass 1 is falling under force of gravity, the acceleration being constant, the velocity linearly rises with time and so the state of kinetic power of the mass also linearly increases. The velocity at which the force has to be delivered by the mass 1 is demanded by the gear system 15, then, the shaft gear system11 will allow the mass 1 to drop, to reach the level of the velocity needed connecting the gear connector 11-2 and transferring any extra kinetic energy to the flywheel system 16, and once the needed velocity is reached, the gear connector 11-1 will be engaged to gear system 15, to deliver the force at the required velocity. Throughout the above two operations, the gear connector 11-3 remains dis-engaged. 1.1.4 Case of recovery of energy from gear system 15: When gear system 15 demands that kinetic energy has to be absorbed by the power mass module, the shaft gear system 11 , activates the gear connectors, which can have any desired gear ratio, 11-2 and 11-3 to roll up the drum on the shaft to wind the cables, thus moving the mass up wards. While the mass 1 is thus moving upwards, the shaft gear system, at the time demanded by the gear system 15, engages 11-1 , dis-engages the gear connectors 11-2 and 11-3, and allows the mass 1 to be lifted up by the force being received from the gear system 15. After this operation is over, shaft gear system 11 will disconnect 11-1 from gear system 15. 1.1.5 Any balance lift needed for the mass1 to reach back its original position of 31, the gear connectors 11-2 and 11-3 are engaged, and using the energy of flywheel system and the motor 10, the mass 1 is restored back to its full potential energy. 1.1.6 Each such Power Mass Module has an in built intelligence, comprising of embedded microprocessors and transducers to monitor status, receive commands from a similar embedded intelligence of the main gear system 15, coordinate the actions to be taken to operate the gear connectors at the required gear ratio as needed and start and stop the electric motor as needed, do all the acts 15 and things as described above, 6 8 and be able to give information at any given time regarding the 5 7 power status of the Module including that contained in the flywheel storage. Main Gear 9 System and principles of control : Reference to Fig. 3 ; the main 4 gear system module has the 1 3 2 power transmission cables with their end pulleys and attached Fig. 3 individual gear systems 5,6,7,8 all mounted on a steel frame structure, the Figure 3 Multiple Power Masses -Main Gear Box said power transmission cables extend from the main gear box system outwards in a 4

generally horizontal direction over the pathways used by a mass to be transported;The gear connectors 9 of the multiple power mass modules, each of which may be set to have a desired gear ratio, also extend into this main gear box system in such a way that any of the individual gear systems and pulley of a power transmission cable can get connected to any one or more than one of the power mass modules to draw energy or give back energy. All the gear boxes of the power transmission cable, the gear connectors of the power mass modules, are linked to the intelligent main gear system controller 15, which commands the setting of the gear ratio for each individual pulley with gear box of the power transmission cable and chooses the appropriate power mass module too for driving the pulley or to recover energy. 1.1.7 The intelligent main gear system controller 15, monitors the speed and force in the power transmission cable, draws energy from the power mass module if needed by any of the power transmission cables, or arranges to recover energy from any of the power transmission cable by connecting to one of the power mass modules ready to receive energy, or if the force and the speed of the power transmission cable is to be maintained just over coming the friction losses, arranges the same from one of the suitable power masss modules, in all the above said cases, choosing the appropriate gear ratios for the pulley-gear system of each individual power transmission cables. 1.1.8 The principle the main gear system uses is, knowing the power status of each of the power modules, and the force requirement for the power transmission cable, as well as the final velocity to be reached for the rolling mass to be driven by the power transmission cable, or the velocity of the rolling mass whose energy is to be recovered, the main gear system will follow the equation F . h = f . (v/2) . t where F= Power mass x acceleration due to gravity h= free height of travel available for the power mass at that moment, down ward if energy is to be given, and upwards if energy is to be gained, f= F/n, n being the resultant gear ratio chosen by the main gear system controller for the power transmission cable pulley-gear system and the gear connectors of the Power Mass Modules used, v = the maximum velocity to be reached by the rolling mass driven by the power transmission cable or the velocity of the rolling mass the energy of of which is to be recovered t = the time taken to accelerate to 'v' or decelerate from 'v' to rest. 1.2 In case multiple Power Mass Modules are used, say F(i) with different h(i) where i=m, and m is the number of such Power Mass Modules, then Sum of F(i) . h(i)=f . (v/2) .t over i= 1 to m where m is number of Power mass Modules used. 1.2.1 If it is a case of just keeping the rolling mass moving at a steady speed v ,over coming the resistance, then the equation is F. ( v/n) = f . v and since F, f and v are fixed, value of ' n ' that is the gear ratio is adjusted suitably and in real time corrected. In dynamic conditions actually it is power balancing- not just the forces. 5

So it is expected that v and v/n will differ by minute amounts and sensing the same,the 'n' value is fine tuned. It may be noted that F could be from one power module or sum of more than one power modules. So for different F values from different power modules, we will get a matching number of n values, but following the principle mentioned above such that Sum of (F(i) . v/n(i)) tends to equal f . v , where i = 1 to j and j is the number of power mass modules. 1.2.2 The main gear system controller gets inputs from the power mass modules regarding their status, the current force and speed status of the power transmission cable; requirements of the rolling mass on the guide way, whether to be accelerated up to a specified speed or decelerated to be stopped, or maintained at a steady speed; chooses one or more number of suitable power mass modules, works out the optimum set of gear ratio values, sets the gear ratios for the Power mass Modules and the Power Transmission Cable, and at the right time puts together the Power mass Modules and the pulley-gear system of Power transmission cable to act on the rolling mass; In real time the main gear system monitors the force value and the speed of the power transmission cable, distance traveled and keeps on adjusting the set of gear ratio values to make sure that object is achieved. 1.3 The Power Transmission Cable system is a high speed traveling closed loop cable 3 as in Fig 1 and 5.6.7.8 in Fig. 3 with one end looping around a pulley-gear system, and located and acting as part of the main gear system 2 in Fig. 1 of the Gravity Power Tower, and the other end projecting out of the main gear system and out of the Gravity power tower, generally in a horizontal plane, including grades normally obtained, extending, along the guide way or pathway, up to a length needed to deliver power to a rolling mass on the pathway or guide way, in case it is necessary all the way to the end of the pathway where another Gravity Power tower occurs, and winds back on another end pulley only or pulley-gear system in case the location is another Gravity Power Tower. While one leg of the cable engages the rolling mass to be given power, the return path of the cable may be idle or it may be used in certain cases, to drive rolling masses in the opposite direction on another guide way. 1.3.1 The Power Transmission Cable may be required to drive or stop a rolling mass traveling underneath the cable or the rolling mass could be riding above the Power Transmission Cable. Normal wire rope used as cable for this purpose, needs to be supported to avoid sag and the friction of travel at speeds typically of the order of 30 to 35 m per sec while transmitting the power needed for the rolling mass. So special supports traveling in metal enclosure acting as guide as well as house a specially made frame with double coned high speed rollers, which hold the cable and provide dynamic support to the cable are now described with reference to Fig. 4 1.3.2 With reference Fig. 4 :A continuous rectangular metal box enclosure 5 as in Fig. 4 a and 4 b with a slit opening 8 as in Fig 4 c,d,e in the middle of one long member, running throughout through which the support arm 2 projects and holds the cable in Fig 4 a and Fig 4 b, the said support arm firmly fixed to a frame 6 with a

3 5

Fig.4 f 1 2 8 4 Fig.4 b

Fig.4 a

9 1

6 Fig. 4 e

3 10

Fig. 4 c

Fig. 4 d

Fig. 4 g

Fig. 4 h Fig. 4

Figure 4 Details of High Speed Power Transmission cable pair of double coned rollers 3 , as in Fig 4 a and 4 b ; the double coned rollers run over two steel rounds 4 in Fig. 4 b, 4 c, 4 d fixed on the either side of the slit opening, when the cable is traveling below the support metal guide box, the said metal box's longer member without slit fixed to a ceiling member of the structure housing the guide way for the rolling mass, Fig. 4 a and Fig. 4 b; 1.3.3 The double coned rollers also have a common double sided flange 7 as in Fig 4 a and amplified as in Fig 4 f , at the middle , the said middle portion being of larger diameter than the ends of the roller, thus the roller executes sinusoidal motion while rolling on the steel rounds allowing for higher speeds and negotiate curved pathways with lowered wear, as in railway wheel sets; 1.3.4 Referring to Fig 4 c and 4 d, when the guide way is such that the power transmission cable has to be at the guide way level or below wheels of the rolling mass, then the guiding metal enclosure gets fixed with the long member having the longitudinal slit opening on top, with power cable traveling on top of the metal box, with the long member of the rectangular box with no slit becoming bottom member and fixed to the guide way of the rolling mass, with an additional pair of steel rounds 9 fixed on the long member of the metal box, the said rounds 9 are parallel to the steel rounds 4 on the long member with central opening, but distance between them adequate for allowing the double coned rollers at any time to be in touch with only one pair of them, all along over which the double coned rollers rest and run when cable is running above the metal box without any rolling mass attached on top. When the rolling mass is coupled to the Power Transmission Cable, at the location of coupling, the double coned rollers get lifted up and roll on the steel rounds 4 as in Fig 4 d.

Fig. 5 a 3

5 Fig. 5 b

Fig 5 c Fig. 5

Figure 5 Gripping arms detail 1.3.5 The power transmission cable has another element called gripping arm reference Fig. 5, one end of which is attached firmly to the rolling mass, and the other end has a pair of grips 5 with in built rollers 4, as in Fig. 5 b which at low pressures of initial gripping action, allows any relative velocity difference between cable 1 and grips 5, to be absorbed by rolling and avoiding friction and heat, but the same rollers when fully pressed with full force, get pushed in to the grips and the cable and grips get firmly engaged Fig 5 a ; The grips are scissors shaped with a pin 2 around which the s shaped grips, when the ends 3 are pressed together, the ends 4 move in and grip the cable firmly; Further at the fixed end on the rolling mass, the grip has a number of shock absorption units 6, Fig 5 c, to absorb and minimize any shocks of attachment of the grip on to the moving cable. 1.4 The Power Transmission Cable has intelligence built in with capability to communicate with the main gear system and gravity power controller, to decide on timing and the force for operating the grip arm and also whether the said force comes from a fly-wheel energy storage or a compressed air motor located on the rolling mass and the timing for operating the grips to hold or release, decided through communications between the rolling mass and the power cable controller depending on the requirement of the rolling mass to draw energy or not. 1.4.1 In another embodiment, a steel plate fixed on top of the cable at each support frame as in Fig 4 g and 4 h , that means the cable is between the metal box in which the supporting frame runs, and the steel plate , so that the rolling mass can have an electromagnet which when powered can activate magnetic force of attraction to make the rolling mass get pulled by the cable. 1.5 Gravity Power Controller is the microprocessor based embodiment comprising of built in intelligence and control functions with communication capability with all concerned sub-assemblies, the said sub-assemblies being the rolling mass controllers, power cable controllers, gear system controllers named as gravity power controller for each gravity power tower, which in turn communicate with other gravity power controllers with which it has operating relation ship, thus forming a networked 8

gravity power control system is an integral part of the gravity power transportation. 1.6 The gear system with its controller, is an embodiment capable of continuously variable gear ratio, to which the power masses are connected through a cable and drum, to be lifted or dropped, as required, to which all the power transmission cables which are end less looping cables with two pulleys at the either end, the pulleys axle having extension with gears to be engaged as needed by the gear system and the said pulley and gear of every power transmission cable becomes part and parcel of the gear system; the gear system having in built microprocessor system to receive inputs from the tensions in the power transmission cables, the speeds, accelerations /decelerations of the rolling masses, the positions of the power masses and the remaining potential energy which can be tapped, and plans based on information received from the controllers on the rolling masses and their requirements, the action to be taken either to give energy or recover energy from a given power transmission cable, and accordingly chooses the power masses depending on their position to deliver or receive energy, and further monitors the status of power masses and if there is kinetic energy in a power mass, the same is immediately recovered connecting the same to a set of fly wheels, and if there is finally a need to make up for height to be lifted for any particular mass, to reach its maximum potential energy state, applies electrical motor power to cover the gap lifting the said mass; further at the time of transfer of kinetic energy back to masses, the shock and impact is controlled by using the energy from the stored in fly wheels, and make the initial upward movement for the mass or set of masses nominated to be connected to a power transmission cable delivering kinetic energy from a set of stopping rolling masses. 1.7 The controller of a power transmission cable monitors the force in the cable, and compares with safe allowable limits for the said force, its speed, direction, the type and requirements of the rolling masses it is handling, the nature of its function, whether it is delivering power to rolling mass or taking out the power from the rolling mass, and keeps the gravity power controller posted with the latest current status 2 Applications: 2.1 Rail based:Description of applications: A city or area to be served by transport based on gravity power, will have a typical layout as shown in Fig 6. As in Fig 6, a group of Gravity Power towers ,1,2,3,4, 5 are connected by the transport routes, but the power transmission cables 12,24,23,25 etc need not be the same length as the route lengths. We may have intermediate gravity power towers to steadily keep driving the units at the desired speeds over long lengths of hundreds of kilometers if it is a matter of connecting cities or ports. At such intermediate power towers, only the energy needed to keep the rolling unit moving is given, and most probably there wont be recovery because of stopping of a unit. The lost potential energy thus, is made up through external energy source. When we calculate the total energy used we take into account this fact. 2.2 The transport mode could be rail based or road based or even water canal based, or be an airport where airplanes could be launched out and received, with the 9

appropriately placed power transmission Cables. 2.3 The great advantage of gravity Power Tower is very high quantum of energy can be released in very short time and during idle time and on-peak period, relatively low power static electric motors used to charge back the Power mass Modules to their full potential energy. 2.4 Possibility for cladding the gravity power tower with solar panels and provide the off peak period energy input to do this recharging makes it an exciting alternative. 3 A configuration assumed for working out the various scenarios is as follows. A rolling mass of 50t with associated power mass equal to 1005 t and acceleration and deceleration Figure 6 Typical transportation network value both equal to 0.1g. However further to account for associated cable mass of the power transmission, another 5 t is added to making the rolling mass as 55 t. 3.1 Further Gravity Power Towers are assumed to be nominally located every 500m and eithrt the rolling unit passes at full speed or gets accelerated or decelerated progressively by each of these towers. 3.2 Important is to note the endless cables of Power Transmission cables start and loop between these towers and so the rolling stock will detach its gripping arm from one cable and transfer to the other cable as they pass each of these towers, under the coordinated working of the microprocessor based controllers of the towers. 3.3 So at any given time one can have only one or two coupled rolling units between a pair of towers. For example in a railway, that gives us the through put per direction of a double line route as 22 hrs per day/ (500/average speed) x gross or pay load per unit of rolling mass. The assumption is that 2 hours a day may be set aside for any maintenance activity. So at a typical average speed of 30m/sec, over a 360 day year, we carry per a double line route, 2x85 gross million tonnes. And that is done automatically without human participation. The practical realisation will be a little less , accounting for efficiency of shunting yards and feeding junction arrangements. 3.4 If passenger traffic is considered, a double decker system of 50T gross weight, is assumed to carry a payload of of typical 150 seats, creating at speeds of 180 kmph a capacity of 2 x 388 million passenger seats for a 20 hr a day and 360 day year. All automated to handle. 3.5 One may observe that no separate signal and train control system is needed because the energy control functions assure that safety is taken care of. 3.6 For calculating the resistance the French and German Railway formulae are used . 3.7 Let, at a given instant, M = Value of Power Masses associated to provide the driving force as well as for 10

recovery m = Value of rolling mass getting accelerated , run at steady speed and then decelerated on the path way a = acceleration of the m at that instant fr = resistance to the rolling mass on the pathway dh = at that instant value of change in height of the Power Mass M dl = at that instant the distance rolled by the mass m n = gear ratio equal to dl/dh at that instant fr = m.g. fr1 where g = acceleration due to gravity e = gear efficiency as percent of energy lost in transmission then energy equation gives: Mg.dh= (1+e)(ma+fr).dl + 0.5.M.(v/n)2 in acceleration; but for very large value of n the underlined term becomes negligible. This energy any way is assumed to be captured by inertia wheel storage and used in helping at the time of reversal of direction of movement of M for recovery. So we drop this term in the modeling. or n= Mg/[(1+e).(ma+fr)] Similarly for deceleration n= Mg/[(1-e).(ma-fr)] But ma+fr can be written as ma+mg.fr1 where fr1 is the a+bv+cv2 So n= (M/m)/[(k+fr1)(1+e)] at v for acceleration case n=(M/m)/[(k-fr1)(1-e)] for deceleration case n= (M/m)/[(fr1)(1+e)] for coasting case as acceleration is zero. 3.8 Knowing n value for the speed, we know dh. Thus we can work out variation of dh in acceleration, coasting and deceleration every time we increment time. For the value of fr1. French and German formulae used as shown;( Profilliidis,1995) For BG trains r value kg/t 0.6855+0.02112.V(km/h)+0.000082.V2 So we have to multiply rolling mass m . g/1000 to get KN we are taking out m.g in deriving the above equations, the division by 1000 will remain for fr1 So fr1= (0.6855+0.02112.v+0.000082v2)/1000 for BG and (0.85+0.01.V+0.000247V^2)/1000 is the fr1 for French formula and for gear efficiency generally 1.5 to 3 % is industry standard. 'e' value is taken at 3% in this model.(Lang,2000,Table 2) (This represents the friction losses in the Gravity Tower, Fig 2) 4 Results and discussions: 4.1 Gravity Power Tower improves productivity of usage of electrical energy. The Gravity Power Tower delivers 5 to 10 times the input electrical energy for a moving mass in acceleration and deceleration.( Fig 7). This a case of constant acceleration and recovery too at constant deceleration equal to acceleration value, but with suitably varied gear ratio. We may observe that as the peak speed is increasing, the distance traveled at at relatively higher speeds is increasing , thus increasing the rolling resistance. This increased rolling resistance reflects as unrecoverable loss of 11

energy and so the leverage factor drops from 10 to 5 when very high speeds are reached.

Figure 7 Multiplier effect of Gravity Power Tower 4.2 Gravity Power Tower can accelerate a rolling mass to the peak speed required, at a constant acceleration at even at 5 kW per ton ( Fig. 8 ) using only the gravity power, which an electrical motor cannot do easily. In fact there is no technical limitation for the Gravity Power Tower- it can provide many orders more power as easily. The Gravity Power tower can restore the Power Masses later in off peak period, drawing power at a steady low levels of power. Figure 8 Gravity Power Tower can meet any peak demand to accelerate 4.3 In case of simple coasting at a steady speed, the energy consumption is similar to what we consume in existing electrically driven systems. The loss due to friction is not recoverable. How ever in Gravity Power driven system, the dead load of geared electrical motors traveling with the rolling mass is eliminated and dead weights to that extent are replaced by pay loads. Sophisticated high speed traction motors are avoided. This will cut costs both in capital and maintenance costs, while increasing the payloads. It may be noted that it is still 12

Fig. 9 Coasting case at steady speed the gravity power which provides the traction, The loss of potential energy of the Power Mass is later made up in off peak period using industry standard common heavy duty motors. However in grades and instances of stop and start energy recovery too occurs. Typical urban transport system with stops and starts get maximum benefit of energy savings.

Figure 10 Delivery of total power from gravity, recharge & savings in energy 4.4 Short distance stops and energy savings with Gravity Power Towers. A case of rolling mass having short distance stops of at 2.55 km is shown in Fig 10. The figure 2.55 km is actually the distance needed for accelerating to 180 kmph, and decelerate the same at constant 1m/sec2 , using Gravity Power. The coasting length in this specific case becomes zero. But at peak speeds lower than 180 kmph, varying coasting lengths occur. Plots showing the energy consumption at at average speeds, in each such speed profile in Fig 10 indicate saving of energy as compared what is consumed currently, varying from 70 to 80%. As the coasting length increases, the irrecoverable friction loss reduces the saving in the energy. But still so long as gradients exist, variable speed conditions arise, then Gravity Power Towers will assure higher order saving of energy, because recovery is engineered by the Power Masses in each such case. Additionally steady speeds are maintained even on up gradient by the Gravity Power Tower. This will have substantial impact on 13

throughput. 4.5 The case of neglected term for the kinetic energy gained by the Power Mass can be cross checked for the typical case of 180 kmph high speed of rolling mass. At the time of attaining the maximum speed of 180 kmph, the variable gear ratio n has a value of 157.7676 and the KE of the Power Mass at the time of disengaging from accelerating works out to 0.07% of the potential energy used from Power Mass. Substantially the Gravity Power Tower energy profile variation has to be maintained to be in the nature of potential energy, while the rolling mass has kinetic energy profile. This achieved by making the Power Masses very large of the order of 10 times to 20 times and even 50 times, that of the rolling mass, so that residual kinetic energy of the power mass remains a mere negligible tiny quantity. 4.6 Further in the Gravity Tower, by keeping the Power Mass/rolling mass ratio very high, we limit the h value and consequently the height of tower is controlled. Without recharging the tower using electrical energy, we may keep more number of rolling units moving over longer period even when power failures occur. 4.7 Since we used typical train resistance equations prevalent in real life, the results can be taken to be fairly practically feasible. The assumptions for efficiency in terms of losses in gear systems, too are on conservative side of industry standards. Hence it seems highly likely that if we construct a prototype system of life size, and check , we have a very high probability of confirming the results. Requirements of brevity of the paper, the paper limits its scope to establish first the practical feasibility of construction and operation of gravity power towers and resultant energy savings by bringing in the eternal gravity in to play in a practical manner. 5 Brief outline of various applications: 5.1 Rail Based systems: It is rational that railway being the most energy efficient system with minimum rolling resistance , we can get maximum benefit of Gravity Power. More detailed descriptions can be obtained in the specifications elaborated in (Bojji et al 2010).But broad outlines of applications very briefly are presented in figures for a quick appreciation of scope of applications. 5.2 Gravity Powered Rail module Fig.11 is the heart of the system, which forms the basic running frame over rails, to which the either passenger coach or cargo container gets attached. Configuration for Subway, Fig. 12 and Elevated system Fig.13. (Bojji, Rajaram, 1989) 5.3 Roadways, Fig. 14, too can be powered with gravity and detail description given in Ref,.... More than recovery , advantage of conservation of energy is realised saving fossil fuels, in more cost effective manner. Figure 11 Gravity powered rail module 5.4 Canals ,Fig 15 can have gravity power.

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Fig. 12 Urban system

Fig 13 Elevated system (Bondada 2005)

Fig 14 Canal Transportation

Fig.15 Case of Roadways

6.5 Gravity Power Towers can be used for launching aircraft on runways, details described by Bojji R et al ,(2010). 6.6 Legacy railway systems too can benefit replacing their energy use in traction with gravity power. Existing infrastructure is modified as shown in Fig 16. Figure 16 Legacy infrastructure too can avail gravity power . 7.0 Conclusions within the scope of this brief introductory of the new system : 15

7.1 The Gravity Power Tower is an embodiment of vertically moving very heavy masses, becomes a store house of potential energy, and at at all times 99.9% of its energy remains potential energy at all times, and through own intelligent gear and power transmission cables, automatically drives rolling masses from one tower to another over rail, road, water and even launch aircraft on runways, and a net work of them can provide almost 50 to 70% of energy needs in transportation, particularly in repeated start and stop scenario. Practical results for rail transportation resistance are used to demonstrate this result. The microprocessor based continuously variable gear systems in gravity power towers are assumed to lose energy to the extent of 6% in acceleration and deceleration. Generally 2 to 5% of energy loss is estimated(Lang,2000 & RoyMech, 2008). Actual trials only can confirm the results. 7.2 The benefit of Gravity Power we get, is dependent upon controlling the losses in the microprocessor based continuously variable gear system ..at current known 2 to 5% losses (Lang, 2000), the results are promising. But if it rises to more than 15%, then it may not be useful. 7.3 The technologies involved to deliver the network and working systems are mere reconfiguration of existing time tested proven sub-systems, for which industry has proven capability. Since we can use existing legacy railway system too, to practically prove the working of the Gravity Power Towers, it will be quick and economical to test the first prototypes and evolve standards for the new energy driven transportation systems. 7.4 Since both greenfield projects in developing countries as well as legacy systems can be converted to the new system proposed, potential to positively impact on reduction of global warming is substantial. 7.5 It is recommended to form an international task force to guide the development, so that humanity gets benefit of the new generation gravity driven transportation systems. References:
[1] Bojji, Rajaram, 1989, Skywheels- New Mass transit system, at l' Convegno Internazionale LE FERROVIE , NEI TRASPORTI DELGI ANNI 2000 BOLOGNA, 12/13/14 Aprile 1989, 420-424 [2] Vassilios A. Profilliidis,1995, Railway Management and Engineering Ashgate Publishing Company, England, Para 18.3.2 pp352 to 356 [3] Bondada, Murthy V. A. and Bojji, Rajaram, 2005, Potential of APMs as Line Haul Systems in Developing Nations: A Case StudySky Bus Metro Technology,., American Society of Civil Engineers, Automated People Movers 2005, CD ROM, ISBN: 0-7844-0766-5, Stock #40766,

[4] Bojji, Rajaram & Bojji, Ananda Krishna; 2010, Gravity Powered Rail, Road and Runway Transportation System, Publication No: WO/ 2010 /023500 4th March, 2010, WIPO, Geneva. [5] Lang, Kelvin R; http://www.lasercannon.com/Murano/Files/cvt.pdf [6] RoyMech, http://www.roymech.co.uk/Useful_Tables/Drive/Gear_Efficiency.html

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