Volume 8, Issue 41 November 2017 ISSN No.

0976-254X

www.railbizindia.com

Photo courtesy: Sharat Sharma, Director, Delhi Metro ` 100

FIRST WORDS

I think it is possible for ordinary people ...

Safety is what happens between two unusual events. The usual noises and commit-
ments are made post event, with the sole aim of containing the stakeholder fallout;
these are repeated the next time. The safety levels go up only if some concrete action
or plan has been worked out in between the events. Witness the usual noise of an
independent enquiry and compensations as soon as the news of any untoward event
on railways hits the media; the reactions from those responsible are perfect dj vu.
The actions and any culture change in between are important but get the least
attention.
The stampede on a station over bridge in Mumbai is a good example of what we want
to emphasize. The immediate reactions were predictable: the work for widening the
bridge was intended and sanctioned but got delayed due to IR inefficiency. That will
not happen again, and the work will be done on, one can smell the clich, on a war
footing. As the media focus shifted to something else, the actions in-between mani-
fested themselves.
Management culture is also what happens in between events that catch attention. In
a clear message that will stand imprinted on IR psyche and the public mind for years
and determine further such in between actions, the Government decided that railway
engineers and managers cannot do this job efficiently. Two senior ministers and the
Chief Minister specially rushed to the spot to announce that the bridge would be
constructed, you smelled it again, on a war footing, but by the army engineers. They
had no confidence in their own teams.
And the in between message was loud and clear: we do not believe that IR can deliver
an over bridge in quality and time. IR engineers may be asked to deliver bridges of
far greater complexity, cost and time or long-range projects like the Kashmir link, the
high-speed link and others, when it comes to the Mumbai bridges, we have no hope.
In this politically expedient action, the Ministers have sapped the IR management
of any support. Nothing more can be more enfeebling for any managers.
The public accepts that sub-consciously and the next time an accident happens, reacts
so. Compare with the muted response to the boiler burst in a government owned
power house that killed at least 29 persons: no senior executive from the owning PSU
was asked to go on leave, nobody underwent a knee jerk suspension, there was little
public breast beating on unsafe practices in power houses and all is quiet now. The
railway managers subject to humiliation after a recent accident near Kanpur, for
which their responsibility was far removed and at worst systemic, are still recovering
from the loss of faith and confidence.
These are the actions in between that matter, not the immediate reactions. IR
management must address these in between actions and causes if any worthwhile
change is to be brought about. The traditional responses after every event must be
forgotten as archaic and counter-productive.

(Vijay Raina)
Editor
...to choose the extraordinary.
Elon Musk, Tesla and much more.
 Volume 8, Issue 41 November 2017

CONTENTS

www.railbizindia.com

Delhi Metro IREE 2017, New Delhi

1 Mangu Singh, MD
Editor An exclusive interview
V. K. Raina 3 The Airport line
5 20 MW solar power
For Advertisements and Circulation installed
Dr. Rajni Raina 5 Train set series on Delhi
Business Manager rails
Phone : +91 92306 39001 6 Non-fare revenues get a
boost
Disclaimer : 7 Round table on Urban
Views expressed by various authors are Mass Transit
personal and do not necessarily reflect the 10 Railway Minister: 15 DMA: Smart Measurements
views of their corporates.
New hopes, new directions
16 Mecnoservice:
18 Mangal Dev Rail grinding machines for Metro/
Opinion: towards a better light rail
European Correspondent: network
16 Traction energy savings
Ms Geetha Munikoti, Berlin
21 Trainance : Retractable
catenary for depots
IT Support 22 RS Ravitharan:
Dilip & Rajat IRT Australia charting a
research path for railways
Designed & Printed by 39 IR plans for IRIS certification
Headliners Advertising Services Pvt. Ltd. Book review
87, Monohar Pukur Road 8 Developing Metro stock for Technology updates
Kolkata 700 029 safety and comfort
12 Vibration signatures for effective
e-mail: headlinersadvertising@gmail.com prognosis
13 Skyway: A visionary transport
concept from Belarus
14 Fluid Controls: Environment initiatives
Pipe fittings that let fit and forget 20 Solar panels on trains
15 Mitigating rail induced noise and 20 Biofuels mark their presence on
vibrations IR DEMUs

Electrification debate IR Safety

28 Fast pacing IR's electrification 35 Exclusive interview with Ex. CRS
Diesel locos mission

38 IR experiments with common

30 Need for re-assessment New development
rail injection 33 You fund it, I owe you nothing 24 New vision for India built trainsets

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 ME T RO E X CLU S I V E I N T ER VI E W

Delhi Metro: a continuing success story,

above and below the ground
Dr E Sreedharan, the Metroman, has been credited
with a single-handed leadership of the Indian
Metros. The Delhi Metro template of design, fund-
ing and execution has spawned many success stories
across Indian cities. What is often not recognised
is that he worked to set up a succession legacy,
thought to be an impossible task in the government
sector. As he retired in 2011, he had his Delhi
Metro successor in Mangu Singh already in place
and with known preference. This has been an able
choice as Delhi Metro has continued its network
expansion, commissioning projects to schedule and
maintaining high service levels throughout.
After a few years in the usual jobs of track maintenance in IR, Singh had worked on the cut and cover North section (Esplanade
Girish Park) of Kolkata Metro. He counts those years with a clear emphasis: whatever could go wrong, did go wrong in those years,
The tough situations taught resilience. He recounts that in that period he had a colleague in current Governor, Tripura state Tathagata
Roy who was in the design wing. Singh can easily claim a record now: he has a long service of 27 years now in Metros, overseeing projects
from conception to commissioning, succeeding in delivery of full cycle Delhi Metro projects under phases 1 ,2 and 3. Many Metro experts
often work shorter periods in various projects but Singhs claim to uniqueness is the association over all phases of these projects. As he
joined DMRC in 1997, his Kolkata experience merited him control of the tunnelling work as Chief Project Manager (underground).
Those days the underground part was called the Metro corridor and the via -duct part was the rail corridor, a carryover for the IR
background of most managers involved in the project. Singh has now delivered on about 60 underground stations, stressing that each
station has its own physical and technical challenges.
Mangu Singh graduated in Civil Engineering from Roorkee (1979) and has also received Master of Science (Sustainable Development)and
joined IR Service of Engineers in 1983. He joined DMRC at the inception stage in November 1997, playing a key role in developing
the Metro system in Delhi. He has been also instrumental in assisting other State Governments in developing Metro systems.He has
been awarded D.Sc. (Honoris Causa) by Amity University and Eminent Engineer Award-2015 by Institution of Engineering and
Technology, (UK). He is the President, Tunnelling Association of India and a Member of Policy Board of UITP .

Having met with Sreedharan in June 2011, (he retired in
Dec 2011), it was time to catch up and we were privileged
to meet with Mangu Singh, MD DMRC. The place has
not changed much, the positive attitudes and the will to
deliver quality is always reflected as one enters the im-
pressive Metro Building foyers. The security guys are
friendly and business like, even if I had arrived quite before
the appointed time.
The vision and mutual respect is confirmed as Mangu
Singh reveals that he joined Delhi Metro a few days after
Sreedharan took charge on Nov. 4,1997. His orders for
secondment from Indian Railways had been issued already
but he had decided to join only if Sreedharan did. That
was the level of confidence that Sreedharan instilled in
his team and the story is repeated so often: that Sreedharan
would choose his team with care and then support them
to the hilt. And while Sreedharan was a well-rounded
person, which qualities would stand out the most? His
response was emphatic: he was a man of strong convic-
tions and stood by these through the toughest times.
These convictions were rooted in strong personal probity
in times when personal integrity was not always normal.
He had full faith that the system, if handled with thought
and care, could deliver and he proved that it did.
Developing skills
Delhi Metro has truly created the skill sets in Indian
engineers and construction managers so that now any
Metro project in India can be delivered fully by Indian
personnel and companies. For the Phase 1 situation,
Indian engineers did not bring much direct experience
in such projects but the need to develop skills was
recognised and planned for. It was ensured that a
DMRC engineer was seconded with each person from
the contracted General Consultant, sowing the seeds
of Indian ability. The forethought has now meant that
all key persons in Indian Metro projects can trace their
success to stints in DMRC. At the international level,
the Dhaka Metro is based on a DMRC assessment and
its engineers are part of the international consulting
team too.
There is indeed a simple trick: if the Metro is visible with
its 25-kV overhead power supply, as different from the
out-of-sight third rail, the initial report was by DMRC.

Rail Business [Focus-India] November 2017 1

 M E TRO EXCLU SIVE INTER VIEW
DELHI METRO
MASTER PLAN-2021
Phase Km Cost (` Cr) Status
Phase-I 65.10 10.891 Completed
(1997 to 2005)
Phase-II * 124.19 21.121 Completed
(2005 to 2010)
Phase-III 160.57 46.978 Under
Construction
Phase-IV 103.94 DPR under consideration
of Delhi & Central Governments
Total 453.80
*(including 22.1 km Airport Express Metro)
Funding
Phase I: about 60% by JBIC/ JICA Japan, 28% by state and central
governments, land acquisition: 5%, 6% from property development
Phase II: 45.5% from Japan, 16.4% from the governments, Airport
line: 46% by concessionaire and 39% by the governments, 58% by
state governments for Gurgaon and Noida extensions
Phase III: JICA: 48.6%, 10% each by the two governments
In addition to its NCR projects, DM-
RC has provided various levels of con-
sultancy reports for Vijayawada,
Mumbai, Pune, Lucknow, Nagpur,
Amritsar, Ahmedabad, Surat, Jaipur,
Kochi, and Visakhapatnam Metros,
besides the now abandoned
Kozhikode mono-rail project.
And would such varied project expe-
rience be useful in the High-speed
line construction? It is a good sign
that the HSR management has al-
ready depended on DMRC engineers
for starting the HSR project work.
Delhi Metro will live through its own
projects and some through the HSR
link.
The 217-km network spread: a successful plan, phased and effective
Corridor
Line 1 (Red), Dilshad Garden Rithala,
20.6 km elevated, 21 stations
Line 2 (Yellow) Jahangirpuri
HUDA City Centre, 25.6 km elevated and
23.7 km in tunnels ,37 stations
Line 3 (Blue) NOIDA City Centre Dwarka
Sector 21, 3.13 km underground and
44.64 km elevated, 45 stations
Line 4 (Blue) Yamuna Bank Anand Vihar
ISBT Vaishali, 8.74 km elevated, 8 stations
Line 5 (Green) Kirti Nagar - Inderlok
Mundka, 18.46 km elevated, 16 stations
Kashmere Gate Escorts Mujesar
(Faridabad), 10.3 km underground and
33.1 km elevated, 31 stations
Orange Line Airport Express, 15.13 km. underground and 7.57 km elevated , 6 stations
2 Rail Business [Focus-India] November 2017
The new Metro policy specific packages, like on fare collec-
It was expected that the private sector tion in Kochi Metro, could be worked
would get into the intra-urban rail in and will reduce government invest-
ment needs. State funding of Metro
transport in a significant way, but
projects in Delhi Airport line, Hydera- projects is the right answer right now.
bad Metro and Mumbai have not set Singh points out that the public feel-
a good road to follow. ing on PPP projects is also not right:
The hope of private sector invest- these are often viewed as giving away
ment in Metros may have to be the family silver , an attitude that has
shelved for better times. The short hurt some highway projects. For such
conversation was revealing too. long-term investment contracts, the
risks are not well defined and unless
RB: has Hyderabad Metro suc- a workable model evolves, private
ceeded? funding will be at a low ebb.
Singh: Not yet. Cost control on learning
Has it failed? As DMRC has executed the succes-
sive packages, have the construction
Singh: Not yet. costs come down due to greater Indi-
The unspoken message was clear: In- an ability and better construction
dian Metros must be state funded and management? It would seem so as the
executed. Expectedly Singh is averse per km costs on Phase 1 are about 15
to commenting on projects outside % higher than those for Phase 2. But
his control, but one can discern some a similar comparison with Phase 3 is
underlying factors. First the cost of mistaken, may be due to higher inci-
capital and going with investment dence of tunnelling.
risks for private investors are too high
One aspect that has appeared for this
right now and may be the expected experience is that the pre-tender de-
high efficiencies of the private sector termination of the package sizes is a
in such projects have proven to be big determining factor in competitive
non-existent and ephemeral. Singh bidding as well as the quoted process.
does point out that DMRC delivery DMRC started with integrated large
and quality do affirm that government sized packages in Phase 1, perhaps
sector can produce benchmark out- based on the consultants advice. This
puts if the leadership is right and man- may not have been the best one, bur-
agement has a freedom to decide. Pri- dening the packaging costs on the
vate participation in the form of bidder. DMRC instead opted for
Commissioning
Shahdara - Tais Hazari: opened December 2002 (followed by
stretches in Oct 2003, April 2004, and the Phase II portion in
June 2008
Vishwavidyalaya - Kashmere Gate in December 2004, and later
stretches in July 2005, Phase II extensions in Feb 2009, June and
Sep 2010 and phase II in Nov 2015.
Barakhamba Dwarka in December 2005 (Phase - I); later in
April 2006, November 2006, and phase II extensions in
May and October 2010
Yamuna Bank Anand Vihar ISBT: January 2010 (Phase - II)
and extension in July 2011
Inderlok Mundka: April 2010 (Phase II) and extension in
August 2011
Central Secretariat - Sarita Vihar: October 2010 (Phase - II),
followed by January 2011, June 2014 (Phase - III), June 2015),
September 2015and May 2017
 ME T RO E X CLU S I V E I N T ER VI E W

more modest bid packages in Phase
2 that seem to have depressed costs.
We referred to a recent conference
where the issue of construction pack-
age sizes in the dedicated freight cor-
ridors ware discussed, with a brief for
even larger packages, even though
Metro and mainline construction
packages have dissimilar needs and
constraints. Singh would opt for mod-
est construction packages for control-
led costs. This of course burdens the
DMRC with need for greater coordi-
nation and control, but experience
would show good gains on projected
costs. Bundling of the works to cover
various elements like civil construc-
tion, electrification and signalling
should have a moderating influence
on costs.
Moderate package sizes should mod-
erate project costs.
Recent media coverage
DMRC has been in the media focus
on two aspects: fare revision and poor
road connections at most stations.
The Delhi Metro Act lets constitution
of fare revision Committee whenever
decided on by the state and central
governments; (a fixed periodicity is
not mandated). The committee is a
three member one, a sitting high court
judge, a nominee of the state govern-
ment and the Central government.
The current committee (the fourth),
the first since fare revision in 2009,
included the Delhi state chief Secre-
tary and an added Secretary from the
Ministry of Urban affair, as needed
under the Act. Even while DMRC has
so far been able to service its debts
from operating surpluses, the projec-
tions for coming years wre not rosy.
A FRC had been sought for in 2012
but it was constituted only in 2016.
The fare revision now wil permit reg-
ular debt servicing and necessary
Opex.
DMRC does put by some amounts
for a replacement fund but the cur-
rent level is modest. No deprecia-
tion reserve is created as matter of
rule and the governments will have
to stand in with large grants, when-
ever the stock and structures call
for large scale replacements. At
present provisions for tougher
maintenance schedules and re-
placements are adequate but large-
scale funding is not provisioned
for.
The media has projected the dire state
of DMRC stations when it comes to
road access. In most stations, it is park
as you wish and commuters have to
struggle though the chaos to get road
connections, often the road travel cost
is higher than the Metro commute,
forcing some away from Metro travel.
DMRC shuttle services at some sta-
tions do exist but the access and serv-
ice quality are said to be unflattering.
Singh attributes this to a general apa-
thy in enforcements as multiple agen-
cies are involved. While some plans
were part of the projects, non-
enforcement has led to a current state
where each agency, including DMRC,
feels helpless. That is an effective way
of negating any improvements soon.
While the Metro services are world
class after you enter a station, the cha-
os outside is typical of streets in an
old Indian city. Not much seems to
be likely unless the concerned govern-
ment takes charge for rectification.
No hope yet.
There is no doubt that Singh recog-
nizes the problem. We pointed out
that access from New Delhi Metro
station to the Mainline station is non
-existent and passengers have to cross
a few berms and merge with auto traf-
fic to gain access. This does not show
the existence of any plan.
Singh agrees that this is broadly true
and seems to blame IR apathy for this.
In the planning stages, IR had ini-
tially stressed that the Metro sta-
tion should not have any access on
the IR side as it would burden
them with extra passengers. Singh
had insisted on an emergency exit
required and the current situation
is that this exit is the main one that
passengers have to traverse for
reaching main line services. Again,
no change is expected because
each stake holder is individually
helpless. DMRC cannot. IR will
not. End of the story.
As has been reported earlier in the
context of Hyderabad Metro, IR
has issued a policy directive that
no Metro station or line can lie
below an existing IR facility and
that any construction within 30 m
of a station can be done only after
IR certifies that it will not need the
space ever in future. That is some-
thing that the IR executives are
unwilling to certify, ensuring that
Metro access to main line plat-
forms and stations is always haz-
ardous. The East West Kolkata
corridor plan at Howrah station
seems to have predated these IR
instructions and better connectiv-
ity is planned.

The Delhi airport line

Initially funded by a well-known Indian group, DMRC took
over operation and maintenance of the Airport Express line
from July 1, 2013. This project was to set new bench mark as
passengers could check in the New Delhi station and seam-
lessly connect with their flights. The line has seen poor pa-
tronage and initial track quality issues, leading to an operating
ratio of 270% in 2013.
DMRC has made key changes in its operations:
l Fares have been rationalized, with reduction in July 2014
and Sep 2015.
l Implementation of a fixed time table, providing a 10-min
service frequency.
l Train trips increased from 168 to 196, starting at pre-dawn.
l Integrated ticketing with other lines.
l Reduction in operation costs, including merger of the control
centers.
Legacy dispute with the investor, involving substantial amount,
is now under judicial decision after an adverse arbitration
process.

Rail Business [Focus-India] November 2017 3

 ME T RO D EL H I

Cashing the bounty from above

developer with financial aid of 15% through the renewable
agency grants from the Central Government. The 25-year
power purchase contract covers the investment risk, with
payment based on actual generation.
The DMRC teams proactively addressed the issue of curved
roofs at Metro stations, developing suitable curved panels.
Another interesting feature is the nano-coated panels instal-
lation on a pilot project that can minimize efficiency loss due
to dust accumulation on panels. All new DMRC construction
will be solar ready, putting the mission on a long-term auto-
pilot. The installers have the choice to replace the system by
more energy efficient versions as these become available.
DMRC has achieved its mission of a 20 MW installed capacity
of rooftop based solar power generation. This is a sizeable Tapping the sun
part of its 250 MW current demand as its Phase 3 projects get DMRC has also contracted for supply of solar generated power
on stream by end of current FY. Energy cost consumes around from a location in far away Rewa (Madhya Pradesh) at a first-
38% of the systems Opex, and mounting tariffs from traditional year tariff of ` 2.97 per energy unit, that can give the power
sources can inflate that further. A 25-year power purchase requirements to its Phase 3 lines (345 m units annually). The
agreement with the solar power installers is an inherent part mission has been applied in full to the DMRC led Kochi Metro
of the scheme followed. The DMRC effort can well set up the project where 4 MW capacity is near completion, here the
template for various other rail installations in India. coverage is on all its 11 stations and the coaching depot.
The journey started way back in 2012 with an MoU with a Solar power in DMRC
German company for developing business models. The first
PPA kW Developer ` per unit energy
pilot project, modest at 500kW, took off in Feb 2014. The
scaling up started in early 2015 with a 1027 kW installation 2014 500 SEI Superior 6, initial years
(SEISunscope), 2464 kW in June and & 7 MW (Purshotam
2014 500 Jakson engineers 6
Rays), 14 MW with Azure Power Saturn and 6 MW with
Renew Solar, 14 MW had been installed at end 2016. The 2015 1027 SEI Sunscope 6.75
average cost of solar power should be up to 15 % cheaper than
2015 7000 Purshotam Rays 6
the current energy tariffs.
2016 14000 Azure Power Saturn 5.49
The business models
DMRC adopted the Renewable Energy Service Company 2016 6000 ReNew Solar Energy 5.49
(ROSCO) model where the project cost is invested by the

Train set series - developing Indian manufacturers

Metro Coaches Owned by Delhi Metro Rail Corp. Ltd
Series Manufacturer No of coaches App contract value (` Cr)
RS1 Koros/ Rotem (South Korea) 240 + 40* 1731
RS2 Bombardier Germany 340 + 84* 2983
RS3 Hyundai Rotem South Korea 156+40* 1384
RS4 BEML Bangalore 64 52
RS5 Bombardier Germany 74+40* 811
RS6 BEML Bangalore 136 930
RS7 Bombardier Germany 76 545
RS9 BR (BEML, Rotem) 162 1332
RS10 Hyundai Rotem South Korea 486+18* 4277
RS11 Bombardier India 162 1500
RS13 BEML Bangalore 96 847
*= optional. DMRC has also procured stock for Jaipur (RS-8) and Kochi (RS-12)

Rail Business [Focus-India] November 2017 5

 M E T R O D ELHI
Positive actions for upward swing in non-fare revenues
Sharat Sharma, Director Operations Delhi Metro
Non-fare revenue, about 11 % of DMRCs annual revenue
from its property business, is showing a regular increase due
to the many initiatives taken by its Property Business wing.
Key revenue streams are display advertisements, ATMs, com-
mercial spaces, kiosks, optic fiber leasing etc. The property
business of around ` 200 Cr (fare box revenue in last FY was
1765 Cr), showed a significant growth in 2015 -16 and is
expected to keep the trend.
In last two FYs. systematic initiatives have included procedural
changes based on client feedback that have eased participation
IR high profile
6 Rail Business [Focus-India] November 2017
and contracting. Some aspects like faster resolution of conflicts
are attitudinal but have made an impact. Procedural changes
included consolidation of tenders to encourage competitive
bidding, e-tendering, greater uniformity in tender conditions
that eases the processes even as it avoids surprises and later
disputes, greater delegation down the organization ladder,
realistic reserve pricing and provision of water and electricity
at the points of sale.
FY PB revenue % Share of total
` Cr revenue
Current (till Sep 2017) 133 11.2
2016-17 217 12.3
2015- 211 12.8
2014- 159 10.5
2011- 119 11.7
Co-branded stations
Better choices on advertising options have been particularly
successful; co-branding of station names has been a significant
revenue gainer, about ` 30 Cr per year. the stations are aes-
thetically wrapped in brand logos, an impressive sight on lines
6. 7 and 8. Inside train and station spaces give the other popular
spots, that bring in about ` 9 Cr. Dual display advertising
boards are also popular choices.
DMRC offers about 400 built up spaces for retailing, with an
added walk-in scheme for easy allocation.
IR has resolved the last round of issues that often
delay its positioning senior executives like Board
Members and zonal General Managers. Recent
appointments have included (from left) : DK Gayen,
Member Staff and MK Gupta, Member Engineering,
IR Board; Rashmi Goel, General Manager (GM),
Diesel Loco Works, Varanasi; NK Prasad, GM, NF
Railway (construction); Ratan Lal, GM, Rail Coach
Factory, Kapurthala; A Vijayvargiya, GM, Kolkata
Metro and T P Sing, GM, NW Railway, Jaipur. In
addition, V Chaube has taken over as GM, Northern
replacing RK Kulsheshtra who has moved as GM in
S Railway, Chennai (this change may be a fallout of
a recent major accident on the Northern zone).

Reassess models for rail solutions in urban mobility
Rajeev Jyoti, Chief Executive Larsen & Toubro Rail Business at
the Urban Mass Transit conference of IREE 2017
This is time for reassessing our assumptions for the expanding
rail based urban mobility solutions. Now that many Metro
projects have come up successfully, expansion to other cities
cannot be based on the prevailing assumptions but would
need reassessments.
Rajeev Jyoti, Chief Executive Railway Strategic Business
Group, L&T Limited, made important observations, adding
for example that some efforts at standardizing various aspects
of the Metro systems, an exercise many in the government
believe in, is a non-street as each project has its own vendors
and standardizing across these various platforms cannot work
out. His experience with a rolling stock builder while executing
the first DMRC supplies showed that each vendor platform
Media association
ME T RO P O L I C Y
needs specific adaptations based on specific parameters and
local conditions and standardization would be impossible.
Another presumption leads to the one-size fits all approach.
Solutions that suited Delhi system with 90,000 passenger
throughputs per hour would naturally not satisfy the more
modest systems expected to deliver say 20,000 passengers per
hour. Systems like mono-rail have their advantages as these
can be laid out in more congested urban stretches; a main line
metro system would need turning radii not less than 200 m,
not possible in many Indian cities. Alternative models need
to be evolved for less crowded situations.
The PPP experiences
The governments revised Metro policy places fresh emphasis
on PP models for urban transport but the experience with rail
projects in Hyderabad, Delhi airport line, Gurgaon Rapid One
and Mumbai have not buttressed the case for PPP in such
projects, even with the permitted Viability Gap Funding. A
review on the PPP model would reveal the changes needed if
further projects must succeed.
Transit oriented development (TOD)
A key feature of urban development must be TOD where a
Metro line can afford development of urban real estate for a
major revenue model. Recent media reports have commented
on the lack of road connectivity with existing Delhi Metro
station and TOD has not been a high success so far. These
aspects need fresh look for any further success on these models.
(Based on notes from the presentation by Rajeev Jyoti)
EVENTS
UITP INDIA SEMINAR
METRO RAIL PROJECTS-A FUTURE PERSPECTIVE
ADVANCING
PUBLIC
TRANSPORT
15-16 DECEMBER 2017
NEW DELHI, INDIA
10th UIC World Congrss on
High Speed Rail
08-11 MAY 2018 ANKARA TURKEY
uic-highspeed2018.com
Sharing Knowledge for Sustainable and Competitive Operations
Rail Business [Focus-India] November 2017 7
 M E TRO BOOK REV IEW
Developing rolling stock for Delhi Metro
Understanding the suspension systems of a railway vehicle
is a core part of a competent rolling stock engineer. This
learning traverses the physics, mathematics & most im-
portantly the railway engineering elements involved. A
good start can be provided by a useful resource, a mono-
gram booklet Suspension Systems for Passenger Coaches
(An insiders Guide) by KBL Wadhwa, currently Advisor
(Mechanical), Delhi Metro.
The book spans relevant data for DMRC RS1/RS2/RS3
Metro coaches & provides useful insights to adopted
features & parameters, with clear statements of factors
that affect operational performance. Assessment of a
vehicles dynamic response becomes easier by Mathemat-
ical Modelling using readily available software which
affords a quick solution of second degree differential
equations of motion. The designer can quickly simulate
the best dynamic performance of a vehicle by suitably
altering the suspension parameters. Use of a proper soft-
ware alone, however, may not give optimum results as
the intrinsic knowledge of a designer plays an important
role in getting the best & reliable performance. Wadhwas
first-hand experience in IR coach design & development
& later in optimising the suspension systems in DMRC
rolling stock makes his book an interesting source of
information.
Even though IR allows a maximum Ride Index (a measure
of passenger ride comfort) of 3.25 on its long-distance
passenger coaches, DMRC has been successful in ensuring
better comfort by obtaining a Ride Index of less than 2.75
on all its Stock.
Wadhwas book provides useful insights into design pa-
rameters often used, as it touches aspects like the alterna-
tive practices of using rubber conical, clouth or
Chevron springs in the primary stage. Delhi Metro RS1
& RS3 stock use rubber conical springs. Since these have
inherent damping, no vertical damper is required at pri-
mary stage. The rubber springs, however, require larger
space & are subject to creep but are reliable & need
minimal maintenance with an expected life of about 10
K B L Wadhwa
Adviser, Delhi Metro
(Ex. Executive
Typical primary suspension assembly RS1 & RS3 stock
Director, RDSO)
Double Coil Spring
Rubber Pad
Radial Arm Bush
8 Rail Business [Focus-India] November 2017
years. RS2 stock, however, uses double coil springs with
a concentric rubber pad in series, with a radial arm bush
& a vertical hydraulic primary damper. This is a superior
arrangement compared to rubber conical springs since it
ensures easier curving, gives better ride comfort with
increased safety against derailment & better stability.
Vehicle dynamic analysis
Wadhwa has explained how these methods were used in
DMRC coach designs to obtain the best possible combi-
nation of safety, stability, curve ability, passenger comfort
etc. VAMPIRE Vehicle Dynamic Modelling & related
calculations by ROTEM for their RS1 & RS3 stock have
been explained well & include framing of VAMPIRE
Models by first setting the parameters & framing main
body of model by determining masses & their location,
modelling of springs with full dynamic stiffness,
modelling of antiroll bars using bush elements with par-
asitic stiffness, modelling of body-bogie mono-links, air
springs, vertical & lateral dampers with bump stops under
all conditions of vehicle working viz tare, fully loaded,
inflated, deflated at various speeds. A separate modelling
was done for each type of coach used. the coach stability
was assessed using Eigen value analysis wherein stability
analysis is carried out to identify kinematic modes with
less than zero percent damping & Non-Linear Transient
Analysis where the vehicle model is run on 100 metre of
irregularity track from the VAMPIRE library followed by
80 meters of perfectly smooth track. The software calcu-
lates lateral movement of wheel sets, bogies & body. The
rough track excites the vehicle suspension & rate of decay
of oscillations is assessed on smooth section. This analysis
is done under various vehicle conditions & at various
speeds with new & worn wheel profiles. The software is
used to assess various important parameters like static &
dynamic delta Q/Q, dynamic Y/Q, X factor, Ride index,
accelerations etc under various vehicle conditions, at
various speeds on new & worn out track.
This resource is well recommended for budding rail en-
gineers.
 I N T E R NATIONAL R AILWAY C ON FER EN C E
Technology is the catalyst for transformation
Getting useful feedback: Rail Minister Piyush Goyal in close conversation with Rajeev Jyoti, Chief
Executive - Railway Business at Larsen & Toubro at the inaugural session of International Rail
Conference and IREE 2017 in New Delhi.
I get up each morning, with a railway issue foremost in
my thoughts. It has been a learning period that seems to
stretch. It is like getting back to school, learning the layers
that lie in IR working. I had a similar process when I was
learning about the power and coal sectors. The late-night
reading about railways feels like a Deja vu.
The Minster was clear in feeling that IR could do a lot
more, particularly in changing mind sets that are laid over
decades of doing things in a particular way. The increasing
investment in rail network are here and the IR set ups
must respond with increased efficiencies.
High speed
The Minister noted the coincidence that the Shinkansen
trains debuted the year he was born: 1964. This is more
than symbolic as it represents yearning of the younger
generation for fast intercity rail travel only with a network
of HSR trains. The nay sayers were active when the first
Rajdhani trains were introduced in 1960s and they are
there again wondering if the HSR links are our best op-
tions. Clearly the HSR is the project of the future.
Policy confirmations that came in useful for the industry
included a faith that technology is the catalyst for trans-
formation. That should ease introducing new products.
Many technologies, that improve safety by bounds like
condition based equipment monitoring and maintenance
and end-of-train telemetry have been languishing for want
of management belief in their efficacy and such statements
should ease their introduction. These are proven technol-
ogies with multiple sources across the world and many
were on display in IREE. The Minister also recorded that
he does not believe in reinventing the wheel; translated
that should mean accelerated prove out process based on
cross acceptance of experience in other networks.
This aspect was forcefully emphasized, with a commit-
ment to public disclosure of all approvals pending in
10 Rail Business [Focus-India] November 2017
RDSO and their mitigation in few months. It will be
interesting to see how this pans out in practice; in a
subsequent session RDSO and Board officials were silent
on any mention of this compression.
Costing the mega projects
The Minister stated again what he is reported to have
observed in a meeting in Mumbai: the procurement
costs on IR can be compressed by 40% over the existing
ones. The IR estimates on project costs were said to
be gross over projections and the Minister has asked
for all major estimates to be reworked. In practice,
most project estimates are reworked with cost escala-
tions; in fact, IR estimates are prone to under projection
on likely costs apparently to gain faster sanctions, often
prodded on for political considerations. The effort to
recast estimates to push down projected costs can have
negative fallouts: delayed contracting and suppressed
cost estimates delaying the projects.
Increase in coach production
IR may be looking at plans for increasing coach production
from around 4000 to more like 7000 per year. A plan for
increase in the Rae Bareilly factory is being worked out.
As reported, these will all be to the LHB / RCF designs,
as the ICF version is now severely restricted.
A zero-based time table
IR may at last be looking at their time tabling methods as
the Prime Minister is said to have asked for a zero-based
recast. IR time tables are incremental in nature, based
purely on a pencil on paper approach, with no effort at
using modern software based tolls or Big Data Analytics,
while the intentions are clear, no indication yet exist of
how IR will proceed in this matter. Intention of time
tabling goods train working were mentioned but seem
unlikely in near future.
The crux is technology
An open call went out for implementing technology for
driver assistance in case of fog, something that hurts rail
operations in the North and East in winter months. IRs
efforts so far have not produced any viable results and the
Minister seemed to admit that none existed worldwide
yet. IR projects for automatic protection and warning
aspects of the signalling have proceeded but slowly in the
meanwhile.
A fudged vision
The idea of separate corridors for freight and passenger
services seems to be deep set in IR visions, as if the
construction of two new freight corridors and one 530
km HSR link will populate the network with segregated
corridors. This idea has been repeated in IR Vison
documents and pronouncements, each time with a
strange silence of any plans, howsoever sketchy these
may be. IR needs to get its plans clearer and, in our
view, discard the idea of total segregation as a long-
term vision. Even the high-speed link will not divert
all passenger traffic to it; the dedicated freight corridors
will not divert freight traffic. So where is the plan?
Research and development do not happen but are caused
A special Railway Seminar, under IREE 2017, saw 29 presen-
tations by Japanese companies, each with potential contribu-
tion particularly to the High-Speed Link. Many companies
are now factoring in their plans for a Make in India shift.
Indian HSR train- sets are likely from Kawasaki, who have
laid out a four-phase plan for progressive migration for increas-
ing ex-India value addition. The HSR coach uses a double
skin shell built up from heavy extruded Aluminum sections,
providing lighter weight and adequate strength.
An MoU has also been signed with the Indian major PSU
BHEL for progressive value addition. Kawasaki has so far
supplied above 4000 HSR coaches, including the 7000 T
series (based on Shinkansen E7 series) for Taiwan and the
CRH 2 (based on E2-1000 series) for China.
Detecting a rail fracture
much before it hits a train
Remote monitoring of track condition, particularly for unusual
conditions that could lead to disasters, like rail fractures,
landslides, dragging parts and waterlogging, is now possible
with proven technologies offered by Spain based Next Gen-
eration Rail Technologies NGRT.
The formal inauguration of the 2017
IREE (from left) Ravindra Gupta,
Member, IR Board, Ambassador of
Japan Kenji Hiramatsu, Railway Minister
Piyush Goyal, C P Sharma, Chairman,
Rail Transport, and Equipment Division
(RTED)/CII. Rajiv Jyoti, past President,
RTED and Anand Chidambaram, Vice
Chair, RTED.
Rail R& D from Japan was also on show. Developments in
Japan have depended on the tests and research in the Railway
Technical Research Institute RTRI that is now pursuing a
global outreach to increase the degree of recognition. Its
impressive portfolio includes about 525 persons, with 193
Ph. Ds and research areas that cover Maglev systems (at
Yamanashi and Miyazaki). The large-scale test facilities that
could be of interest to IR include a Wind Tunnel for 400 km/h
wind velocity, rolling stock test plant, large scale shaking table,
current collection test facility, ride control simulator and a
real scale vibration tester that allows a 5mx 7m shake table.
Of interest is that 0.35% of the annual transport revenue of
the 6 passenger railway companies and .035 % of that of the
freight rail company are contributed to RTRI.
Participating for the first time in IREE in association with the
Varanasi based Khemchand group, Stein Bexrud, Director
NGRT specially mentioned the vibration signature based rail
crack detection systems that can prove useful for the Indian
conditions where incidence of rail cracks is more frequent.
These products are designed to detect approaching trains
and rolling stock, with real time pointing of anomalies impact-
ing rail infrastructure and its performance . The easy to install
system NGRT BRD is designed to detect cracks in the rails,
complete rail separation and any anomalies within the rail
profile that could contribute to a risk of rail failure. A Main
Assembly with 4 Vibration Detection Units per track is in-
stalled with a typical separation distance of five kilometers.
After detecting anomalies and evaluating the type of anomaly,
a warning is sent in real time to the specifically identified user
recipient.
Rail Business [Focus-India] November 2017 11
 O PE RATIONS CONDITION MON ITOR IN G

The hidden stories that vibrations tell

be applied to bearings, wheels, track, gearbox and motors;
real time measurement of ride quality index is also feasible.
Vibration
Thermography The absent wolf syndrome
IRs WILD application seems to have failed due to large
New number of false alerts (the operator gets a red signal,
Audible noice
checks the stock for defects and often finds nothing).
Condition of equipment

False alerts often take away the operators appetite and

Oil analysis
Thermal
runaway
> too late
Preventive
maintenance
Hot to touch
Smoke
Poor
In-sevice time
Of the various techniques to forecast equipment performance over time, vibration signature seems
to give the earliest signs. Other techniques take a little longer and some are just enough to prevent
major damages.
IR now seems to be moving towards installation of con-
dition based monitoring (CBM) devices, realizing that
enhanced safety and reliability mandate these. IR had
installed Wheel Impact Load Detectors (WILD) at 17
locations but reported experience has not been satisfying
enough to increase their population. Lack of management
enthusiasm may have been a prime reason for near failure
of this application.
Developments over the years have now meant that many
devices are available commercially for rail applications.
Such devices can be track based, like WILD or on-board
a vehicle. In general, the equipment condition can be
monitored from its vibration, thermal (infra-red), acoustic
or temperature profile and interpretations are based on
experience with the stock and instrumentation.
One option of vibration profiling was presented at the
International Rail Conference 2017 (part of IREE 2017),
with Steven Turley of Perpetuum UK explaining the
advantages of basing conditional signals from vibration
signatures, in preference to other modes. Turley pin
pointed that the best results can be obtained if the poten-
tial discreet signature can be picked up while the problem
is juvenile: depending on signals like temperature rise can
at best prevent some disasters but cannot prevent service
support for such devices. Turley contends that their Vi-
bration Monitoring has 0% false alert rate. These on -
board devices embedded in the equipment are proprietary
energy harvesters that last years.
This is mature leading-edge Energy Harvesting with
high power enabled rich data. The system enables
frequent measurements to give better trending for fast
& accurate fault identification and better positional
accuracy. The equipment is built with Future Proofing
through channel for additional 3rd party sensors, more
data transmission to server allows better algorithm
development and spare power for future applications.
Ultimately the target is set on the outliers, like bearings
that could have started the mini-squeaks, audible only
to vibration signatures. Detecting the outliers will
permit migration to a predictive maintenance regime,
avoiding the traffic disruptions and the costs associated
with withdrawing stock from service just to have a
look.
Perpetuum experience with large scale vibration monitor-
ing in different settings permits setting effective bench
marks on when trouble can be expected.
An interesting aspect is that vibration monitoring may be
able to detect sub-surface defects on the wheel tread base.
Normally ultrasonic phased arrays are needed to detect
such evolving defects. The software development also
permits a snap shot of the entire population, and its review
over a period.
Track Features
Dip in Rail twist Track Dip
Track
Rail
Breack Result
of
Feb
2016
16
Tamping
Jan 20
2015
Dec 2015
Nov
2015
Oct 015
2
Sep 2015
Works
Time

Aug 015
3
1

l2
2

Ju 5
2

201
27

Jun 015
2

failures of consequence nor can they help operators in

25

y2 m
24

Ma 5 e/K
23

201 anc
22

Apr 015 Dist

21
20

r2

migrating to predictive maintenance. Vibration signals Ma

show a potential problem earliest in the service cycle and
are the most helpful for leading to predictive maintenance.
Perpetuum offers this technology for regular use, backed
by its current experience of monitoring more than 10,000
assets, spread over 15 fleets in 5 countries and 3 continents.
Their monitors have logged more than 100 m operating
hours, and currently collect >2 m data points per day.
Service reliability has been proven with >1billion miles
sensor data base. These devices are self-powered and can
Track monitoring
A clear advantage for on-board monitoring is that infer-
ences can be drawn about track conditions also, as a snap
shot of vibration readings from many signals from the
stock traversing a track segment. This is a bye product.
Track mounted detectors of course can be fewer in
number, reducing complexity and costs.
IR has the options laid out and needs to accelerate its
decisions.

12 Rail Business [Focus-India] November 2017

 T RAN S PO RTAT I O N B L UE SK Y

Times are changing:

new transport vision from a far corner
A large and well-presented stall in IREE 2017 was a center
of constant attraction, with patient sets of visitors waiting
their turn. The product: a new concept in modern trans-
port. The country: Belarus. And the first questions from
most visitors: what are you showing and where is Belarus?
After these were answered and the key features of the
Skyway transport solution displayed, there was admiration
and acceptance in general.
This IREE presentation was in fact unique for it presented
a concept that could shape public transport in a different
direction. Very different from the often-overcrowded
suburban trains in Mumbai and Kolkata, there was hope
and a silent prayer for the success of the Skyway suspended
transport concept.
An artistic vision of Skyway urban transport.
The display model did generate more questions, for most
visitors were looking for rails. And the patient Skyway nology based on the use of pre-stressed structures. Both
team explained that the concept uses a continuous track the customer and the transport company benefit from
with pre-tensioned rails embeded within the concrete the fact that new tracks under the SkyWay technology
structure. The entire guideway is via duct based, uses can, without any substantial intervention in port architec-
minimal land, making it an excellent choice for existing ture, ensure delivery at the last section, most challenging
megacities which are often left with little surplus land and for motor transport. In general, the last mile problem is
vertical expansion is the only choice. The promoters one of the crucial aspects of companys business. Baburin
expect peak passenger throughput of 50,000 per hour indicated that Skyway could be a low-cost container
when used in the Skybus mode and 20,000 when used in transportation mode from exporting areas to ports solving
the Skybike mode. The concept is also proposed for fast the last mile problem.
(up to 150 kph) freight transport for containers using The show was a follow up on the Belarusian-Indian busi-
palletized delivery on the special Skyway tracks. ness forum and Skyway has started preparing feasibility
studies on many projects with business partners in India.
Victor Baburin, Deputy General Director for Develop-
Development of two projects in Himachal Pradesh and
ment: my team opted for this IREE presence as it is Jharkhand is in progress. This cooperation has been ac-
a logical step in Skyway development in Asia. He is tively put forward after the Smart Linear City concept
now focused on India and Indonesia, where he has was presented at Smart Cities India. In addition, a Ma-
successfully set up contacts with the local scientific harashtra energy company has a project on transporting
community. The string transport offers a unique low- coal from the open-pit coal mine to the power plant.
cost transport; and the response of the business and
authorities in the Asian region suggests that some
further agreements, in addition to those concluded in
September, may be achieved even this year.
What Skyway has to offer is game-changing transportation,
based on a combination of well-known technologies. The
company proposes to build elevated electric transport,
whose construction requires significantly less material
compared to conventional roads. Elegance and durability The Skyway team, led by Victor Baburin, Deputy Director General (right)
of a new type of tracks is achieved due to a special tech- in IREE 2017.

System potential claimed

High-speed Urban Cargo
Speed: up to 500 kph Speed: up to 150 kph Speed: up to 150 kph
Performance: more than 500,000 Performance: more than 25,000 Performance: more than 200 m tons/year
passengers/day passengers/hour
Maximum gradient: 20% Maximum gradient: 45% Maximum gradient: 60%

Rail Business [Focus-India] November 2017 13

 E Q U I PMENT

These little things can cause BIG trouble

Key visitors at the Fluid Control stall in IREE 2017 included Ravindra Gupta, Member IR Board (left)
and his team, here exchanging experiences on product uses with Sophie Moochhala, Managing
Director (centre).
There are several traditional options such as threaded
and welded connectors, flanges etc. for joining tubes/
pipes. In a stable, relatively static environment, these
methods work well and are also cost effective. However,
in installations with shock, vibration, impulse, rotary
flexure and environmental corrosion, sophisticated meth-
ods are required. Hydraulic and pneumatic system leak-
ages were reported to cause nearly 60 % of maintenance
and service failures on diesel locomotives in IR operations.
Pneumatic braking in railways rolling stock operates
through piping mainly situated in the underframe and,
while pressures are relatively low, is subject to shock, high
vibration, impulse and corrosion.
The ferrule advantages
Ferrule fittings in railway brake piping offer significant
advantages in operation and reliability. These fittings
may add extra initial cost to the system but, because of
Fit and Forget nature, this is offset by a reduction in
stock downtime and lower inventory and maintenance
costs. Both single and double ferrule fittings offer signif-
icant advantages like more reliable sealing, good impulse-
shock-vibration performance in a dynamic environment,
better energy absorption, elimination of welding during
assembly and weight reduction. Double ferrule fittings
offer multiple sealing points, better vibration resistance
and the swaging action allows for easier maintenance
replacement.
It is recommended that double ferrule fittings should be
certified to standards like ASTM F1387, IEC 61373, BS
EN 60068. Likewise, single ferrule fittings should be as
per DIN 2353 / ISO 8434 and could be certified for ISO
19879, IACS P2.11 and ISO 9227. It is also recommended
that, to protect against environmental corrosion, fittings
and tubes/pipes used in braking should be of suitable
stainless steel.
Fluid Controls is a recognised Indian expert for fit and
forget railway brake piping connectors and its solutions
are certified to ASTM F1387-99, ISO 19879 and perform
to IEC vibration and corrosion resistance standards.
Associated with IR since 1978, Fluid Controls also offers
services for installation, retro-fitment, and design and
engineering services for conversion of brake piping sys-
tems.

The optimal solution for such piping is the ferrule fitting Our design, engineering and manufacturing at Pune
that comes in single or double ferrule configurations. have a state-of-the-art R&D centre, which offers clients
Single ferrule fittings bite into the tube to create the joint, customized solutions based on analytical formulations,
while double ferrule fittings compress (or swage) the 3D Modelling and FEA. Fluid Controls is recognised
tube. by the Department of Scientific & Industrial Research
as an In-House R&D Unit. Fluid Controls is approved
by CLW, DLW, DLMW, ICF, BEML, BHEL, Bom-
Type Screwed Single Ferrule Double Ferrule bardier Transportation, Alstom and GE
Transportation Sophie Moochawala, MD.
Vibration No. Threads Good for static Yes, close tolerance
Resistance loosen with purposes & enhanced
Single and double ferrules (typical)
constant vibrations metallurgy, without
tube damage Single Ferrule

Leakproof Low. Sealing on Low over time. High. Three points

joints threads only, Single ferrule bites of sealing with high
which loosen over and damages on vibration resistance
time continued use
Repeatability Low. Damage to Low. Single ferrule Allows for
threads during bites into a pipe; replacement Fitting Body Nut

maintenance cannot be re-fitted without impacting Double Ferrule

the ferrule "heart"
Thermal Unequal thermal Damage to pipe All components of
Tube
Resistance expansion results increases with same material &
in warping of pipe thermal changes tight fit; high
/ seizing of threads thermal resistance

14 Rail Business [Focus-India] November 2017

 N O I S E AN D V I BR AT I O N S

Regulating noise and vibrations from rails

For such mitigation, Metro operators in India have chosen
Guidelines Mass Spring System (MSS) for safe and quiet run through
for sensitive areas involving residential buildings, hospitals and
Noise and Vibrations heritage structures. Discrete bearing MSS system is most
accepted worldwide due to its replaceabilty within night
maintenance hours, specially for tunnel underlying residential
CT - 38
buildings where Metro utilities cannot afford to shut down
Track Design Directorate
for longer time. Polyurethane material is also an option.
Research Designs and Standards Organisation
Ministry of Railways, India Final vibration level in the building is a product of Train
Vibration Emission minus mitigations at interface tunnel/soil,
wave propagation via soil and interface soil/building founda-
Noise mitigation in Metro systems is now receiving greater
tion plus amplification at building floor. A value of 89 VdB at
attention. Train induced vibration from Metro traffic transfers
building floors will be 17VdB (89VdB-72VdB) more (i.e. 7
from soil through the building foundation to the floors and is
times more) than the threshold value of human annoyance
then amplified by resonance within the buildings. Induced
(72VdB). The level of vibration in 89VdB range at the building
vibration frequencies between 30 and 80 Hz are the primary
floors can be expected if the distance between the tunnel and
cause of such disturbances that fluctuate in response to wheel
the building is 10 to 15 meters. The lack of mitigation can be
and rail roughness. As building floors usually have natural
compensated by the required mitigation efficiency of MSS.
frequencies around 30 to 50Hz, train emission without Mass
For the allowance of rolling stock irregularities as well as soil
Spring System will be able to excite the natural frequencies
anisotropies, a safety factor of 6 dB (equivalent to a safety
into resonance, felt by human in addition to rumbling noise
factor of 2) on the above mitigation efficiency is considered
that radiates from walls and floors of the building.
for design of MSS.
Recommended criteria for Ground-borne-Vibration (GBV)
IN conversation with AK Basu, Director Sales, GERB Vibration
& Ground-borne-Noise (GBN) are derived vis a vis threshold
Control Systems
values of human annoyance e.g. 72 VdB (GBV) and 35 dBA
(GBN) for the residences (RDSO Guideline for Noise &
Vibration, September 2015).

Smart measurements of track and stock

A complete range of diagnostic measuring applications for
track, rolling stock and other infrastructure is offered by the
Torino based DMA. Riccardo Bianchi, Commercial Director-
explains that the instrumentation and software sets are now
global leaders for infrastructure measurements and wheel
profiling. The track monitoring measurement systems use
optical and inertial non-contact technology, that can hover
without any disruptions at points and crossings, something
that has an enormous impact of minimal track possession for
measurements. The resident software recognizes the geomet-
rical configurations intelligently. all aspects of a track can be
checked effectively. The outputs are compliant with accepted
standards like EN 13848. Complementary solutions are avail-
able for rail profile or turn out and crossings.
The product suit also includes wheel measurement systems,
that is set for automatic switching in the face of an approaching
train and can work up to 150 kph speeds. The system provides
high accuracy records, fully compliant with UIC 519, with
individual measurement accuracies reaching 0.3 mm.
Visual track part monitoring systems use linear cameras with
embedded LINUX image processing and real-time image
compression. Applications include checks on top of the rail,
joint bars and surface defect analysis on fasteners and clips.
The equipment can be mounted on vehicle bogie or the un-
derframe.

Typical Rail and Wheel based real time monitoring equipment

Rail Business [Focus-India] November 2017 15

 Smarter and leaner
rail grinding machines from Italy
Light weight and semi portable grinding units for light and Metro lines provide a
good option. The offered technology provides a complete transvesal and
longitudinal profile of the rail.
The problem with some rail grinding machine designs is one
of plenty; these have too many grinding wheels trying to
generate a true rail profile that they do not produce. Instead
they approximate a rail profile with a multi-facet system that
generates a polygonal rail profile. It is dependent on train
wheel running for joining the cups. Typically, the stone num-
bers are 12 of the traditional machine and 4 on the Mecnoserv-
ice versions. The Italian Mecnoservice design instead provides
a tangential technology that gives a profile compliant with the
standards for a correct wheel to rail interface.
Using the transversal profile with radiuses rather than multiple
facts means that our grinding machines use far fewer grinding
stones than the cup-grinding stone systems Aldo Constan-
tin, Mecnoservice, Torino.
The lesser number of stones also means a more compact
machine that can be handled even in a single container that
is transportable by road. Another significant advantage is the
ability to grind all the elements of a turn out and crossing,
rarely done by the conventional machines. The far lesser noise
during operation is a clear advantage in work on Metro systems,
where noise pollution can be a debilitating aspect.

Traction energy savings, drivers need on-board help

Any software packages are now available to help the train GEs Trip Optimizer is one such choice that relies on the auto-
driver with traction and braking controls to maximize compli- pilot mode and is no longer available for a driver advisor mode
ance with highest speeds possible and to cut down energy .
consumption. These programmes rely on software mapping
IR has so far not installed any of these devices and is not
of the sectional terrain (gradients, curves etc.), input locational
developing any versions of its own. In a presentation in IREE
information from track mounted balises or GPS signals, a
2017, GEs Dominique Malafant indicated that such applica-
software model of the train control parameters etc. In effect
tions are independent of a wider train control that need em-
the system can work out the best power of braking positions
bedding. IR needs to accept that such devices and programmes
at a time and display these to the driver for compliance. More
have a continuous benefit and need installation to increase
advanced versions employ the output parameters for running
average train speeds and save traction energy.
the train in an Auto-pilot mode, with the train driver available
for manual override or emergency control.

New track fittings from Vossloh

The impressive Vossloh display in IREE 2017, that employed elastomer plate made of cellentic ensures high stability over
plate glass to add to ambience and functionality, was well time and under permanent load. The system offers best elas-
appreciated. ticity for reduction of vibrations and track protection. and the
original elasticity of a ballasted track. The elastic fastening is
Vossloh displays included the elastic rail fastening DFF 300
W shaped, giving independently acting spring arms that stead-
UTS for slab track like in Metro systems. Olivier Hatat, Coun-
ily hold down the rail, and is maintenance free. The cellentic
try Head, India indicated that this system offers a rail fastening
elastomer is aided by a steel plate for load distribution.
system as single point support on a slab track that follows
their System 300. The system that includes a highly elastic

16 Rail Business [Focus-India] November 2017

 I N TE RVIEW
Evolving footprints for a better network
Ambassador Kenji Hiramatsu (left) with Mangal Dev, Director Hitachi India and Head Hitachi Railway
Systems Business India and South Asia Region.
Fresh from listening to an energetic and enthusing speech
from Railway Minister Piyush Goyal at the inauguration
of IREE/ IRS 2017, Mangal Dev, Director and Head,
railway systems business, Alstom India was more assured
for the wellbeing of the rail sector in India. His key take-
aways from the IREE Conference were the stated empha-
sis on safety, support for the higher peed platforms and
network expansion.
At a corporate level, Mangal Dev discerns opportunities
for Hitachi and its associates in the growing rail network
in India. Hitachi may well be a prime traction system
vendor for the Japanese HSR train sets that could be
available in India in say 5 years as the construction of the
Mumbai Ahmedabad HSR link gathers pace.
Hitachi already has a significant presence in signalling
and train control on the Dedicated Freight corridors and
its recent acquisition on the Italian Ansaldo has further
added to its presence in this sector. Mangal Dev asserts
that IR needs to empower the driver with the next level
of signalling, say like ETCS II and prioritise Automatic
Train Protection (ATP) on most of the mainline network.
Hitachi / Ansaldo are already involved successfully with
the Train Protection and Warning System (TPWS) on
the IR Gatiman Route (160 kph trains on New Delhi
Agra). In the Metro sector, current engagement includes
the Chennai MRTS.
The enthusing IRC inputs
Mangal Dev pointed out that Minister Goyal had also
listed the need for a better timetabling method for IR.
Here the methods are steeped in pre-digital pencil and
paper charting, with little inputs for actual operations. A
suggested course would involve a vision for complete
digital mapping of the assets and the network, including
all inbuilt limitations or local requirements, and the work-
ing up to develop a train schedule map that reflects the
on-ground situation. Such a course would perfect assets
and give a top-level dashboard that snapshots actual
operations.
18 Rail Business [Focus-India] November 2017
Towards decision support
Such a course would install a decision support system,
moving the management from pure gut-based decisions
(often clouded in a hypothetical Internal rate of Return
calculations). Hitachi has the experience and current skills
for such an exercise that would be in long-term interests
of any large network like IR.
Such asset management systems do combine condition-
based monitoring and IoT (Internet of Things), leading
in course to predictive maintenance. This route is well
charted, and IR needs to take the first steps after laying
out a chart of how to get there. The BIG DATA and
analytics route is no longer escapable, it is here and now,
not in the future. As a Hitachi colleague pipped in,
sprinkling of a few high-sounding algorithms in the exist-
ing systems is now pass and will not generate long-term
benefits. A how to get their vision with a huge BIG DATA
effort is penned now.
Modern methods do embed Artificial Intelligence into
these systems, enabling learning as it goes along, and the
returns become more efficient and sophisticated with
time.
High-speed ambitions
Mangal Dev also noted Minister Goyals support for
higher speed options. While the Mumbai project is now
on, it would be necessary to generate volumes in India
for HSR efforts. The existing project is alone not adequate
for building Indian design, manufacturing, and project
execution skills. For example, manufacture of rolling stock
in India based on this single project appears unlikely.
These abilities take time and consistent volumes over
years and this must be factored in IR visions. Successful
growth would also require that the projects are investment
sized and the packages offered designed for interesting
the technology companies in Indian footprints.
Hitachi with its experience and existing footprints in
various parts of the world would be well qualified to
collaborate Indian companies for building the Indian
portfolio.
And Mangal Dev sees a new future for IR growth, and the
Ministers statements have enthused him.
The culture show: A tea ceremony in New Delhi. The Japanese pavillion
was a centre of attention.

Progress Rail USA and BHEL India in a handshake
Standing from left: AK Jain, General Manager, Praveen Bansal, Executive Director BHEL, William Ainsworth, CEO Progress Rail, Atul Sobti, CMD BHEL,
Jim Umpleby CEO Caterpillar & Amitabh Mathur, Director IS&P.
Progress Rail USA has signed an MOU with the Indian PSU
Bharat Heavy Electric (BHEL) where both will work for joint
development of modern technologies for rail sector, to use
their supply chains and explore possibilities for servicing rail
fleets. BHEL already supplies a major share of traction equip-
ment for IR locos and EMU trainsets, while Progress Rail has
been active in the Indian market for 60 years through its EMD
locos.
Industry needs a long-term IR plan with milestones
Raminder Singh, Managing Director,Schaltbau India Pvt Ltd.
The key impressions from the recent IREE 2017 were of
opportunities especially in electric traction, capacity enhance-
ment and Make in India. The underlying push has been to-
wards environmental protection, job creation and customer
centric approach. This was well articulated by Minister of
Railways Piyush Goyal in his pragmatic speech. This message
MAKE I N I N D I A
As we envision the future of rail and engage our customers
to better understand their needs, we could not have found a
better partner in India than BHEL to deepen those relation-
ships, William Ainsworth, Progress Rail President, and CEO.
We look forward to exploring business opportunities in India
and abroad together with Progress Rail, a world leader in
railway technologies- Praveen Bansal, Executive Director and
Head Transportation Business, BHEL.
was also consistently conveyed by senior officers of IR in their
respective addresses. Another interesting aspect was the sep-
arate session conducted by RDSO on second day of IREE.
This reflects newer direction and cultural change in IR.
However, the speed must improve.
This is putting a good foot a good way forward. We sincerely
hope that this momentum is maintained and there is consist-
ency in IRs policies. It would be interesting to watch how the
progress on initiatives highlighted to improve the transparency
(especially listing of open issues with status), quality (IRIS
certifications), project management and safety concerns pan
out in the coming months.
Industry would like to see a long-term plan with milestones
for priority areas that address real technical issues with com-
mitment from the IR organization. This would ensure consist-
ency over long term. Having worked with IR over the last 20
years, we sincerely feel that there is untapped potential available
in IR which can transform this organization to much greater
heights.
Rail Business [Focus-India] November 2017 19
 E N V I RONMENT

Proliferating environment friendly fuels

and renewable energy
in Indian climate. Now poor availability of indigenous
Progress of use of bio-diesel. raw material for production of Bio-diesel is threatening
the whole idea and shortage is a serious bottleneck in
Bio-Diesel promoting its use.
HSD with Blended @ 5% Blended IR used about 2.87 m-kL HSD in the 2015-16 and con-
HSD used
Year 5%Blending 5% with HSD Blended HSD, sumption is expected to reduce to about 2.82 million kL
(kL)
(kL) at fuelling HSD kL % of Total in 2016-17 and, further to about 2.37 million kL in 2017-
points (kL) 18. Present IR policy is for using 5% blending of Bio-
Diesel in HSD, that translates into about 1.44 lakh kL of
2015-16 2870 000 3000 5149 105980 3.6 Bio-Diesel. IR started 5% Bio-Diesel blending with HSD
2016-17 2820 000 10111 7097 152051 5.3 in 2015-16 after authorisation to procure Bio-Diesel
directly in Jan2015.
IR is acting to create a minimum base for provisioning
Indian Railways Organisation for Alternate Fuels Bio-Diesel by setting up two 30 t per day capacity Bio-
(IROAF) has a mission to establish environment friendly Diesel plants at Tondiarpet (Chennai) and Raipur. The
fuels/energy. Technologies exist and are being adapted Tondiarpet unit is expected to commence production in
in various areas such as bio-fuels, solar PV system, solar December 2017 while Raipur plant should be functional
hydrogen, wind energy, hydrogen based fuel cells, waste- in 2018. These two plants together should produce suffi-
to-energy etc. cient Bio-Diesel to meet up to 20% of IRs total require-
ment for 5% blending.
It is a common misconception to regard fuel as synonym
of pollution. Often electrical energy is treated as clean 5% blending alone can provide 8% economy in fuel cost.
and fuel base as dirty. This simplistic view is undergoing Blending can be done easily up to 20% and used on diesel
a change now when electrical energy sourced from fossil engines without any modifications. Various trials at RDSO
fuels is becoming dirtier than bio based fuels produced on engine test bed with ALCO and EMD engines have
from renewable bio-mass and other products of nature. indicated that there are no adverse effects on engine parts
Bio-fuels present a win-win situation with complete carbon or its performance by blending up to 20%. Indian Railways
neutrality as CO2 generated by burning these fuels is can save 600 million Litres of High Speed Diesel and
fixed again by trees and plants, thus, creating nil adverse saving of $ 196 Million of foreign exchange per year. It
environmental impact. Apart from bio-fuels, solar energy shall result in saving of ` 268 Cr in Indian Railways Fuel
G K Gupta
is the other renewable option. Bill per Year with 20% blending.
Chief Mechanical
Engineer Bio- diesel blending In fact, 100% Bio-Diesel also runs easily as a substitute
IR Organisation for
Alternative Fuels Bio-Diesel of organic origin has all characteristics like of HSD with superior performance in terms of environ-
mineral diesel(HSD). It can be produced from multiple mental impact and with no drop-in engine performance
type of feed stock like Palm Fatty Acid Distillate, Palm in warm weather. Environmental Benefits will include
Acid Oil, Palm Stearin, Rice Bran Fatty Acid Distillate, Reduction of 44% Hydrocarbon (HC), 89.3% reduction
animal fats, non-edible oils from Jatropha, used cooking of Carbon Monoxide (CO) and no Sulphur content in
oil, etc. Jatropha was to be the main stay of Indian Bio- exhaust with B100 Bio-Diesel. Thus, as an alternate fuel,
Diesel use, but the plant did not give anticipated results it has a great potential.

GE in IREE 2017.
Celebrating the arrival of the prototype
GE locomotive in India.
From left : Sumeet Banga, Nalin Jain, Dominique Malenfant,
Gopalakrishna M, Prajeesh Krishnankutty, Sandeep Selot,
Garret Fitzgerald

20 Rail Business [Focus-India] November 2017


Retractable rigid catenary for depots
Current updated designs of Metro maintenance depots factor
in needs for quick rake turnarounds, high maintainability and
minimal manpower use. Even as such designs are evolving for
better passenger comfort, energy efficiency and lower intervals
between trains, Metro coach depot designs are evolving too.
For example, more and more equipment is being moved to
coach roofs, with reduction of underfloor equipment in designs
that permit low floor accessibility for passengers.
As metro train sets enter a covered depot with 25 kV overhead
supply, the design should permit placement with its own
power and that needs an overhead supply that the power
supply contact wire spreads along the length of the depot.
Attention to any roof mounted equipment can begin only
after suitable disconnections and earthing, eating valuable
turnaround time. The earlier options of a tractor draw are
even more time consuming and not the current option.
Retractable catenary
This issue has been addressed through the option of a retract-
able catenary, developed initially by the Belgian /French
company Trainnance in cooperation with SNCF. The concept
is simple, just locate a rigidly held contact wire on cantilever
arms that can swivel around in unison, clearing the overhead
space for quick attention. And the details are patiently ex-
plained by Samuel Dulheuer, Export Manager, Trainnance,
the many technical aspects of converting the basic concept
into a reliable system emerge. Dulheuer indicates the need
for perfect concert like movement of all the arms, the ability
to with stand any wind pressures and safety requirements
while working with the high-tension supply.
The first Trainance -SNCF application dates to 1991 , with
the innovative design emerging from this firm . Since then the
application has grown into an almost standard fitment , with
a few alternate vendors competing for the very specialised
MAI N T E N AN CE D E P O T S
application . The swivel movements are motorized and preci-
sion controlled , with a jerk free but slow initial movement
that is completed in about 40 seconds only.
The swivel arms can be mounted on structure columns or
suspend on stub columns, suspended from the depot roof .
Integration with existing structures is possible , but additional
engineering examination is required . A maximum span of 8
m between successive swivel arms has been tried though a 4.5
to 6 m span is more often used.
Indian applications
Indian Metros have regularly used 25 kV supply ( the alternate
design is for 700 V third rail ) and already three depots (
including two on Delhi Metro ) have installed such rigid
catenary retractable contact wires in the covered depots .
Current applications include coordinated disconnection of
the pantographs ,and earthing of the supply and interlocking
with other subsystems like overhead cranes before permitting
staff access.
And outdoor applications could be developed , like for elec-
trified traction areas for oil tanker of mineral loading . These
are options for the future but for now , applications for covered
installations are on offer from multiple vendors.
Even as Metro applications are more common , application
for high speed services is also now an option , a recent appli-
cation for the Turkish HSR depot at Ankara laying out a
successful design . The obvious aspect of incremental costs
comes in ; Dulheuer assesses that the cost recovery is in the
short-term gains , with intangibles like reduced rake occupation
being valuable bonuses. The retractable rigid catenary in the
train set depots for 25 kV overhead supply is well on the way
to becoming a standard fitment.
Rail Business [Focus-India] November 2017 21
 RA I L RESEARCH

Research support from down under

S Ravitharan is now recognised as a leading rail researcher in
Australia as he leads the $ 10 m per year IRT, the largest industry
funded research unit in Monash University. Originally from Sri
Lanka, Ravitharan has a MBA in Technology Management in 1997
from Monash University. He has a Civil Engineering degree and a
postgraduate qualification in computing/IT. His leadership impacts
rail research and technology developments, particularly the well
admired benchmark heavy haul mining railways in Australia. His
work connected with rail industry has been recognised through many
awards. He is leading the international project team engaged by IR
for the establishment of SRESTHA.

The Institute of Railway Technology (IRT), a part of the
Australian Monash University, may well be helping IR in
laying out a vision and the first paths for its much hoped-
for research initiative SRESTHA (Special Railway Estab-
lishment for Strategic Technology and Holistic Advance-
ment). This, Dr VK Saraswat (Member, Niti Aayog) led
effort, has already been nucleated with a base unit in
RDSO Lucknow but may be awaiting the full go-ahead
sanctions for its detailed project report.
Monash is ranked in the top 1% universities worldwide
and IRT, now 45 years old, was carved out as an inde-
pendent business unit in 2000. IRT, instrumental for
establishment of the collaborative research into railway
technologies, was Australias first railway Cooperative
Research Centre (CRC) that brought the rail industry
and universities into result oriented research.
SRavitharan, Director of IRT presented a snap shot of
IRTs projects and successes at IRC 2017. IRTs develop-
mental research stems out of its origins from the mining
giant BHPs Melbourne Research laboratories. IRT now
has a client base including BHP Billiton, Rio Tinto, FMG
and Vale (Brazil) besides the passenger sector in Hong
IRT equipment (inset) pre-fixed on a typical Australian mining serpent train.
Kong, Singapore, Dubai, Taiwan, Indonesia and, of course,
Melbourne.
Ravitharan is hopeful that IRT can contribute to much
needed railway research to resolve issues facing the rail
sector in India. His insights into IR structure and current
technologies should come in useful as SRESTHA evolves
into a successful unit. IRT lists these in its key areas of
expertise:
Track structure design and maintenance; wheel-rail
interface; rail welding; and track quality assessment.
l Multi-body dynamics simulation, longitudinal train
dynamics and vehicle performance evaluation.
l Testing facilities including laboratory and field testing
- development of Phased Array Technology for the
railways and to identify initiators of coupler, wheel, and
weld failures.
l Expert level professional training.
Leading role in heavy haul
Ravitharan pointed out close IRT involvement in rail
operations, like its Instrumented Rail Vehicle (IRV)
Programme that began in 2001. IRV uses existing rolling
stock in normal service for track and vehicle condition
monitoring in real time, improve throughput while im-
proving safety and reduce risk. IRV monitors rolling stock
performance in both empty and loaded condition and
can provide a daily input on track condition. These IRVs
are designed to address the customers specific require-
ments and operate autonomously.
Ravitharan added that IRV deployment has had beneficial
by products like identification of maintenance effective-
ness, prediction of track deterioration, application of
appropriate speed restrictions, proactive maintenance
planning, development of better driving methods, wagon
structural assessments, calibration of bearing and wheel
temperature monitoring systems and even performance
evaluation of individual rolling stock components. Rio
Tinto has used IRV throughout its fleet since 2010.

22 Rail Business [Focus-India] November 2017

 R O L L ING STOCK IN DIAN TR AINSETS
Train 18 and Train 20:
new vision for India built train sets
Visualising the long passenger trains in India, an image
that strikes one is that of a locomotive hauling a snakelike
combination of coaches. The concept of a multi-unit
distributed traction train, i.e. a trainset, is not prevalent
yet in IR at least for main line operations. Suburban train-
sets like the Electric Multiple Units(EMUs) have been
in operation for almost a century and Diesel ver-
sions(DEMUs) since 1990s; operation of trainsets for
main-line intercity operations has not started yet. Advent
of Metros in India has heralded a new era of air-
conditioned train-sets with distributed traction system
and introduced comfortable journeys and aesthetics.
Use of EMUs in high-speed train operation is tried and
tested one. Historically, the Japanese high-speed train
system, Shinkansen, has employed the EMU which has
many advantages such as maximum axle load reduction,
adhesion force utilization, efficient regenerative brake
utility, low energy consumption, environmental friendli-
ness, and good traction/braking performance. In contrast,
European high-speed trains initially used power-
centralized driving units rather than EMUs. Later, in
Europe, new power-distributed high-speed trains have
A trainsets is a set of coaches coupled mechanically and electrically with
driving cabs at both ends and distributed traction power across the train.
Depending on traction requirement, the traction motoring (number of
powered coaches) can vary from 50 to 100%. For semi-high speed and
high-speed application, Electric Multiple Units (EMUs) is the preferred
choice for trainsets, given the advantage of lower weight and faster
acceleration.
In a typical centralised power traction, the train can be hauled by two
power cars, one at each end. On IR, the DEMUs and mainline EMUs
designated MEMU work on this concept. Here all the power cars will
have drive cabs. Due to concentration of power equipment, the design
axle load of these coaches will be high for example, at 20.32 t for a
DEMU power car (WAP7 locomotive is 20.5 t).
The distributed system is like that used in EMUs and Metros. The
darkened wheels represent motoring; however, the ratio of motor
coaches differs. In the 3-Phase AC-AC Kolkata Metro train-set (ICF
manufactured) & for 3 Phase AC-AC EMUs (ICF manufacturer) for
sub-urban services, the ratio is 33%.
24 Rail Business [Focus-India] November 2017
appeared, for interoperability and operation on steep
gradient routes. German ICE3 train sets debuted in
around 2000.
The distributed power train-sets have lighter axle loads,
allowing operation on lighter tracks, where higher axle
load locomotives may be prohibitive. Another side effect
is reduced track wear, as traction forces are applied
through many axles, rather than just the four or six of a
locomotive. These trains generally have rigid couplers
instead of the flexible ones often used on locomotive-
hauled trains. That means that brakes/throttle can be
applied quickly without excessive jerk in passenger coach-
es. In a locomotive-hauled train, if the number of cars is
changed to meet the demand, acceleration and braking
performance will also change. When 2 or more multiple
units are coupled, train performance remains almost
unchanged.
The most important advantage of recent high-speed
EMUs is the weight reduction. In EMUs, the traction
system equipment can be distributed over a train-set,
and tractive axle throughout the train-set can obtain
the required tractive effort without executing a heavy
axle load. Particularly, recent IGBT based power elec-
tronics technology has realized a lightweight and com-
pact traction. In the power-centralized system, the
locomotive axle load must be heavier to avoid slip or
skid to obtain the tractive effort.
Trainsets with distributed traction allow for a more effi-
cient space utilisation than locomotive-hauled trains
leading to many advantages including improvement of
energy efficiency. Trainsets are generally seen as the best
vehicle solution for suburban and regional passenger
operation, and for high-speed trains as well. Even though
energy savings are obviously not the main motivation to
introduce distributed power trainsets, energy efficiency
is clearly in favour of decentralised traction concepts.
The Train -18 project
During the 2017 IRs Rail Vikas Shivir (addressed also
by the Prime Minister) the proven advantages and
reliability of multiple units compared to loco hauled
commuter trains were stressed and the idea of manu-
facturing trainsets for intercity superfast trains came
up. It was decided to manufacture modern trainsets in
India, probably at half the cost. Integral Coach Factory
(ICF), Chennai was chosen as the hub for these train-
sets and is planning to turn out one prototype in March
2018 (project code Train-18).
Train-18 will be a semi-highspeed (160 kph) EMU train-
set with quicker acceleration and contemporary passenger
amenities. It will offer both comfort and pace to passengers
and will fit the bill of replacing intercity express trains
which have travel time in six-hour range with all chair car
coaches for day travel. A prominent feature will be that
 RO LLI N G S T O CK I N DI AN T RA I N S ET S

all coaches will be inter-connected by

fully sealed gangways, achieved by
shifting all propulsion equipment
from on-board to underslung. The
Trainset will be provided with auto-
matic plug type doors with retractable
footsteps that will open and close un-
der driver control. All coaches will be
provided with on-board Wi-fi, info-
tainment and GPS based passenger
information system. The train will
have plush interiors and diffused LED
lighting and the washrooms will be
fitted with Zero Discharge Vacuum
Based design with touch free fittings.
To avoid uncomfortable jerks and
vibrations, Train 18 will be equipped
with improved mechanical couplers
and modern bogies that ICF is devel-
oping - with fully suspended traction
motors, pneumatic secondary suspen-
sion and anti-roll bar. The brake sys-
tem will be electro-pneumatic with
brake discs mounted directly on the
wheel discs, reducing the braking dis-
tance, so that full speed potential of
the train can be harnessed.
A concept proving project
Train-18 will have many modern fea-
Train-set scores in maximum possible speed (kph) in comparison with
locomotive hauled train.
Possible maximum speed
Power system
Power-distributed Power-centralized
Dry condition 480 370
Wet condition 360 280
Steep gradient of 330 190
3% (dry condition)
1 traction unit failed 320 240
(wet condition)
tures which will debut on IR. To de- Middle Basic Unit: NDTC+
liver Train-18 in time, design work MC+TC+MC
has progressed well in ICF. Train 18
(DTC: Driving Trailer Coach, MC:
will be a landmark improvement in
Motor coach, TC: Trailer Coach,
passenger travel over IR. The Proto-
NDTC: Non-Driving Trailer Coach)
type Train-2018 will be commis-
sioned by March 2018 S Mani. Motor Coach with four fully sus-
Salient features pended traction motors.
Configuration -
50% powering i.e. every alternate
Four Basic Units, four coaches coach will be powered
each.
All Propulsion equipment will be
End Basic unit: DTC+MC+ underslung, leaving the on-board
TC+MC space for passengers.

Comparison of weight and output power of high-speed trains

The maximum axle load of power-centralized system becomes 50% to 70% heavier than that of series 700 Shinkansen EMUs. The
power/weight ratio of a train-set of recent EMUs is around 20kw/t, which is 40% larger than that of power-centralized ICEs and DC
motor driven Series 0 Shinkansen trains. In terms of traction motors, the power/weight ratio of AC motor is three times that of DC
motor.
Power system Power-distributed system Power-centralized system
Shinkansen Shinkansen German French
Train type ICE1 ICE2
Series 0 Series 700 ICE3 TGV-A
Max. axle load t (series 700:100%) 16 (140) 11.4 (100) 15 (132) 17 (149) 19.5 (171) 19.5 (171)
Configuration* 16M 12M+4T 4M+4T M+10T+M M+14T+M M+7T
Train length m 400 400 200 240 410 205
Max. speed kph 220 285 330 300 280 280
Rated output power kW 11840 13200 8000 8800 9600 4800
Train weight t 967 708 409 490 905 410
Power/Weight [kW/t] 12.2 (66) 18.6 (100 19.6 (105) 18.0 (97) 10.6 (57) 11.7 (63)
(Series 700:100%)
Motor output power kW 185 275 500 1100 1200 1200
Motor weight kg 876 390 1450 1980 1980
Motor power/weight [kW/kg] 0.21 (30) 0.71 (100) 0.76 (107) 0.61 (86) 0.61 (86)
(Series 700:100%)
Motor type DC motor AC AC AC AC AC
asynchronous asynchronous synchronous asynchronous asynchronous
Year of commercial Service 1964~ 1999~ 2000~ 1989~ 1991~ 1997

*M = Motor coach, T = Trailer caoch

Rail Business [Focus-India] November 2017 25

 R O L L ING STOCK IN DIAN TR AINSETS
All coaches are chair-car type
(premium executive class & sec-
ond class) and fully air-
conditioned, including driving
cabs.
l Carbody
With continuous window glasses
for contemporary modern look.
The driving coach will have aero-
dynamic nose cone for reduced
air drag and improved aesthetics.
All coaches with automatic plug
type sliding doors with sliding
footstep.
All coaches interconnected by
fully sealed gangways with flexi-
ble sidewalls.
Underslung Equipment
The underframe is designed for bol-
ster less design bogies, where-in the
underframe directly rests on the air
springs. For the Train-18 project Dell-
ner semi-permanent couplers are be-
ing used. These couplers using CBC
type draft gear with Semi-permanent
head will eliminate the jerks-typical
on IR locomotive hauled CBC cou-
pler coaches.
End Pneumatic Aux. Reservoir TXFR
Skid - NDE Converter Container skid Cooler 1
Non- Driver End (NDE)
Fresh Water Middle TXFR
Water Pump Pneumatic Cooler 2
Tank Skid
The (DTCs will have CBC couplers
and the in-between coaches will be
coupled with semi-permanent cou-
plers. The semi-permanent inter-
coach couplers have been lowered to
provide a through passage from one
driving end to the other. Train-18 will
have one pantograph coach per basic
unit (of 4 Cars): for operation of the
16-coach train, two pantographs will
26 Rail Business [Focus-India] November 2017
be used. The trailer coach shall have
roof mounted pantograph and the
HVAC unit.
Improved Interiors
The premium class will have rotating
seats which can be aligned in the di-
rection of travel. In a 16 Car trainset,
there will be two executive class
coaches and 12 second class AC Chair
cars and 2 second Class AC chair cars
with the driving cab.
l Modular toilets with bio-vacuum
system. Other added features are
the toilet for challenged passengers
and space for wheel chair in the
driving coach.
l Modular luggage rack with glass
bottom
l Plush interiors
l Comfortable seating
l Fully sealed gangway
l On-board infotainment system
with Wi-Fi Streaming
The interiors including FRP panel-
ling, luggage rack, seats are being
sourced from established players like
BFG, Saira Asia and FAINSA,
COMPIN. The interior lighting is
Traction
Transformer
Driver End (DE)
End Pneumatic
Skid - DE
LED with direct light as well as dif-
fused lighting. Reading LED lights
are provided in the luggage rack.
Executive Class will have 52 seats with
rotating seats. The seats will be
aligned in the direction of train
movement.
Second Class seats will be reclining
type with fixed backrest. These will
be different from the regular seats on
IR - where reclining is achieved by
the movement of the back rest. This
will avoid the intrusion of the seats
into the leg space.
In a Chair Car, seats play a very major
role in providing comfortable travel.
So, for the first prototype trainset,
ICF is planning to import seats being
provided in the European high-speed
trainsets. These seats not only provide
comfort for long distance travel but
also tested for full passive safety, per
GMRT 2100 Issue 5.
Each passenger will have a power
socket for mobile charging.
A new bogie design
An important feature in Train 18
is the new bogie design with fully
suspended traction motors that is
being designed with contemporary
features:
l Fit for 160 kph operation
l Fully suspended traction mo-
tors - where the motor weight
is not loaded on to the wheel
directly, reducing the un-sprung
mass, resulting in better ride
comfort.
l Bolster less design with fabricat-
ed Y-type bogie frame.
l Air Springs in secondary sus-
pension and coil sping with
control arm in primary suspen-
sion for better stability.
l Vertical , lateral and YAW
dampers for jerk free ride.
l Wheel mounted disc brake sys-
tem for better reliability, space
utilization and less mainte-
nance.
l Stabilizer (anti-roll bar) mech-
anism for better passenger com-
fort.
The development of bogie has been
carried out in a time frame of six
months on consultation with EC En-
gineering, Poland. This required ex-
tensive technical discussions also with
Bonatrans (wheels and axles), Knorr
Bremse (brake disc and callipers),
GMT (metal bonded rubber items
and air springs), & Koni and Zf
(dampers). This bogie design is likely
to form the basic backbone for all new
EMUs, DEMUs and trainsets to be
manufactured on IR.
 RO LLI N G S T O CK I N DI AN T RA I N S ET S

Train 18 is an ambitious project
that will be designed and manufac-
tured mostly by harnessing in-
house resources. It is expected that
the success of Train 18 will spur a
huge demand for more of these
Best in Class & Made in India
products that will roll off at a much
economical cost.
TRAIN 20
To further improve passenger
through-put by way of higher acceler-
ation/deceleration and reduction in
turnaround time, IR plans to intro-
duce modern train sets with distrib-
uted powering for passenger traffic.
The IR Board has transferred project
of acquisition of 15 trainsets at sanc-
tioned cost ` 2,500 Cr to ICF for im-
plementation. This project is driven
by the corporate mission of providing
semi-high-speed trains with service
speed even above 160 km/h, with
world-class technology and best in
class passenger amenities.
IR's experience with earlier technolo-
gy transfer projects is that while these
enabled acquiring new technologies,
the know-why development and qual-
ity has not been at par with the Best-
in-Class. To ensure that the trainsets
are made to international quality
standards and to make the project
viable, it is planned to get these train-
sets manufactured at ICF by an inter-
nationally established trainset manu-
facturer. These will be to the contrac-
tors design and control. Such coaches
must be of energy-efficient and light-
weight construction and therefore be
Aluminium-bodied. ICF has invited
bids from eligible bidders for design,
development, manufacturing, testing
and commissioning of aluminium car
body train sets. The sanction covers
acquiring 14 20-coach trainsets, 11
spare coaches, a total 291 coaches.
The train set, aptly code-named
Train-20, will be the first such IR
train, likely to be turned out in 2020.
Salient features:
l Speed >= 160 kph Test speed
176 kph
l Aluminium car body
l Air-conditioned chair cars and
sleepers
l 20 car-sleeper type coaches-IA, IIA
& IIIA.
l Under slung 3-phase propulsion
system
l Automatic Doors
Contract Methodology
The tender stipulations require that
the first trainset of 20 coaches shall
be manufactured at successful bid-
ders premises and dispatched to ICF.
From 2nd trainset the successful bid-
der shall supply the components, sub-
assemblies, electrics, furnishing mate-
rial etc. sourced from themselves or
their vendors and assembly of the
trainset car body, bogie, painting and
furnishing carried out at ICF. There
is an option to manufacture up to ten
trainsets at successful bidders premis-
es and ship to ICF. However, the last
four trainsets and spare coaches shall
be assembled at ICF. Covered space
with crane facility for manufacturing
and storage will be provided
by ICF.
ICF expects the leading global coach
manufacturers to participate in this
tender. Prime motivator is that
though the tender is for291 coaches
at present, the scope of the tender is
so defined that the successful tenderer
shall build a long-term relationship
with ICF. IR shall certainly need
many train sets beyond those ten-
dered for in coming years, and the
successful tenderer would be poised
to be an active partner in this expan-
sion of modern rolling stock.
The stress in this project is to build a
relationship with a world-class train
builder, build/assemble the coaches
at ICF without the need for a large-
scale TOT. It should be possible for
the successful bidder to enter into an
agreement with ICF to jointly manu-
facture for Indian or overseas market.

An excellent team for a super project

The key ICF design/concept team is led by S Mani, General Manager, (3rd from left) and L C Trivedi, Principal Chief Mechanical Engineer and includes
T Dilip Kumar, Design Mechanical, S Srinivas, Chief Design Engineer Mechanical, S P Vavre, Chief Electrical Design and Amitabh Singhal, Design Electrical.

A major project, that the Train 18 certainly is, needs a pillar
of wisdom and support, a champion sold on the cause, with
the skills to see the project through. Skill of visualizing the
product contours, skill to set the project outline, skill to sell
the project at various levels of skepticism and risk-aversion
and skill to choose a team that can see the project through.
And I believe that very few current senior executives in IR
would fit that bill. In S Mani, General Manager, ICF, the
project has a champion who has all the skills needed to see
the project through. The IR Board also deserves kudos for
letting ICF handle the project, generally independently. That
is something unusual for IR management. But so is the Train
18 project.
The Train 20 project is a tough nut and, the way senior man-
agement tenures are on IR, the project will see at least two
General Managers after Mani superannuates in end 2018.
And that is biggest unknown for this ambitious project. We
do hope that the IR and ICF leadership make the right choices
so that IR 20 becomes a reality, a development that IR can
really be proud of as it happensEditor

Rail Business [Focus-India] November 2017 27

 I R THE ELECTRIFIC ATION DEBATE

Fast pacing IRs electrification mission

Electrification has become an act of faith for some, and a case for national mishap for some others. Some legacy beliefs include that
electric trains run faster, are less polluting.
Perhaps the truth lies somewhere in between; we believe that opening the discussion on real data on experience so far and the hard
facts by a non-partisan group, preferably not from IR, is a way forward to address various aspects.
IR management (and the Ministry) holds a view that electrification can be achieved at a faster rate, thereby resulting in the fuel
savings. A complete switchover by 2022 has been mentioned. Going slow on diesel locomotive manufacture and phased reduction
in capacity is envisaged.
There is a case for slower electrification, but none for stopping the programme. IR needs to perhaps figure out its priorities for
infrastructure and stop a stance that means there is no shortage of money for railways. An accelerated pace of investments in
electrification needs a look in quickly. Here we need to present the various shades of opinions and aspects brought to notice by
proponents of slower electrification.

Haulage capacity increases by 10 to 20 % as trains are

speeded by higher power electric locomotives. The carbon
foot print in Metro areas could be reduced to near zero
with full electrification. New and renewable energy from
solar, wind and hydro sources could be efficiently utilized
for railway traction.
The speed of freight trains is currently limited to 80 kph
and the passenger trains to 110 (mostly). It is planned to
increase the speed of freight trains to 100 and passengers
up to 200 kph, on existing railway tracks over the 58,000
km route. The experience with high speed operations on
Spanish railways indicates 20% energy reduction possi-
bility. The traction power of the trains would need to be
increased to achieve the goals, and to create additional
section capacity.
Higher power locomotives
The section capacity is determined by the time taken by
the slowest train in the longest section. IR network is
structured on existing 600 m usable loop length, an axle
load of 22 t. For increasing the commercial speed and
section capacity, constraints are:
l Freight trains have a stop or slow down on speed re-
D K Bansal striction every 10 km on an average
Ex. Chief Electrical
Engineer l Fast passenger trains stop or slow down every 25 km
Sourthern Railway
More powerful locomotives could achieve reduced inter-
sectional running time, reduce the waiting and total service
time, increasing the capacity to haul more trains at a higher
commercial speed, consuming less energy. The power of
a locomotive is limited by maximum permitted axle load,
number of axles and the capacity of its power plant. Electric
locomotive draw power from overhead wires, which can
feed maximum 15 000 hp to a train. Electric locomotives
like WAG9 could develop 6000hp while a diesel locomo-
tive carries the power generator aboard and each six axle
WDG5 locomotive could develop 4500 hp. Electric loco-
motives have 25% more power for the same axle load and
number of axles.
The transmission of power through three phase variable
The current practice on IR leaves the trains
underpowered:
Europe China IR
Freight kW/t 3 2-3 <1
Passenger kW/t 10 10 <5
frequency variable voltage electronic converters to traction
motors is a common standard to both the traction modes,
as such for the same axle load the available adhesion and
tractive effort limits are unlikely to differ.
Fuel consumption
Electric locomotive consumes power collected from over-
head wires by a pantograph mounted on its roof. Electrical
energy cost varies from ` 2.50 a unit (kWh) for solar to
` 12 for expensive grid supplies and an average of ` 7 per
unit could be a fair guess. Diesel locomotives consume
diesel fuel costing about ` 60 per liter. Statistical SFC
figures for electric as well as diesel modes vary wildly over
the different railway systems and therefore a rule of thumb
approach based on rating performance test reports of
RDSO has been relied upon, and we can assume four
liters per thousand Gross Tonne Km (GTKM) and four
kWh electrical unit generation per liter of oil on diesel
locomotives. Electricity consumption being about sixteen
units with regenerative braking and unity power factor in
modern IGBT electric locomotives. The fuel cost per
thousand GTKM is estimated to be ` 240 for diesel and
` 112 for electric.
Incremental Cost
Electrification capital expenditure costs about ` 70 lakhs
per km. This is an additional operational cost, equated to
about ` 10 lakhs per km per annum, assuming 15% cost
of capital. It may be offset with lower fuel cost, when the
traffic density reaches about eight mt per year. This is a
rough estimate and detailed studies are already available,
considering all aspects for many years.
Currently about 25,000 km electrified route, about 40%
of network is electrified, and that carries about 55% coach-

28 Rail Business [Focus-India] November 2017

 I R T H E E LE CT RI FI CAT I O N D E B AT E

ing and 65% freight traffic, accounting
for 40 % of IRs total fuel bill. Railways
have started procuring power through
Open Access and in current year the
electric traction bill is likely to be re-
duced by ` 2500 Cr i.e. 25% reduc-
tion on annualized basis against FY
2014-15.
The future
Mission 41K has been launched with
an aim to generate a cumulative sav-
ing of about ` 4100 Cr in electric trac-
tion bill from 2015 to 2025 by procur-
ing power from Open Access. IR has
already reduced the electric traction
bill by about ` 1200 Cr annually over
the last two years by procuring power
under Open access. The bill is likely
to reduce further, giving railways an
annual saving of about ` 3000 Cr by
end of current FY.
IR is developing a high-speed passen-
ger locomotive with speed potential
of 200 kph and the first locomotive
is expected to be turned out by Chit-
taranjan Locomotive Works in March
2018.
IR is heading for full route electrifica-
tion by 2022, that should reduce en-
ergy bill from present level of ` 26000
Cr to about ` 16000 Cr with almost
full operation on electric traction. To
fast track the pace of electrification,
Ministry of Railway would be involv-
ing PSUs like IRCON, RITES and
Power Grid Corporation. IR would
need to electrify at a pace of thirty km
per day and reduce the cost of electri-
fication by 30% by adopting efficient
mechanisms such as:
l Mechanization of electrification us-
ing cylindrical foundations for mast
and premixed concreting with vi-
brators to obtain void-free strong
castings;
l Parceling of contracts for 500 to
1000 km route to enable mobiliza-
tion of expensive machines for
quick compliance;
l Three-dimension survey of route
using train mounted equipment to
speed up planning;
l 25kV rated voltage, 80mm mini-
mum rail clearance and only specif-
ic track circuit frequency band res-
ervation to be filtered out in return
current, to increase locomotive
power at a lower cost.
l Elimination of booster transform-
ers and return conductors to sim-
plify 25 kV single phase construc-
tion and reduce cost.
l Bonus for early completion and
penalty for cancellation of train
blocks and delays.
Full electrification could help in
achieving zero carbon footprint, par-
ticularly in metropolitan areas and
substantial savings in traction energy
bill could help in improving bottom
line.
(Data adopted from presentations at IREE
International Conference on Green initiatives
and Railway Electrification, Oct 2017 at New
Delhi.)

Developing solar energy based solutions

IROAF has taken an initiative to provide Solar PV system on
roof tops of trailer coaches of diesel electric multiple units
(DEMUs). The first such rake of a 1600 hP DEMU shall result
in minimizing fuel consumption and reduce environmental
pollution and provide cleaner environment, its cost effective-
ness will be another advantage. Cost saving per DEMU rake
(six trailer coaches) shall be `12 lakhs per year which translates
into saving of ` 3.0 Cr, reduction in fuel consumption of 5.25
lakh litres of diesel fuel and 1350 t of CO2 over an estimated
lifetime of 25 years of these panels. If extended to all major
passenger trains, it has the potential of saving ` 672 Cr per
annum (saving 1.2 lakh kl of diesel equivalent and 2.7 lakh t
of CO2 per annum).
Providing Flexi Solar Panels on the curved roofs of these
coaches results in reduction of weight of solar panels by 75%,
besides enhancing the safety due to ease of fixing these panels
by pasting instead of mounting on a structure.
IROAF had also successfully tested solar generation based
guard comfort system on 6 BVZI brake vans for freight train
guards. A 400 W system with batteries can give round the
clock facility of a fan, light and a charging point on the guard
van to the guards who have until now worked without these
facilities. After successful field trial, the comfort system has
now been fitted on 44 wagons. Further fitment on 700 more
BVZIs has also been sanctioned.

I have been a great admirer of Ashwani Lohani, having known
him and his maverick work as Director, NRM when (in 1997)
I was Additional Member (Tourism) in the IR Board and
later as General Manager, NF Railway when he was in Tourism
Ministry. Our contacts continued even after my retirement
Dear editor
when he was MD, State Tourism in Bhopal. An outstanding
executive and a gentleman. Unfortunately, the Government
has put him a little late as IRs CEO, but better late than never.
BMS Bisht, ex GM / NFR on email

Rail Business [Focus-India] November 2017 29

 I R T HE ELECTRI F IC ATION DEBATE
An emotional concert for railway
electrification: need for re-assessment
IR has been steadily increasing coverage under 25 kV
electrification and now most key routes are covered.
Recent public statements show that these investments
are being jacked up significantly, and the policy makers
perhaps envision a total coverage under the wire if they
could.
25 kV traction is certainly a good option for many rail
traffic streams; the first installations on the SE Railway
date back to 1960s. Admitted advantages have included
lesser national reliance on imported petroleum products
and a well-recognised concern for energy security. Such
concerns naturally get heightened in periods of high crude
prices and need policy attention. Environmental concerns
are also real, though the concerns often seem to be based
on emotions than facts. The debate within IR on electri-
fication investments is however far from bi-partisan, often
with cherry picking of data, and departmental concerns.
There is no doubt that electric traction is the only viable
way for Metro (and light rail) and high sped systems but
opinions are divided sharply for intercity and freight
sectors.
Which is more polluting?
Perception: diesel locos undoubtedly, the smoke is visible
in front of every such train. May be, a serious look in
Diesel Locomotive Thermal Power Plant % Diff: Diesel Loco Vs Thermal Power Plant
Particulate Matter 0.4 0.75
SOx Emission 0.8 5 84%
Water Consumption 0 2.25 ltrs/bhp-hr
30 Rail Business [Focus-India] November 2017
shows that may not always be inferred from the data.
Environmentalists have addressed this issue by defining
greenhouse gas emissions in three categories: SCOPE 1,
2 and 3. SCOPE 1 is the visible end of what IR creates.
Any fair assessment should at least address the SCOPE
2, a constant complaint for the diesel proponents who
point out that since most power supply in India is coal
based, often from less than fully equipped plants, the
SCOPE 2 equation will paint a truer picture that, in their
view, is less green than the rosy colours of SCOPE 1. To
our knowledge, IR does not have an official SCOPE 2
assessment even if it has set up an Environment Directo-
rate in its corporate office. A GHG assessment for IR is
also not yet available. There is clearly a case for this
Directorate to go beyond the clean India campaign and
develop a publicly shared SCOPE 2 study that should be
the basis of any further discussions. Such studies do have
subjectivity in them but at least provide bare minimum
acceptable data and conclusions.
The dieselisation cases
Modern Diesel Locomotives Are Environment Friendly
and Contrary to popular perception, Electric traction is
more polluting than diesel. 77% Power in Electric Trac-
tion is supplied from Coal fired Power Plants and this is
expected to settle round 62 % in coming decade (Draft
National Electricity Plan, 2016). Railway share of emis-
sions stands at 1.3% of overall emissions and is 9.7% of
Transportation share. The Transportation Share overall
emissions stands at 13.5%. Power for Electric Traction is
at ~ 77% from Thermal Power Plants (110 GW of the
142 GW) vs. 62% from Thermal plants in 2027 (iea-
uic_railways Handbook 2016).
Pollution Comparison: Thermal Power Plant Vs Diesel
Locomotive (CPCB New Emission Standards)
These authentic and practical parameters seem to show
that diesel locomotive is more environment friendly &
less polluting than the electric (the SCOPE 2 versions).
This defeats the idea of reducing carbon footprints.
Additional pollutants from coal based power plants arise
from that emissions are based on coal usage (kg/kWh),
coal quality, & operating conditions, low load & boiler
firing, during start up plant is run on furnace oil and that
during rainy season oil support needed as coal is wet.
All values in gms/b hp-hr
46%
100%
 I R T H E E LE CT RI FI CAT I O N D E B AT E

The world scene

Country/ Indicative loco Diesel Electric Electrified
Worldwide electric traction has its
region holding Share % Share % Track %
strong proponents, the best case be-
ing that of Switzerland with 100 % North America 27000 99 1 2
coverage. The other end is that of
Latin America 4100 99 1 3
USA, where electrification in other
than the NE corridor has no takers Europe 22000 33 67 53
despite good growth of freight traffic
Russia / CIS 23000 40% 60 36
and gains for the major companies,
all in the private sector and profit China 21000 43 57 61
driven. The electrification economics
India 11000 50 50 39
does not work for them.
South East Asia 3500 58 42
The global installed base of about 120
000 loco units has 55% diesel-electric Australia / New 2600 90 10
locomotives. Zealand
Major networks like China / Europe/ Middle East/ 5800 64 36 13
Russia /CIS have maintained mini- North Africa
mum 30- 40% Diesels in their fleet Total 120000 55 45
even post electrification. In countries
like UK electric traction is not pre-
ferred in view of deforestation & lack Studies relating to choice of traction
of sustainability of country-side land- Committee Year Breakeven level *
scape.
Sahai Committee 1963 6.06 - 6.91
IR has long recognised the need for
a rational decision making, when it NCAER report 1970 13 - 18
has tried to set up a fit for electrifica- Raj Committee 1978 29.6 - 37.5
tion mile post on financial consider-
ations alone. Directors' Committee 1984 31 - 46
However, these recommendations Interdepartmental Committee 1989 34.9
have always been breached when the Interdepartmental Committee 1996 49.72
management gut feeling or expedi-
ence so called. A political perception * (Breakeven level - million GTKm per route km per annum during 1st year
that an electrified line means a higher after opening).
level of infrastructure for a region or
political constituency has often hid-
den the factual situation of inadequate Freight trains being inherently heavier large haulage capacity. These are the
tracks or signalling. Consequently, and longer, they require to overcome most preferred technology platform
service quality particularly for feeder a large initial friction which requires for freight applications.
passenger lines has remained low a large Starting Tractive Effort
(STE); STE is even more critical on Diesel locomotives continue to be the
even after electrification. The diesel
proponents claim that most electrifi- gradient. The locomotive wheels backbone of freight operations viz.
cation projects have never resulted in need to have sound grip or adhesion North America, South America, Mid-
the anticipated RORs or the gains in over the rail. dle-East, Africa, main land Europe,
service quality as the basic assump- S.E. Asia and Australia. Almost
The required traction or speed can ~67,000 of the total ~120,000 in-
tions made were always partisan. The
be obtained by adjusting the gear ratio stalled base of locos globally is diesel
average speeds of freight trains remain
between the motor shaft (pinion) and that are ideal for freight haulage, and
low, irrespective of the traction mode.
axle (gear). Higher gear ratios are especially during uncertain times such
CLAIM: used in passenger applications which as wars/ grid failures. On other hand
Diesel locos are globally preferred for provide higher speed while lower ra- railways across the world have adopt-
freight operation & electric locos for tios are used in freight application ed electric technology for passenger
passenger operation. An expert group which provide higher torque for high- application.
states that freight trains need ability er haulage capability. Due to advent
to pull large loads and many wagons of AC traction motors, the slip control All eggs in same basket?
while passenger trains need ability to and adhesion performance in the die- Besides operational and economic
run at high speeds and quick acceler- sel locomotives has significantly im- considerations, diesel locomotives are
ation. Due to these difference in fun- proved. Diesel Locomotives, typically, critical from a national security stand-
damental capability expectations, pas- have higher weight & higher adhesion point. It is claimed that it is critical to
senger and freight locomotives and helping the locomotive to convert the maintain a robust and efficient fleet
their propulsion systems / power available friction into usable adhesion of diesel locos in IR fleet always
plants are designed differently. at the wheel-rail interface to provide (IRs Committee Report on Disaster

Rail Business [Focus-India] November 2017 31

 I R T HE ELECTRIFIC ATION DEBATE

Management System 2002). It is also
recommended that in case of serious
accidents disrupting routes or major
power breakdown, IR must maintain
availability of diesel locos (1 diesel
loco for ~50 km of electrified track)
for running rescue operations, imply-
ing ~1200 diesel locos for electrified
network.
Claim: Better Rate of Return
Electrification of rail network involves
significant capital expenditure on high
initial cost on overhead electric cate-
nary, sub-stations, feeder stations, and
may be diesel generator backup for
power failure.
During the last three years electrifica-
tion projects over 16,815 route kms
at an estimated cost of ` 17,165 Cr
have been included in the IR Budget.
Moving forward 33000 km more of
electrification would need invest-
ments towards infrastructure and
Electric locos. Considering overall
CAPEX investment of ` 126780 Cr
towards OHE, new electric locomo-
tives and other related infrastructure
and an OPEX saving of just ` 5578
Cr, there is a negative NPV situation
considering 100 years of cash flow.
A SCOPE 1 type of cost estimation
for electrification has often excluded
OHE maintenance and additional re-
covery issues and disruptions caused
by overhead line breakdowns. The
balance sheet is alleged to be biased
and crooked.
Trivia
Railways across the world which
are electrified e.g. Europe net-
works have higher operating ratios
than profitable ones e.g. USA,
Canada which use diesel traction
The economic and financial assess-
ments of electrification show huge
disparity as ~ 53% of the total price
(tax element) of diesel goes to gov-
ernment exchequer; while comparing
fuel costs, one must also employ the
true energy cost. The accelerated elec-
trification programme, despite finan-
cial indicators, would imply that dis-
carding diesel locomotive will mean
IR will have to book significant write-
off losses (say ` 3 Cr per diesel loco-
motive).
Low traffic density network
Over 20,000 kms of IR network is in
remote locations where economics
of electrification is not favourable due
to low traffic density. Large portions
are in NER, NF in the North East,
SWR in South, the West (Rajasthan
and Gujarat) and J&K. 19% of the
network has been electrified even if
the rate of return did not justify that.
The large international border zone
will drive need for diesel locos to man-
age any war time operational needs
when grid may be shut down.
IR needs to address the equation once
again, arriving at the best economic
solutions. The presumptions that
electric is the best has been proven
not to be based on rationale; percep-
tions need to be questioned and alter-
natives examined. Considering the
long-term implications, IR needs to
share a vision and the reasons.

The hiccup is over ...or is it?

Middle of September witnessed a flurry of media reports about
IR intention to cancel the much-touted contract for supply
and maintenance of nearly 1100 diesel locos (over a decade)
by GE USA. The contract was signed in late 2015 amid much
fanfare, when it (along with a similar contract on Alstom for
electric locos) was billed as a game changer for the Make in
India initiatives and dreams. Much of the media reports were
based on inputs from senior officials, always unnamed, though
it was known that the thread was started by a Railway Ministers
directive in a strategic meeting in New Delhi.
A rush visit by a GE Vice President is reported to have followed
the initial directive. The episode would have caused quite a
few ripples in the IR and the government, if not key investors
including GE.
Between the lines
Question form a major Indian newspaper columnist: Your
rival, GE, recently faced some uncertainty with its contract to
manufacture diesel locomotives in India. Do such flip flops
worry you and is there certainty of investment?

IR has now, per media reports, denied that such an effort will
be made and that the contract will be allowed to run its path
in full. IR officials were quoted to say that GE can instead
build electric locos and that should be a cake walk. Of course,
the official overlooked that GE has a huge brand presence and
has not manufactured electric locos so far, though technically
a shift is possible.
Tom Plellete, Global president, Caterpillar Group: what
any multinational company is looking for is regulatory certain-
ty. While you recognize that there would be incremental
challenge, it will not be so drastic it would leave you with
stranded investment. That is a concern in any country with
any multi-national. I cannot really say that it is a bigger concern
in India than it is elsewhere.

RDSO outreach to industry

CII and RDSO cooperated in a panel discussion session in pushed the digitization of the purchase and related processes
IREE on improving interfaces for product development. AK successfully.
Goel, IRs Director General Stores and M Hussain, Director
Industry perceptions were echoed by CP Sharma, with TR
General RDSO shared the current procedural changes in IR
Seth (Siemens India) moderating the discussions.
for improving development and purchase processes. IR has

32 Rail Business [Focus-India] November 2017


You fund it and I owe you nothing
Prakash Tendulkar, now a US national and a lifelong rail
fan who has never worked on or for railways, takes a light
look at the electrification issue.
IR has plans to electrify 100% network, a decision based
perhaps on a Indian Chief Auditor CAG report that elec-
trification will save a lot of money for IR.
The question was, "Okay, then what is holding you
from doing so?"
The quicker answer, "We do not have enough electric
locos."
The proponents, "Cool, then make them ASAP."
Hence the decision came in to stop production of all
diesel-electric locos from April 2018 while stopping
modernization of older diesel locos at Patiala. DLW
will start manufacturing electric locos on full-time basis
to augment CLW production and Alstom factory is
expected to start rolling about 100 locos a year begin-
ning 2018. A decision process well celebrated by the
much lampooned cycle shed theory.
The only assumption was that the current stock of diesel-
electric locos will support IR's operation till sufficient
electric locos are available. The implicit assumption is
that IR can live profitably and efficiently without diesel
locos. It is an excellent example of how bean counters
override technical wisdom.
When I visited Kalyan Electric Loco Depot about a
decade earlier, the boss asked me, "Why do not your
Railroads go for electrification, since electricity is
abundant and cheap in America?"
I told him, "All railroads in US are eager for electrifica-
tion as long as someone (most likely Uncle Sam) pays
for infrastructure expenses." The boss and other officers
were happy to hear my answer. Little did they grasp
that railroads had no intention for seeking loans; they
simply wanted free money. No need to calculate Return
On Investment.
I owe you nothing
CalTrain is electrifying her tracks between San Jose and
San Francisco at the cost of US $1.98 billion. A look at
source of this funding: that is exactly how Vijay Mallya
built his fortune: You fund it and I owe you nothing.
Another myth that the bean counters love is Regenerative
Braking. Under hypothetical conditions, electric locos
return 30% of their energy back to OHE (and to the
supply grid) saving money. One needs to remember, what
glitters may not be gold, it could be pyrite: the power
generated during regenerative braking has plenty of har-
monics and power companies do not accept it back. It
must be consumed locally. The OHE has neutral zones
every 50 - 60 kms. apart, totally isolated from neighbouring
sections. It means, generated power must be consumed
I R T H E E LE CT RI FI CAT I O N D EB AT E
by another loco that is motoring in same section. Else,
there are no takers.
For WAG9 locos, the logic was, if there are no takers for
regenerated power, augment train braking by loco inde-
pendent brakes. Train drivers can always release inde-
pendent brakes by pressing a pedal under master controller
(which they do without fail). Hence, I would guess that
about 15% of power is returned by loco on mainline by
regenerative braking.
Only EMUs in Mumbai that have regenerative braking,
can reclaim 25% of power consumed. But that is an ex-
ception to the rule.
Look at electrification in N. America. Amtrak is the largest
customer to have electrified tracks besides regional and
commuter trains. The electrified area is limited North-
East corridor only. Does Amtrak deploy diesel locos in
NE Corridor? Yes, she does. Why so?
Well, when something goes wrong unexpectedly, due to
human error, weather or whatsoever, and OHE loses
power in tunnels under Hudson River, stranding com-
muter trains, diesel locos are saviors in such situation.
US does not have Pakistan, Bangladesh, or China as next-
door neighbours; India does. Sabotage, poor track main-
tenance, quality of local supplies for electrical infrastruc-
ture are common issues that affect IR regularly.
Who will be saviors in India? These are the issues that are
beyond the grasp of some bean counters.
Converting some
diesels to electrics
Even as progress made on IRs few year-old project
P Tendulkar
for developing a dual mode (electric 25 kV / diesel) Rail Enthusiast
main line loco is uncertain, it has now asked its R& California
D arm RDSO to examine the possibility for carry-
ing out the conversion from diesel to electric trac-
tion locos. Recent instructions state that
consequent on the rapid pace of electrification, IR
may very soon need to convert some of its diesel
locomotive fleets to electric traction. This action
may be needed for both HHP (EMD design) and
ALCO locos.
Such conversions are prime facie retrograde and
have never been carried out elsewhere. It is difficult
to say if these instructions are visionary or an un-
necessary knee-jerk.
Rail Business [Focus-India] November 2017 33
 I R SA F ET Y

IR safety regulation needs a re-jig

It is rare that we are able to converse freely with senior executives connected with
oversight on safety issues in Indian Railways. This report , based on a freewheeling
conversation with PK Bajpai, retired Commissioner of Railway Safety( CRS), lists
many issues that need attention.
Bajpai is from the 1974 batch of the Mechanical Engineering Cadre (SCRA) and
has worked in key positions, including as Divisional Railway Manager, Ratlam
before opting for the safety oversight position.
The public perception on IR safety is one of mismanagement and continued risk,
even if IR data show improving level of safety. Recent events have highlighted the
disconnect and some obvious IR neglect. We interacted with Bajpai to get his view
from a neutral side of the fence.
He was forthcoming and clear in response to our opening query on this dichotomy,
adding that the public perception on IR safety is not very far off the mark. Main
reason for creation is that the policy makers do not communicate transparently
with the public on the causes of accidents or on the corrective measures. At the most
some figures of money sanctioned or spent are bandied about which do not outline
a road map. However, it is this attitude which will ultimately force the policy
makers to do something concrete as safety regulation in IR is a neglected area.

One area of this dichotomy is the mistrust in IR data that
is indicative of the safety levels. For example, should
deaths on the tracks be reported as part of IR statistics
(at present this is not a key statistic, and even the Mumbai
over bridge incident will not count). Bajpai goes over
both sides of the fence, those who have worked in IR are
aware that IR safety data is subject to manipulation. If
you take the IR statistics in the annual reports on face
value, the accidents on IR per million train km will look
better than the comparative figures of advanced networks.
The catch lies in definition of accidents.
The Railway Act has, under section 113, defined the type
of accidents which should be reported by IR to the statu-
tory Commissioner of Railway Safety, but IR does not
observe this in letter and spirit. This issue was taken up
by the Chief Commissioner (CCRS) with the IR Board
and highlighted in annual reports also; the ground situa-
tion has not changed much. IR has coined a new term
consequential train accidents for their convenience,
which has no mention in Act, just to make the figures
look better than actual. Since we are given to comparing
with advanced countries we would do well to adopt their
definition and also to eliminate mis-representation.
A change in cadre
The government has been in a way aware of the end to
improve upon the statutory oversight. Earlier the posts
of commissioners were open only to IR civil engineers
(IRSE). Justice Khannas Safety Review Committee
(2000) recommended that the entry should be opened
to all services involved in operation of train services. The
recommendation was accepted but has been implemented
only partially and now 4 posts out of nine are filled by
other than IRSE personnel.
Opening it to outsiders will not be of much help as knowl-
edge of railway working is very important for discharge
of statutory functions. Commissioners should however
be empowered to engage experts from different fields to
assist in the accident enquiries and their dependence on
IR administration in these matters should be eliminated.
Role models
Bajpais IR career spanned many interesting positions
and he has his role models too, whom he has admired
and tried to emulate. He names few: AN Wanchoo for
his uprightness and dedication, Gauri Shankar and A
Mithal for their managerial capabilities and hands on
approach, Hari Ram and ID Amin for their exceptional
leadership qualities and creativity and AK Banerji for
his individual brilliance and commitment to railways.
A trend in IR accidents
Most IR accidents are repeat of similar ones in the past
and causes are repetitive in nature. Railway management
tends to brush these aside often as human or material
failure. Some action is taken against field staff for derelic-
tion of duty but the accidents keep happening as the
underlying weaknesses are not suitably addressed by the
management.
We sought some examples.
I am reminded of a spate of collisions on the Allahabad
Division in the automatic signalling section in the 2009-
10 foggy weather. IR management was explaining these
away by blaming the train drivers only, but detailed en-
quiry brought out the lacunae in their training and mon-
itoring. The rules were being flouted with impunity as it
facilitated faster movement. Every station master and
section controller would have noticed the anomaly, but
no one tried to put an end to it. The rules also needed a

Rail Business [Focus-India] November 2017 35

 I R SAFETY
change to prevent such collisions, but
the IR Board was being reluctant to
change the rules in the beginning but
when I pursued relentlessly, good
sense prevailed, and rule was modi-
fied.
There was another collision at And-
heri, Mumbai caused by an unsafe
provision in the Western Railway rule
book which had crept in the name of
operating convenience. I had clearly
brought this out in my enquiry report
and recommended that the rule be
de-notified immediately on the West-
ern and four other zonal railways
where it had been included. The WR
administration and Rly Board were
reluctant to implement the recom-
mendation but finally acted after a
preliminary report was given exten-
sive coverage in the local press. The
Board dragged its sluggish feet much
longer and finally acted after a lapse
of two years when I refused authori-
zation of a new line unless the unsafe
rule was changed. This reluctance of
railway management to do the right
thing speaks volumes about their ap-
proach to safety.
International scene
Comparisons with US, UK, Austral-
ian, European accident investigators,
like the CRS, show that they never fix
individual responsibilities, only point
out systemic faults and operating
companies must take individual ac-
tion or the local police acts. The ear-
lier practice in the commission was
to name individuals considered re-
sponsible. However, a few years ago
the procedure was modified and now
the cause is established, systemic flaws
pointed out and no names are men-
tioned in the enquiry report. Individ-
ual responsibility is fixed by Railway
concerned; in case prosecution is pur-
sued by police, they are required to
carry out their own investigation. This
is in line with the best practices.
However, the major difference that
remains is that Western agencies have
a team of investigators who collect
direct evidence from the site of acci-
dent while in our case commissioners
must depend on evidence produced
by Railway. This needs to change.
Recent upheavals
In a recent case, a Board Member was
asked to proceed on leave, and this
political expedience has sometimes
36 Rail Business [Focus-India] November 2017
been used. How far or low should the
responsibility for individual cases lie?
Bajpai's approach reflects a systemic
approach as he is a a strong believer
in systems approach and not on indi-
vidual action for improvement. Tak-
ing up individuals at the top can at
times help in gingering up an organi-
zation that has become complacent
but will not help beyond that. Real
improvement will come from improv-
ing critical processes, better planning
and meticulous execution. However,
if blame has to be apportioned then
higher management cannot escape
their fair share as the power to bring
about a change in ground realities
mainly vests with them.
The systemic flaws in statutory regu-
lation are moles that Bajpai acknowl-
edges. In his view the CRS is a rail
safety regulator. The IR Board refuses
to see it that way, instead treating the
CRS as an unavoidable nuisance,
that comes in handy only at the time
of serious accidents when public is
informed that CRS will conduct an
impartial enquiry. Bajpai suspects that
after the enquiry report is submitted,
few Board members bother to read
it. The IR action taken reports on
CRS enquiry reports sometime take
many years, and recommendations
are glossed over at times.
In the Kalka mail accident at Sirathu
enquired into by CCRS, NC Railway
rejected its finding though they had
effectively proclaimed that they had
no clue how 80 passengers got killed
in a train accident. As a corollary a
repeat was waiting to happen any
time. Rly Board had finally accepted
the finding after an inordinate delay
of a few years.
At cross purposes
CCRS and IR have often been at op-
posite ends of technology changes
like in the upgrade to freight loading
of wagons CC+8 or the 160 kph up-
grade. Bajpai would like such devel-
opments to be preceded with proper
risk assessment and analysis. IR has
so far not evolved such a system.
CCRS is designated as Principal Ad-
viser to the government on rail safety,
on the lines of scientific adviser to the
government, but his advice is rarely
sought and if inconvenient mostly
ignored. I found CRSs are in a slightly
better position and at times able to
compel the Board and railways to do
the right thing. It is an uphill task and
an unequal battle. Incidentally, CCRS
had advised against introduction of
rolling stock at a speed of 160kmph
giving cogent reasons but was over
ruled by the Ministry.
My gut feeling is that IR has not
permitted strengthening of CRS
organization despite so many rec-
ommendations of expert and par-
liamentary standing committees
as IR bosses find regulation incon-
venient.
Consider HSR where IR so far has
not spelt out their philosophy for
running high speed trains. They
have adopted an incremental ap-
proach of raising speed by 10 kph
at a time without any risk analysis
and assessment. This is a flawed
strategy. Board should realize that
high speed should invariably ac-
company with extremely elevated
levels of reliability, otherwise a dis-
aster is waiting to happen. Japanese
systems must be adopted lock
stock and barrel and any compro-
mise would be disastrous.
IR often blames CRSs for delaying
project work in delayed approvals to
plans. Should CRS shelve its respon-
sibility for minor changes in IR lay-
outs etc. Bajpai responds that if rail-
ways can improve their systems and
processes to an extent that bloopers
that are pointed out frequently by
CRS are eliminated, it should be pos-
sible to do away with not only minor
sanctions but also perhaps new line
inspection. However, in the current
state of working it is not desirable.
A non-compliant culture
It is said that IR track standards are
fit for 180 kph (IRs C&M Vol II
Standard) but trains are not permit-
ted to exceed 130 kph. Some experts
say that this is due to IR tracks not
conforming to their own standards.
Bajpai affirms that this maintenance
standard, originally prescribed for
raising speeds to 110 Kph, was
evolved many decades ago when PSC
sleepers and 60 kg rail with modern
track fittings had not become the
norm. Over the years IR has strength-
ened the track structure by investing
heavily but the maintenance toleranc-
es have not been revised for the better.
It is a pity that despite such up-

gradation of track structure no Rajd-
hani route even today can fully meet
the track tolerances laid down in this
standard. Rail and weld failures are a
frequent occurrence and even buck-
ling of track has taken place. As a re-
sult, I was constrained to refuse sanc-
tion of new trains on Rajdhani routes
on NCR, ER and ECR at speeds high-
er than 110 kph. These railways could
not even demonstrate that they were
able to adhere to prescribed standards
for running existing high-speed
trains.
The technology dividend
The proportion of IR accidents attrib-
uted to human errors continues to be
high, despite technology induction.
Most upgrades are supposed to take
away the risk of human errors. Bajpai
attributes this as hard wiring of rules
has not progressed beyond signalling
and interlocking. On top of it staff
discipline, proper training and certifi-
cation leave a lot to be desired. The
rules are relaxed for operating con-
venience without examining worst
case scenario.
Proper risk assessment is not done
while introducing changes. Prepared-
ness of staff to deal with failures of
signalling and interlocking is not al-
ways tested. As a result, to prevent
detention staff sometimes adopt
shortcuts. There are unusually large
vacancies of running staff and most
drivers must remain away from home
stations for extended periods and are
also required to do long hours. De-
spite talking about ACD, TCAS and
train control systems for decades
there is little to show on the ground.
Unless higher management is made
accountable for all the above, im-
provement will be slow.
With the improvement in track struc-
ture and rolling stock, derailments
should have come down drastically.
Bajpai explains there are two chief
types of derailments: discontinuity in
the track because rail or weld failure
and obstruction caused by a failed
rolling stock component. Many rail
welds are failing in service pointing
to inadequate control over the weld-
ing process. The AT weld on German
Railways do not even require to be
tested but AT welds on IR need fre-
quent periodic testing and even then,
failures cannot be eliminated. Failure
analysis also leaves a lot to be desired.
When I went through the failure re-
ports on many divisions, I found most
failures were routinely classified as
unavoidable to protect the staff or
contractor. How does one prevent
unavoidable failures? In some cases
where welds had failed on new lines
neither construction nor open line
had bothered to find the cause. Most
track supervisors and engineers do
not follow up and take these in their
stride as routine occurrences. This
Railways to periodically evaluate re-
must change as each weld and rail
failure should be a potential disaster.
In various enquiries deficiencies of
track maintenance have been brought
out but no serious attempt has been
made to improve maintenance.
Ultrasonic testing of welds is not done
as per manual provisions. Even man-
ual provisions have been diluted with
every reprint of the manual. Corro-
sion of rails is another weak area. Even
the Manual is also vague here as it
only lays down a limit of corrosion to
plan replacement. Track supervisors
permit corroded rail in service with-
out any restriction at times till it
breaks. Instructions for fitting joggled
fishplates are flouted with impunity
as no one pays attention to it during
routine inspections.
Maintenance blocks which should
be provided in working time table are
difficult to find. A thorough technical
audit of track maintenance practices
is required. IR should benchmark its
maintenance processes with better
managed railways. Unless higher
management takes note of the ground
realities and takes corrective steps, to
improve underlying processes, no
amount of money can improve safety.
The long road to safety
For Bajpai, there is no effortless way
as he adds that top management
should take ownership, mere lip serv-
ice will not do. Systems thinking
should pervade all through the organ-
ization and the habit of working in
silos should stop. Technical audit of
critical processes should be undertak-
en in a big way.
It would be a promising idea to
benchmark processes with modern
railways which have achieved better
results. Failure analysis should be put
on a sound footing. Concept of risk
I R S A F ET Y
analysis and assessment should be
adopted. Hard wiring of rules should
be expedited with fast implementa-
tion of systems like TCAS. Training
and periodic certification of personnel
should be given due attention. It may
be a promising idea to train our track
welding staff and supervisors in the
best training establishments in the
world, training of managers only has
not yielded desired results. Finally, a
safety management standard must be
adopted as has been done in modern
sponse of management to safety in
actual working.
The statutory role
To exercise effective control over
the construction and operation of
the first railways in India, entrusted
to private companies, Consulting
Engineers were appointed under
the Government. Later when the
Government undertook construc-
tion of railways, the Consulting
Engineers were designated as Gov-
ernment Inspectors. In 1883, their
position was statutorily recog-
nised. Later, the Railway Inspec-
torate was placed under the Rail-
way Board (established in 1905).
Section 181(3) of the Govern-
ment of India Act 1935 provided
that functions for securing the safe-
ty, including the holding of inquir-
ies into the causes of accidents,
should be performed by an author-
ity independent of the Federal
Railway Authority. Due to the out-
break of the War, this change did
not materialize, and the Inspector-
ate continued to function under
the Railway Board.
The Pacific Locomotive Commit-
tee, headed by the Chief Inspect-
ing Officer of the British Railways,
suggested as such.
The principle of separation of the
Railway Inspectorate from the
Railway Board was endorsed in
1940 by the Central Legislature.
Accordingly, the Railway Inspec-
torate was placed under the admin-
istrative control of the Department
of Posts and Air in May 1941.
The Railway Inspectorate was re-
designated as the Commission of
Railway Safety in 1961.
Rail Business [Focus-India] November 2017 37
 L O C O M OTIVES C OMM ON R AIL DIESEL S

Successful experiment for emission control

SK Singh, Exec Director in RDSOs diesel engine devel-
Comparison of c-bsfe (Mechanical vs CReDI) | Comparison of % smoke oapacity (Mech. vs CReDI) opment lab indicated that RDSO took up this project for
CReDI for use over diesel traction of IR in view of the
270.0 36.0 potential presented. The transition from a test bed prove
out to field trials on 5 WDM2s has taken some time but
positive results could lead to broader application. Singh
c-bsfc(gm/bhp-hr)

% smoke oapacity
230.0 24.0
commented that automotive technology has now pro-
gressed from carbureted engines to multi-point fuel
190.00 12.00
injection system, made possible by advances in electronics
and controls, design, and development of wet components
150.00 0.00 etc.
0 1 2 3 4 5 6 7 8
Engine Nortch Most diesels are presently equipped with Mechanical
Fuel Injection wherein the pressurization of fuel takes
Mechanical CReDI Mechanical CReDI
place through mechanical fuel injection pump actuated
through engine driven camshaft. Pressurised fuel, deliv-
Test results on CReDI fitted engines at the Engine Development Laboratory in RDSO,
Lucknow - show significant gains.
ered to injectors fitted on each power assembly through
high pressure pipes and injection quantity is controlled
by the engine governor through an actuator and control
linkage. A limitation is that start of injection is optimized
13653 WDM2, official date of birth August 20, 2014 was
for rated power and is nearly fixed for all engine notches.
a unique diesel loco from its commissioning till it was This leads to inefficient combustion at part load operation.
joined by its tribal siblings 14635, 14626, 14657, and The CReDI provides flexibility to vary the start of injection
14700 in March-August this year. These 5 Moula Ali at individual notches and modulate injection pressures
(Hyderabad) based locos walk greener with lower emis- independent of engine speeds. Quantity of fuel injected
sions as these are fitted with experimental Common Rail per stroke is controlled electronically through solenoids
Electronic Direct Injection CReDI, developed by RDSO mounted on injectors.
with participation for the electronics controls from a
major Indian company MEDHA. Whereas direct fuel-injection systems must build up pres-
sure anew for each injection cycle, the CReDI maintains
These locos have shown significant improvements in constant pressure in the common rail. The engine's elec-
the specific (per hp delivered) diesel consumption and tronic timing regulates injection pressure according to
emissions, recording lesser consumption particularly engine speed and load. The electronic control unit (ECU)
at the part load operation, common on rail service. modifies injection pressure precisely and as needed, based
This is achieved as the fuel injection takes place at on data obtained from sensors on the cam and crankshafts.
much higher pressure and the start of the injection in In other words, compression and injection occur inde-
the diesel cycle can be varied optimally, something pendently of each other, saving fuel and lowering emis-
that traditional injectors cannot do. The engines run sions.
cleaner, shown by the lower smoke opacity over the The primary function of CReDI system is to electronically
entire power range of the engine. control the fuel injection in each cylinder by controlling

S K Singh
Excutive Director
(Engine Typical CReDI
Development) (a 4 cyl engine)
RDSO Lucknow
1. Engine
2. Injectors
3. Fuel tank
4. High Pressure pump
5. Common Rail
6. ECU
7. Battery
8. Throttle
9. Speed sensor

38 Rail Business [Focus-India] November 2017

 LO CO MO T I V E S CO MMO N RAI L D I ES EL S

Notch-wise COL (Mechanical vs CReDI) Start of Injectrion (Mech. vs CReDI)

3400 26

Start of Injection (Degree BTDC)

2550
18
COL in ppm

1700
Mechanical Mechanical
10
850 CReDI CReDI

0 2
0 1 2 3 4 5 6 7 8 0 1 2 3 4 5 6 7 8

Engine Nortch Engine Nortch

Comparative test results Typical CReDI fuel pump

the solenoid valve of electronic injec-
tor to maintain different engine
speeds based on the notch positions.
The Engine Control Unit ECU re-
ceives the cylinder position from the
position sensors mounted on cam
shaft and based on this signal, the
sequence of cylinder firing starts and
ends. ECU controls the injection be-
gin, quantity and timings based on
the load on engine to maintain steady
state engine rpm. Based on the notch
position and load on engine, ECU
varies the common rail pressure by
controlling the suction throttle valve
of HPP. Position sensor signals are
also used to determine the actual en-
gine speed by ECU. Based on desired
engine speed and actual engine speed, EMD 16-710 G3B engines (used in
Digital PID is used to control fuel to IRs WDG4 locos) that are also
be injected and to maintain a constant equipped with mechanical Injectors.
engine RPM. Several user settable The prototype system was again test-
parameters are provided for each in- ed on a 16 cylinder 710 G3B engine
dividual function to fine tune the at RDSO and has since been fitted on
overall system. A Secondary function 70384 based at Kazipet since June
of CReDI is to generate load regula-
this year. System monitoring for op-
tion signal and interface with locomo-
tive control. Naturally suitable safety timization about fuel consumption
controls are built in and a fault diag- and emissions profile is in progress.
nostic system continuously monitors It took three years for the 13553 to
the health of various peripherals. welcome its siblings, as the system
parameters were tweaked for optimal
In the first phase, RDSO, developed results and a similar effort for the
CReDI system for Alco locomotive.
70384 is now on. IR may well become
First time ever on EMD engines the largest rail operator of CReDI
RDSO has also developed CReDI for equipped locos in coming years.

European IRIS included in IR quality plans

Ravindra Gupta, IR Member Board (Rolling Stock) has indi- All certification bodies under IRIS programme need accredi-
cated that he has plans for including the European IRIS - tation per ISO/IEC 17021:2006 and an IRIS approval. IRIS
International Railway Industry Standard certification protocol portal has an online database that gives all the important and
in the manufacturing standards for IR units and certified necessary information about the audits.
vendors. This step should accelerate improvements in IR
standards for quality, that is now feeble by international stand- IRIS offers an efficient and transparent system for auditing
ards. railway suppliers. Promoted by UNIFE and supported by
operators, system integrators and equipment manufacturers,
IRIS aims to develop and implement a global system for IRIS (International Railway Industry Standard) complements
evaluation of vendors supplying to the railway industry, defin- the internationally recognized ISO 9001 quality standard
ing requirements content, procedures, qualification require- introducing rail specific requirements.
ments and audit evaluation profile with uniform, this standard
expects to create a prominent level of transparency throughout IRIS is modelled on similar quality standards already in place
the supply chain. in the aerospace, and automotive industries and it aims at the
avoidance of multiple business management system auditing
The IRIS system and therefore increases cost efficiency. The IRIS certificate
IRIS has been developed over the last decade by the European replaced individual management system evaluations by
UNIFE for securing higher quality in the railway industry. at least four founders of this initiative (Alstom Transport,
Compliance enables any railway part supplier to meet globally Ansaldo Breda, Siemens Transportation, and Bombardier
recognized levels of quality for its supplies. Transportation).

The recent issue of Rail Business magazine is fabulous and can challenge any international
magazine in its contents.
I loved reading every page of it. Kudos. DEAR EDITOR
S Dasarathy, ex-Member, IR Board on email.

Rail Business [Focus-India] November 2017 39

 L A S T WORDS
Inauguration, the mother of innovation
A picture of the historic Computer Printed Ticket issued to Shri Madhavrao Scindia, the then
Minister of State for Railways, autographed by him
Few railway-persons or travelers are aware that the Indian
Railways' Computerised Ticketing System is perhaps the
largest commercial software in the world. It's saga started
when the first computerisation project was initiated at
New Delhi in 1984. This was followed by the second
project in Calcutta, which was formally inaugurated on
7th November 1987. As the System Manager of the
project, I had the good fortune to be part of this pioneering
Railway team, which was destined to revolutionize Railway
reservation in India. Railway Officers at Calcutta were in
fact the first to conceptualise and prove that long distance
digital connectivity for such a complicated software in-
volving large scale financial transactions could be imple-
mented over microwave and satellite channels, without
the danger of data loss or fraud, by successfully digitally
connecting the cities like Dhanbad, Guwahati, Bhu-
baneswar, Cuttack, and Patna in the first phase. This
technical vision finally manifested itself in the years to
come by the seamless connection of Railway Stations,
reservation offices and booking offices all over India,
through the Passenger Reservation System (PRS) and
the Unreserved Ticketing System (UTS) networks. To-
day the same backbone is used for internet booking, so
popular amongst railway users.
Sanjoy Mookherjee
Ex. Financial ON 7th November 2017, PRS in Kolkata will complete
Commissioner/Rlys. thirty years of service to the Nation. The beginning of the
technological successes mentioned above was humble,
with an indigenous effort to connect Calcutta to Howrah
Station, for the inauguration function. I had the pleasure
of issuing the inaugural ticket on that day to Madhavrao
Scindia, then the Minister of State for Railways at Howrah.
Every major project in India is inaugurated with great
fanfare. Passenger Reservation System (PRS) was indeed
one such in the 1980s. the plan for a grand inauguration
of Calcutta PRS had been occupying the minds of the
Railway authorities of Eastern and South Eastern Railways
during the second quarter of 1987.
But alas! Due to the busy schedule of the Honble Minister
of State for Railways, computerised reservation com-
menced at Calcutta without any formal function. Needless
40 Rail Business [Focus-India] November 2017
to say all Railway persons of the project including me,
were disappointed.
At long last, we were informed that the Minister would
formally inaugurate the Calcutta project on 7th Novem-
ber, 1987. Accordingly elaborate arrangements were made
to hold the ceremony at the newly renovated Reservation
Office at the Eastern Railways Headquarters New Koil-
aghat Building. Special care was taken to ensure that there
is no failure. Foolproof communication was ensured by
providing direct Ethernet Cable Connectivity to the
counters from the CPU on the second floor.
But at the last moment we were told that the Minister,
due to paucity of time, would like to inaugurate at Howrah
Station premises and proceed therefrom to New Delhi
by the Rajdhani Express, immediately thereafter!
The project team was struck by lightning! At that point
of time, there was no facility for data connectivity between
Calcutta and Howrah. Even the Train Charts were being
printed in the Computer Centre at Calcutta and sent to
the stations before the departure of each train. The venue
selected was the site of the new Howrah Station Building,
which was still under construction and without a roof.
Moreover, since an 18th century structure was detected
at that spot during site excavation, the Construction of
the new station had been temporarily halted under Court
orders. In fact the site was a mound of rubble, reminiscent
of pictures of London after the World War II Blitz.
While temporary reservation counters for the inauguration
got built at breakneck speed, our greatest hurdle was to
provide data communication across the River Hooghly
between Calcutta and Howrah. The imported antennae
for digital communication in PRS were yet to arrive from
overseas; there were no spare antennae with Eastern
Railway. For the communication group of PRS, it was a
mighty challenge indeed; but overcome they did, with
great innovative spirit and aplomb!
One of the S&T engineers, procured a dish-shaped bowl
from the market and re-engineered the same to form an
antenna. This dish was fixed on the roof of the Howrah
Divisional office and after strenuous efforts, effective line-
of-site data transmission was made possible. All of us
waited with bated breath during the function. And it
succeeded! Indeed, it was this amazing, innovative tech-
nological spirit of the S&T engineers, which saved the
day for us. Unfortunately, the Honble Minister would
never know that he could purchase his ticket by Rajdhani
Express during inauguration of Calcutta PRS, with the
help of a petty aluminium bowl costing less than ` 10,
which was converted to an antenna for successfully trans-
mitting live, digital data!
This is perhaps the oldest preserved Railway computer
printed ticket in the country. For 29 years, the original
ticket was kept safely in my personal custody. Before my
retirement from service, I have handed it over to the
Eastern Railway's Heritage Gallery for preservation and
safe keeping.