COACHING STOCK RESEARCH, DESIGN & DEVELOPMENT Development of Double Decker Coach Design RDSO has developed design of AC Double Decker coach with an entirely new shelldesign. After series of validation trials, AC(EOG) double decker train has begun ‘commercial operation with ‘st series of double decker coaches (3135 mm width) on Howrah-Dhanbad section of, Eastem Railway in 2011. Next series of Double Decker ‘coach with reduced width (3050 mm width Mark!) have also been introduced. Commercial services of AC Double Decker (3050 mm) commenced on SaraiRohilla-Jaipur and Mumbai Central-Ahmedabad sections in Aug. 2012 and Sept. 2012 respectively. Double decker trains have also been introduced on Chennal-Bangalore and Habibganj-Indore routes in 2013, Commercial services of ‘AC Double Decker (3050 mm) have also commenced in May 2014 over Kancheguda — Guntur/Kancheguda — Tirupati route of SCR. Further double decker train services have also commenced recently on LTT-MAO route of CR and Konkan Rallway and ANVT -LJN route of NR and NER. Further, Double Decker coaches with width below platform level of 3050 mm and 3250 mm above platform level (Mark-tl) have been designed and cleared for production at RCF, Kapurthala, Board has instructed RCF to manufacture one prototype of such ‘coach which will have differential width of lower and upper deck. These coaches will exploit the existing maximum moving dimensions completely and hence, will provide maximum comfort, In the Double Decker coaches (3050 mm) seating capacity is 120 nos. as against 78 nos. in standard LHB AC chair cars, Thus seating capacity of double decker coaches is more than 50% as compared to standard Chair Cars. Assuming marginal reduction in the fare of about 20%, additional earning to the tune of 20% is anticipated on account of increase in carrying capacity. ‘Thus Double Decker services can give cheaper travel and at the same time cary more passengers with higher revenue for Indian Railways. Safety Against Fire In Indian Railways' Coaches RDSO has always been working on improving the fire safety in IR coaches by way of use of fire retardant ‘material for interior furnishing, use of fire and smoke detection system along with alarm and automatic braking for giving alarm to the passengers in case of fire in a coach and use of fire suppression system (water mixed base) for most vulnerable coaches such as Power Carand Pantry Car. Considering importance of fire safety, RDSO has already mandated flammability test for all coach interiors as early as nineties. However, this was continued til the time RDSO went for consultancy with Ms SNCF for improving fire retardancy properties in coaches. Based on the report received from M/s. SNCF jn 2004 wherein they recommended for adoption of UIC standard for fire safety in IR coaches with following fire retardaney properties to be mandated for all coach interiors as acceptance test-- Property Value [Standard Resistance to spread af | Minimum | As per relevant Appendix fame Class "6" | of Uc 564-2 Deterioration in Visibility | Minimam_ As per relevant Appendix dus to Smoke Class "B" | of UC 554-2 Limiting Oxygen Index 28 | isaa607 (in. Toxliy Toss than 1] NOD 1408 Mis SNCF also recommended to upgrade fire retardancy Properties from Class “B" to Class “A” once Indian manufacturers have developed capabilities to stabilize the above properties in all coach interiors and are also in ‘a position to upgrade it further. Accordingly, RDSO has mandated above fire retardancy norms along with toxicity for all the coach interiors w.ef. 2007-08 and as on date, almost more than 95% of the coaches running ‘on Indian Railways have all the coach interiors meeting the above standard for FST (Fire, Smoke and Toxicity) properties. RDSO took further work of up-gradation of FST properties and based on input received in International Conference held on Fire Safety at VigyanBhawan, New Delhi on 24"& 25” April, 2014, Heat Release Rate as per EN 45545 was also adopted for the most stringent condition i.e. HL3._ In order to upgrade these values in the specification for coach interiors, series of deliberations were held with firms wherein they were encouraged to improve the norms, chemistry through R&D while retaining all the physical properties as mandated in the specification. All specifications for coach interiors have been revised by incorporating these upgraded FST properties and had been made effective from 1" July, 2016, Firms have been advised to install in-house heat release rate ‘equipment (Cone calorimeter). Accordingly, firms have cithor installed or placed purchase order for HRR test equipment. During quality audit as well as fresh registration cases also, material samples are being sent toNABL accredited labs for HRR testing. Asummary of ‘existing as well as upgraded properties for various items areas under,COACHING STOCK 3 cI gE 8 -o 00d sea bs] te] asset] asseio| vsseio] vsseo| of un] e2UIN] gs yooig seysontog popucdrocioul poineay [FE (eH a b>] be] asseio) sssei] vssei0] asseio) oe um] 82 UN] _, sods ogay oj Beiduoo popeys pejeuuue ere OF vise (aH) ba to] >| asseio] asseio] vsseio] asseio| zeuw | ezuw| — -9 ‘ou uopeoyoeds osay oF yeeys payeulwe | 6 pepuog usey Bunjesouet) enesooeq (ew) >| 40-99/4002/0S0% ea b b>] asseio| asseio| vsseio| asseio] ZeUIN| BZ4IN| sods ogqy oj ouged Alersioydn pereon imulA | (ew) a t>] | vsseo] vsseio | asseio] asseio] seum| seuw| zi-soro0ziosau 2eds osaH 0 Suu0914 and | Z $0-90/200z/0S0u 2eds OSau o1 wi} ete] ste] vsseo] asset] vsseo] asseio| se un] 92 UIN| sayoeoo sebuessey uaamiaq uoneotunuiuooieyul | 9 10} Suoyoe@Uuod aBuey Jewo}seye ed} DIN, >] >| asseo] asseio] vsseio| ase uw] ezum] red; (ew) ba i t>] asset) asseio| vsseio| asseio) ocum| ezum) redé (eneu) s0ve-o 2005 osm 0} seyse0 Aemyey ul o8n 404 sojeutuey | § ear >] >| wsseio] asseio| yssein| asseio] se uw| ez uw) tredky] Pessoidiwos pojeuBodw| paseg pom (2H) be > >| wsseo| asseio| vsseio| asseio] se un] ez UI LESy-9 98dg OSAY 01 Buy Joy OLIN | ¥ (eH) (1A81) 019-9 980s i te] b>] wsseto] asseio] vsseio| asseio) se UN] 82 UIN| coy oy uoin Ateisioudn juepieyes all Jooid were | © Hwy Pes TS Kesee| Masel tesco) lacacol tcc lector ree) vee L066: 9 2eds osay 01 Kersioudn wepseieR ois (eeu) LL66 cw] ] | veseio] asseio] vssei0| asseio] seum| zum] 5 seas osay er 2uges uevno were Hes | 1 ane] _anIeA | aren ‘anien] —enen| —_anvea| —anven posinons posinoy | so1es| posinoxs| Joie svssr YOzres] Yo z-Pes IN sued Na eves 91nso xipueddy | yo ¢}- xipuaddy| oes suoses aaa lad aso coy GON| eAjzedsei sed se| od se oyows siied se yeoH | sod se Ajsixoy | owls jo peoidg) oyenp Aynaisia| —xopuj uaBAXO, BuniuwryCOACHING STOCK Development of Bio-toilet To overcome the environmental degradation and maintain hygiene in railway premises, Indian Railways in association with DRDO (DRDE/Gwalior) has developed IR-DRDO Bio-toilets. Bio digester filed with ‘anaerobic bacteria’ converts human waste into liquid and gases. The gases escape to atmosphere and treated waste wateris discharged after chlorination, "Railway Board has already issued guidelines for 100 % fitment of bio digester to be manufactured by PU. Design for fitment of bio toilet tank to RDSO. drawing no. CG-11081 (bolted design bio digester on additional C-channel welded on head stock) along with some other important modifications has. been issued to ICF/RCF, © ICF and RCF have started fitment as per alternate design (bolted design bio digester on additional C- channel welded on head stock) BOLTED DESIGN BIO DIGESTER FOR PUS "Bio Digester for In-service Coaches (Retro- fitmentatPOH/ MLR) Design of bolted design J brackets and bio digester tank for retro-fitment in in-service coaches has been reviewed /finalized and has been issued Direct mounting bolted design bio digester shall be fitted in in-service coaches by railways after SHIRES Sez SS TR tt ctl -ansformminny Railways) (Annual|Report;2015-2016) thorough inspection of the structural members and fas per qualifying criteria fixed for fitment of IR- DRDO biotoilets. Bolted Design Bolted Design J-brackets J-brackets on on Outer Head InnerHead Stock Stock Direct Mounting Bolted Design IR-DRDO Bio Toilets (cg-15028) Design of IR-DRDO Bio Digester for Bulk Procurement by Railway Board for Retro-fitment Purpose After fitment trial of smaller bio digester tank to RDSO drawing no. CG-14053, Railway Board has instructed for making suitable changes in the drawings to ensure suitability for Retro-fitment and to issue the procedure for flment of bio digester tankinworkshop aswellas in openline. Accordingly, drawings were revised and made compatible to the mounting arrangement as per RDSO drawing no. CG-15036 for retro-fitment purpose and issued to Railway Board, For discussion and deliberation on S-Trap design for IR-DRDO bio toilets a meeting was held at RDSO Lucknow on 05.02.2016 chaired by AMPU. In compliance to above meeting, Design of Strap suitable for both type of lavatory pan outlet 150mm and 100 mm has been provided as an optional item to the RDSO drawing no. CG-16008 which can be ftled in in-situ position with minor modification on top cover ofthe bio digester tank In terms of deliberations made in pre-bid meeting at Railway Board, design of Bolted design smaller bio digester to the RDSO drawing no. CG-14053 has been further reviewed and finalised for bulk procurement by Railway Board. ee ialAnnual|Reportt2015-20/16) Full Scale Model of Bolted Design Smaller Blocdigester (CG-14088) ) Provision of S-trap to the RDSO Drawing No. CG-16008 (CG-14053) = Present Status Presently more than 43700 IR-DRDO biotollets are running successfully in various zones of Indian Railway. ‘To meet out the budget announcement for fitment of 30,000 IR-DRDO bio toilets in current financial year 2016-17, Railway Board has finalised the procurement of 80,000 bio toilets. During tral period, following observations recorded: > No fecal matter noticed in discharge from the toilets so farin any of the coaches. > Nofoul smell noticed in general in these toilets. 6 COACHING STOCK ra Tests parameters for TDS,TS.pH, volatile solids and COD are generally to defined levels. > Neat & clean under-gears encouraged maintenance staff to work more efficiently. Advantages IR-DRDO Type Bio-toilet system has following positive features: Pa Indigenous technology. > Acceptable Bio-degradation performance without much attention. > Elimination of toilet discharge on stations, railway tracks and coaching depots which will result > Improvement in cleanliness level of station area. > _Improvementin working environment of coaching depots & improved working condition for maintenance staff by eliminating splashing of human wastes on end walls, brake gears and under gears of coaches. > Reduced corrosion of rails and ails fittings. Talgo Train Indian Railways is continuously making efforts for increasing speed of the trains on existing infrastructure and providing better riding, safe and comfortable journey to the passengers. In pursuit of this objective RDSO has recently initiated exploring the coaches based on tilting technology. Talgo design coaches are well known for their world class titing technology having potential to meet our requirements, Talgo S-4 technology is being tested on IR system as it is found that these coaches best suit us from the existing infrastructure point of view. "Salient Features Salient features of the Talgo S-4 coaches are as under: ji) Lightweight Aluminum mono coque shell. This. shall mean carrying the least dead weight and hence improved efficiency and less wear and tear of track apart from reduced manufacturing cost and protection to environment. The ratio of weight to seat is amongst the lowest in the world ji) Natural Titing Technology. This provides high speed potential on curves without any deterioration in comfort levels.At the same time it adds to stabilty ofcoaches thus improving safety. ii) Independent Wheel bogie with Articulated connection between cars. The articulatedCOACHING STOCK connection between coaches dampens the low frequency oscillations and also prevents isolated coach overtuming and coach over- running thus improving safety in operations. The number of axles Is reduced to almost half thus reducing initial capital cost, reduced moving components andreduced maintenance. iv) These TALGO coaches are fitted with an elastic- type hook coupling. The coupling with articulated connections provides a system that gives these trains the added features of resistance to overturning and over-running of coaches. v) Articulated wheel set having independent stub axles which are held via connecting frame with guiding linkages which ensures that wheel is always parallel to track thus minimizing lateral forces and hence adding to safety against derailment apart from minimizing wear and tear of wheel and track. vi) These coaches have integrated suspension with point of suspension close to Roof & higher than CG of coach giving natural titing on curves for enhanced passenger comfort and added stability vil) These coaches have pneumatic brake arrangement with hydraulic actuation system. The coaches have wheel mounted disc brake arrangement. vill) These coaches have been designed to operate up to. a max. speed of 200 kmph. Other series of Talgo design are available having speed potentials upto 250 kmph in semihigh speed range and upto 350 kmphin high speed range. ix) The TALGO coaches have been designed to run at maximum cant deficiency upto 214mm thus providing potential to increase speeds on curves. x) Normal exit and emergency windows on each coach are provided for quick evacuation purpose, thus it takes care of safely requirements under unforeseen circumstances, = Advantages of Talgo Coaches Advantages of the Talgo coaches are as following:- i) High level of comfort due to the natural titing feature available in these coaches. ii) Low forces in curve due to articulated whee! set arrangement and independent wheel. ill) Less wear of wheel and rail due to less weight, articulated arrangement and independent wheels. 'v)_ Lowermaintenance costas number of components is minimized with best operating conditions provided by design. v)_ Low maintenance cycle as wear and tear is minimized. vi) More utilization of the coaches for commercial use due to low maintenance cycle. vil) Better curve negotiabilty due to features of natural tilting and independentwheels. viii) Operating speed potential upto 200 Kmph with higher speeds on curves. ix) Talgo guided wheels provides following additional advantages over conventional bogie coaches: ‘a. Hunting movementis eliminated Better behaviour on curves Better passenger comfort Reduced rail and wheel wear Reduced side rail pressure Independent Wheel Assembly x) Joints of wheel guide system are elastic in order not to transmit the vibrations from wheels to carbody. xi) In Articulated trains, the carbodies share bogies and links elements have dynamics responsibilities. xii) Better riding and higher levels of comfort for ‘comfortable journey of passengers. xii) No. of axles, bogie components and suspension asystem per coach is less substantially reduced. xiv) Less track interaction thus minimizing pressure on rails. Side pressure on rails is almost eliminated completely. xv) Low C.G. height provides more stability thus adding to safety. xvi) Low Floor height provides comfort to passengers and save access time (Boarding/Deboarding) Which may reduce stoppage time on intermediate stations, xvi) Low height and Aerodynamic profile. Resulting reduction of turbulences under the frame Minimal space between the cars which means minimal turbulences between them. It also reduces air resistance and provides energy efficient system. This leads to high operating efficiencies. Lateral Damper ‘Air Spring. (Secondary Suspension) r mM PAL aT Longitudinal baraper Elastic Coupling, End View of Coach Fitted with Independent Wheels, Tiga Test Train Standard Class Initiative of RDSO for Examination of Potential of Talgo Coaches on IR Infrastructure RDSO has conducted the following trials to verify the potential of Talgo S-4 coaches onexisting IR infrastructure:- i) Riding, safety and stability assessment trials of BG TALGO Aluminum coaches fitted with COACHING STOCK integrated suspension on articulated wheel set upto a maximum test speed of 115 km/h over BE-MB-SRE section of Norther Railway on track maintained to other than C&M-1 Voll standard have been completed and Report no. RDSO/TGIMT-1456/F Rev-0 of July-2016 has beenissued. ii) Riding, safety and Stability Assessment Trial of BG TALGO Aluminum fitted with integrated suspension on articulated wheel set up to maximum test speed of 180 Km/h followed by EBD (Emergency Braking Distance) Trial with speed of 10% lesser than speed achieved during riding, safety and stability assessment trial over Palwal-Mathura section of North Central Railway on track maintained to C&M-1 \Vol.-I standard have been completed and Final Report no. RDSO/TG/MT-1461 Amendment -NIL, RDSO/TGIMT-1462 Amendment —NIL of Aug 2016 has beenissued. ili) Train Timing Trials upto max. speed of 150 Kmph over New Delhi- Mumbai- New Delhi section of NR, NCR, WCR and WR are in progress. Series 1,2, 3 & 4 of Test scheme have been completed upto 12.08.2016. Final Report no. RDSO/TG/MT-1465 Amendment — NiLof Sept. 2016 has been issued Development of Crashworthy Design of Coach In order to prevent deformation in passenger occupied areas, energy absorption in non-passenger areas through controlled collapse, low accelerations (decelerations) to avoid injuries to occupants and climbing of coaches one over the other, an improved design of LHB coach was developed, Rail Coach Factory, Kapurthala built prototype on the basis of detail design given by RDSO. The prototype crashworthy LHB coach was turned out by RCF, Kapurthala in Jan 2012 and crash test was conducted on 16/3/12 at RDSO on the prototype in association with Automotive Research Association of India (ARAI), Pune, which was witnessed by Member Mechanical/ Railway Board, DG/RDSO, Commissioner of Railway Safety and other senior officials from Railways and RDSO. The prototype coach was designed by RDSO and was manufactured at RCF, Kapurthala. The instrumentation for the crash test was done by M/S ARAI, Pune. The crash test was carried out by rolling an upgraded design LHB GS coach into a platen wagon at a speed of 43,2 kmph, The coach absorbed the collision energy without damage to the occupied area. The coach remained on the track after the collision. In the crash test body-bogie connection remained intact, Also, the coach followed thesequence of event like shearing of break-away connection, buckling at the buckle initiator etc. as predicted in the simulation. Final report of the crash test was prepared in May 2012. Subsequently, key drawings for manufacture of LHB GS. crashworthy coach have been issued to RCF, Kapurthala in Jan, 2013 and RCF, Kapurthala has already manufactured one such coach. Further, key drawings for manufacture of LHB SCN crashworthy coach have been issued to RCF, Kapurthala in April 2015 and key drawings for manufacture of improved LHB AC-2T (E0G) coach with crashworthy features have been issued to RCF, Kapurthala in July 2016. Work for developing improved LHB power car design has also been taken up by RDSO. Crashworthiness design of ICF coaches of all variants was earlier developed by RDSO and they are in series production at RCF, More than 500 of such coaches have been produced and are in service on IR. Tight lock CBC was introduced in mainline coaches in year 2001 and since then CBC equipped coaches are in regular production. The problem of longitudinal jerks arising out of CBC was observed in these coaches. RDSO conducted detailed study on longitudinal jerks based on which new specification of CBC with balanced draft gear was issued in Oct. 2011. Ms Escorts supplied 1014 nos. while MsFaiveley supplied 234 nos. under the tender floated by RCF as per new specification in 2012. As per the report of Committee of officers of RDSO who travelled in various trains fitted with balanced draft gears to assess the performance from jerk point of view, balanced draft gear CBCs supplied under the new specification by MsFaiveley and Ms Escorts have given much better longitudinal ride as compared to earlier single pack/twin pack/fioating plate draft gear CBCs with no severe jerks encountered during jerk assessment trials but mild and moderate jerks were stil felt. However the best longitudinal ride Le. relatively jerk-free ride was provided by Deliner balanced draft gear couplers supplied against an earlier development order and fitted in SC-LTTDuronto Express. >With a view to address the issue of removal of even mild and moderate jerks from balanced draft CBCs of Mis Escorts & Mis Faiveley, detailed deliberations were held and it was decided to amend the specification suitably, For this, taking clue from ICF mainline coaches with screw coupling and side buffers having 20 kJ buff capacity at each interface (upgraded to 25k4 in 2004), i was deliberated that ifthe draft gears ofthe couplers are made softer, the minor jerks may also get eliminated. Accordingly, the value of energy storage capacity (dynamic) in buff mode of 20 kJ minimum was incorporated in the revised specification for jerk free longitudinal ride performance. It was also decided that suitable instructions on shunting impact speed during shunting of CBC rakes in railway yardsiplatforms may also be issued in conjunction with the above revision. In this context, JPO No.MPIB.LD.01. 17.10, Rev.03 with Motive Power Directorate was issued on 26.2.2014 clearly delineating the shunting impact speed requirements during shunting operations with CBC rakes in yards & platforms over IR. Accordingly, specification RDSO/2011/ CG-03 Rev.02 incorporating the above modifications was prepared and issued to RCF, Kapurthala for one time trial procurement on 06.06.2014. 36 nos of couplers supplied against the new revision are under fitment at RCF, Kapurthala and their longitudinal ride performance shall be assessed as soon as rake is turned out by RCF, Kapurthala, Further, RDSO has done a comprehensive analytical study on causes of longitudinal jerks and based on the findings, it was concluded to use balanced type draft gear for coaching stock, A new specification of CBC with balanced type draft gear No. RDSO/ 2011/CG-03 was prepared in 2011. The specification was made to meet IR's specific requirement and on the basis of ‘experience of using CBC in passenger stock for approximately one decade. BL —E COACHING STOCK The main purpose of Rev.3 is to incorporate shear strength and torsional strength criteria, revise the energy storage capacity (dynamic) in buff mode from 35 kJ to 20 kJ and to remove the “niche” item status of CBC. Further, it has also been specified that while achieving all the other requirements of the specification, the AAR’H' Type CBC with balanced draft gear has to be so designed that its relatively jerk free (longitudinal jerks) compared to ride of screw coupling equipped rakes. Assessment ofjerk free performance will be done as per norms decided by RDSO. The final specification after incorporating comments of various stake holders has been prepared and sent to Railway Board RDSO has also entered into a consultancy for development of longitudinal simulation facility at RDSO and optimization of draft gear specification parameters with Centre for Railway Engineering, Queensiand University, Australia. Study reports on longitudinal jerk standards and on development of CBC connection model has been submitted by the consultant Longitudinal dynamics simulation software training for RDSO staff has been completed and the final version of the software has been received. This shall provide a tool for comparing the longitudinal ride performance of different draft gears and evolving an optimum set of draft gear parameters for getting the bestlongitudinal ride. Design and Development of Air Spring at Secondary Suspension Stage of Bogie in IR Development of Air Spring was started in year 2000 for, EMU coaches running in suburban areas of Indian Rallways. Need of development of air spring for EMU coach was felt because initially EMU coaches were designed for 18t load approx. forthe Trailer Coach. Over, the years, the number of passenger travelling in suburban areas of metros has increased considerably. Due to the excessive overloading of conventional ICF bogie under the EMU coaches it became impossible to maintain the floor height of coach at certain level and there exists abnormal hitting of bogie components, which results in premature failure of components and uncomfortable riding. For this high tare weight ratio on EMUs, the conventional coil springs are unable to provide a comfortable ride across the complete load range. It was decided to provide air springs at secondary suspension stage of ICF bogie in EMU coaches to improve the ride quality and also to maintain the coach height across the fullload range. RDSO had developed the air spring of 150 KN in 2001, Which was installed successfully. Further, a need was. felt to upgrade the capacity of air springs to cater for EMU motor coach and High Horse Power DMU coaches. The same has been developed as 180 KN airspring in 2004 and Specification no. C-K406 was finalized, Now these EMU and HHP DMU coaches fitted with 180 KN air springs are in operation in suburban areas. Presently all newly manufactured EMU coaches. are fitted with air spring of capacity 180 KN at secondary suspension stage of ICF bogies. EMU Bogie Fitted with Air Spring ‘After successful introduction of air springs in EMU coaches, air springs were introduced in ICF type mainline coaches and LHB coaches. Before introduction of Air spring in Mainline ICF coaches Zonal Railways complaints repeated about of poor ride on many occasions particularly on the AC coaches. There have also been reports of severe overloading on the GS coaches to the extent of 200%, causing damage to the bogie components apart from poor riding, To ‘overcome the problem air spring was introduced in Mainline coaches. Presently these springs are provided in Hybrid coaches, These coaches are mostly provided in prestigious Duronto Exp. and some important long distance exp. trains. Oscillation trials of ICF type SG AC coaches is under process. RDSO had developed the Air spring for LHB coaches to reduce the diversity in the number of steel coiled springs used in LHB variant coaches, particularly due to the manufacture of the indigenous variants of imported FIAT coaches. It also remove bottlenecks in production of LHB coaches, as an single type of air spring can be fitted at secondary suspension stage over entire range of LHB. coaches. This development is particular significant with regard to problem of low buffer height and vertical uncoupling reported on some LHB coaches. Presently these springs are performing satisfactorily without any problem in FIAT Bogies fitted in all Double Decker Trains, as iii 7 Air Spring Fitted in Mainline ICF Coaches JE DRANG & GENE! ed Air Spring Fitted in FIAT Bogle of LHB Coaches LHB Non AC Coaches were first introduced in ‘Sampooma Kranti Express service between New Delhi (NDLS)— Rajendra Nagar (RUPB). Railways reported that there were cases of bending and breakage of Vertical Bump Stops in LHB GSEOG (GS) coaches and after boarding ofthe passengers there was no clearance between Vertical bump stop in LGScoaches. Further, Railways and RCF has informed RDSO regarding the problem faced during operation of LS2 Coaches. Railways and RCF pointed out following problems and requested to review the suspension of LHB Non AC coaches for higher load capacity. > There is sound from below the under frame during run in the LS2 coaches due to hitting of vertical stoppers. > There are practical difficulties in limiting the numbers of passengersupto 200 in unreserved coaches, > There is hardly any clearance in vertical bump stop inloaded condition > LS3variantis suitable for 18 T payload without bio-digesters and LS4 variantis suitable for 18 T pay load with bio-digesters which are not likely to solve the problem of over-crowding in GS coach. ‘To sort-out the problem to breakage of bogie components due to overcrowding, proposal of fitment of Air Spring in LHB Non AC coaches was sent to Railway Board. Railway Board has approved the oscillation trial of LS coach (where conditions of maximum overload had encountered) with air spring in secondary suspension Oscillation trial of LHB Non AC (LSS) coach has been completed. Final speed certificates for operation of this coach are already issued by RDSO vide letter no SVAS.ML dated 18.09.2015 (on Mainline Track) and date 05.10.2015 (on Rajdhani Track) Since failure of coll spring is very common incident however en-route failure of air spring is very rare, reliabilty of Air Spring is very high. Emergency bumper has also been provided to take up the functionality of the air springs in case of bursting of air springs In addition to these Air Spring Failure Indication cum Brake Application (FIBA) device has also been developed by RDSO to provide indication and service brake application in train in case of bursting of air spring during the train service, Thus, air suspension has been developed for entire range of LHB design coaches of Indian Railways. Development of High Speed Rake RDSO is developing a rake through RCF, fit to run at 200kmph on existing track. This high speed LHB rake capable to run at 200 kmph with Upgraded Interiors, Braking System, Provision of Automatic Door instead of ‘Swing Door, Provision of Metro type Gangway & Vestibule and passenger amenities is expected to be turned outby RCF, Kapurthala by September, 2016. Development of New Rail Milk Tank Van RDSO and RITES had jointly developed design COACHING STOCK of a special purpose 'VVNH1" type New Rail Milk Tank Van (with 44,660 Liter capacity) fitted with BMBS for Broad Gauge (1676 mm) for transportation of liquid milk, These Rail Milk Tank Vans shall be attached to Express/ Mail coaching trains and will be capable of running at maximum speed of 110 kmph. Oscillation Trials on Protoype Van over IgatpuriManmad section on Track maintained to C&M Vol. 1 has been successfully completed upto speed of 120 kmph and final report has been issued, Oscillation Trials on Prototype Van over Barelly-Muradabad section on Track maintained to other than C&M Vol. 1 upto speed of 110 kmph are in progress. Development of First Indigenous Air-Conditioned EMU for Mumbai Sub-Urban Service First Indigenous Air-conditioned EMU for Mumbai sub- urban with 3-phase propulsion system developed and manufactured by ICF is now under trial in Central Railway. This rake is also having Automatic Electrically operated sliding doors, Vestibuled inter-connection, Energy efficient with regeneration features and State-of- the-art Passenger Information System (PIS) & PA with ETB (Emergency Talk back), State-of-the-art TCMS (Train Control and Monitoring System), Remote monitoring and data downloading and is capable to run atamaximum speed 110 kmph. Failure Indication cum Brake Application (FIBA) Device = Introduction Air spring suspension in main line ICF coaches have been introduced in Indian Railways. Air spring system used in Indian Railway coaches work on 4 point control system with the help of 4leveling valves and 2 duplex check valves. Air springs are provided with a source of compressed air and height-controlled load levelling devices. With varying loads, air spring reacts initially by changing the distance between air spring support and vehicle body. The height monitoring valve (called levelling valve) is in turn actuated, either getting the ‘compressed air pressure to the air spring or releasing air pressure from it to the atmosphere. This process continues until original height is restored. Thus, unlike steel spring, air springs retain their height under varying loads. Air springs through their control mechanism, offer a load proportionate stiffness, constant floor height and prospects of betterride behavior with higher speed potential Although air spring is very useful in Indian Railway coaches to meet the requirement of operating conditions but there is always felt a shortfall of failure indication system which can immediately ‘communicate to driver about the deflation of any airCOACHING STOCK spring so thathe may take further necessary action. Though enroute failure air is a rarephenomenon a failure indication device is inevitable to take care of unforeseen situation. ICF Bogie Fitted with Air Spring in Secondary Suspension © @ FIBA Device with Indicator "= Background ‘The Pneumatic suspension system works under two different modes, one in the infiated condition and the other in deflated condition when there is no air cushion and load is directly transferred from the car body to the Emergency rubber spring (bumper). Under deflated condition of the air spring, the maximum permissible operating speed ofthe coach is restricted on account of inferior riding behavior. The requirement of a fool proof arrangement in the suspension design which will send amessage to the crew of the train in the event of air spring failure (which will ultimately demand a reduction in the operating speed) has been feltin the above context ‘An emergency situation is possible due to the likely hood of spring damage, possibility of air supply failure or due to sudden rupture or bursting of bellows of air springs due to any reason, ‘The basic principle in this arrangementis to actuate the application of brakes in the event of air spring failure, which will immediately reduce the speed of the train and ultimately causing the train to stop. (Annual) Report:2015-2016) The train is checked by the engine crew and after taking necessary action, train is allowed to move also in the event of failure of the air spring, "= Working of The Failure Indication Cum Brake Application (FIBA) Device The failure indication cum brake application (FIBA) device arrangement is based on the air pressure inside the air spring. Under normal operating conditions when the air spring is inflated, the air pressure inside the air bellow and auxiliary reservoir remains almost at the same level. This air pressure is minimum under tare load. The brake pipe is charged at 5 Kg/Cm’ under released brake conditions and any drop in air pressure below 5 Kg/ Crm in the brake pipe shall cause application of brakes in the entire rake formation. Working Principle of FIBA device is as under- > Two pressure valves individually sense the pressures of the two air springs. > As soon as the pressure of any spring reduces to 140.1 Kg/Cm?, the concerned FIBA valve actuates and connects BP to atmosphere resulting drop in BP pressure. In such a situation full service brakes are applied, hissing sound starts and Indicators tum tored. ‘The crew is required to identity the FIBA valve actuated and close the BP isolating cock of FIBA system to stop the venting of air from BP line. The hissing sound stops. The air spring system of the bogie is to be isolated through isolating cock in FP line and train can be moved ™ Status of Development of The FIBA Device Service trial of M/s Knorr Bremse Make FIBA device has been completed in nominated train no. 1275/76, ALD-NDLS- ALD, Duronto Exp. Performance and service trial report was advised to Railway Board vide letter no. SV.AS.FIBAdated 19.08.2015. RDSO has developed STR No. RDSO/ 2015/CG-05 developed of January 2016 and uploaded on RDSO website Mis Knnor Breme India Pvt Ltd., Palwal, has approved as Part-II by RDSO for manufacturing and supply of FIBA device in Sept. 2016. Development of more sources is also in process. a>nke a