Carriage Directorate

CARRIAGE DIRECTORATE

1. INTRODUCTION

Carriage directorate of RDSO is actively engaged in the development of new designs / specifications and upgradation / standardization of the existing designs / specifications of passenger coaches and its sub-systems. The main activities of the carriage directorate are: -

a) Develop key drawings and specifications of new designs of coaching stock.b) Validation of design by tests and trials along with PUs and testing directorate

of RDSO.c) Co-ordination with PUs and user railways in the area of failure investigation,

design modification etc.d) Standardization of design between RDSO and the two PUs.e) Development of new advanced materials for coach interiorsf) Formulation of maintenance instructions of sub-assemblies like couplers etc. g) Statutory clearance for operation of new rolling stockh) Vendor development of safety itemsi) Optimization of suspension parameters for all types of rolling stock using

vehicle dynamics simulation software, NUCARS and ADAMS RAILj) The computer wing undertakes high end design activities like finite element

analysis, vehicle dynamics simulation, crash analysis etc.

2. ORGANIZATION

There are 30 technical supervisors in the carriage design section and 6 programmers in the computer centre.

3. SOME OF THE MAJOR PROJECTS RECENTLY COMPLETED

1. Development of solid wheels for EMUs2. Development of modular toilets3. Development of efficient ventilation system for EMUs4. Development of high capacity buffer pack5. Improvement of ride quality of 1st AC coach6. Development of two piece aluminium water tank7. Development of new shell for EMU8. Development of LHB variant coaches9. Design and development of Mobile bridge inspection Vehicle10. Development of 3 car high speed SPART unit. (Self propelled accident relief

train)11. Design of two car SPURT unit. (Self propelled ultrasonic rail testing unit)12. Development of wheel-skates for movement of EMUs with locked axle13. Issue of code of practice for prevention of fires on DMUs, CMI-K 40214. Issue of maintenance instructions for bogie, brake gear & coupler for 1400 HP

DMU, CMI-K-401.15. Issue of maintenance instructions for EMU and MEMU bogies, CMI-K-001.16. Issue of schedule of standard examination of single coach SPURT car.17. Development of improved parking brake system for EMUs, DMUs and

MEMUs.18. Development of aerodynamic nose cone for HHP DMU.19. Improvement in the cab layout of EMU coaches.20. Design of axle for 21.3t axle load.21. Issue of procedure for PU painting of coaches in workshops.22. Issue of Procedure for Brake Continuity Test of Air Brake Passenger Trains

(BG)23. Standardization of Space envelop for DVs To ensure interchangeability

among various make of Distributor valve.24. Standardisation of FRP body side door.25. Development of disabled friendly SLR coach26. Development of specification for Maintenance of Distributor Valves through

OEMs.27. Design of brake rigging for crashworthy coach 28. Standardization of shade and pattern of fire retardant upholstery cloth for 1st

AC and Executive Chair Car29. Improved metallurgy for solid forged wheels for coaches and wagons.

4. ONGOING PROJECTS

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I) High Capacity Air Springs for Sub-urban Stock

Over the years, the number of passengers traveling in sub-urban areas of metros has increased considerably. Due to the 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 the secondary suspension point to improve the ride quality and also to maintain the coach height across the full load range. RDSO had developed air springs of capacity 150 KN, which have been successfully installed and are in operation on EMUs and DMUs. However, a need was felt to upgrade the capacity of the air springs to cater for the motor coach of the HHPDMU. The same has been developed and the specification CK-406 with sources advised to ICF for manufacturing the HHPDMU motor coach and trailer coach prototypes for carrying out the oscillation trails. Once successful, these upgraded springs will be fitted on all newly manufactured EMUs as well as the EMUs already in service. ICF has already placed orders for air springs for manufacture of prototypes of EMUs. The prototypes are expected to be ready by October for oscillation trials

II) Centre Buffer Couplers for Coaches

Centre buffer couplers have been adopted for passenger coaches with a view of achieving the following advantages: -

a) Increased reliabilityb) Increased safety due to tight lock featurec) Reduction in maintenance costd) Increase in capacity of hauling longer and faster trainse) Increased safety of shunting staff because of automatic coupling feature.

Till date centre buffer couplers have been introduced on IR on 11 LHB rakes and 4 ICF rakes. Some problems related to longitudinal jerks specially during starting after braking have been experienced on these rakes since the very beginning. Based on the experience gained the following action has been taken/planned to be taken by RDSO to take care of these problems :-

1. Shims were introduced between knuckles of the couplers of the loco and the first coach to fill up the excessive clearance between the two couplers. All the rakes currently are running with these shims only.

2. The specification was revised in 2004 reducing the draft gear preload to 50 +3 KN and also specifying a maximum coupler clearance of 3.5 mm.

3. The preload of all the couplers already in service was also changed to the above mentioned level.

4. Trials have been carried out with CBCs having a further reduced draft gear preload of 30 KN, fitted on the 3rd LHB Howrah Rajdhani rake, in March 2006. The data recorded is being analysed.

5. An AAR `H’ type of coupler with transition coupling is also being developed by the Motive Power Directorate of RDSO for fitment on the nominated passenger locos. These couplers will fit with the existing draft gear of the locomotive couplers. This will eliminate the problem of compatibility with the coaching CBCs. Board has floated a tender for procuring 200 loco sets of couplers as per the specification made by RDSO.

6. As a parallel exercise side buffers for CBC equipped coaches are also being developed by RDSO. Couplability trials were held in Alambagh workshop. ICF and RCF have been advised the details and the draft specs and requested to fit

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them in the CBC coaches of the next rake to be manufactured so that field trials can be carried out

While the above steps are being taken with the aim of reducing the instances of longitudinal jerks to below the acceptable level, it has been the general impression that the frequency and the intensity of occurrence of longitudinal jerks is predominantly dependent on the driving skill and technique of the locomotive drivers. Railways are requested to monitor the performance of the drivers closely in this respect also

III) Air Springs for Mainline ICF Coaches

RDSO has developed air suspension arrangement for the secondary stage of ICF mainline coaches, the specifications of which are contained in STR No. C-K 509. For introduction of these air springs on the ICF mainline stock, the following actions have been taken.

ICF has been advised to manufacture prototype bogies fitted with air springs at the secondary stage for two coaches. These will be rolled under one in-service 1st AC chair car/EOG and one Power car, at Perambur Coaching Workshop of Southern Railway. These two types have been selected because they are the lightest and heaviest EOG coaches respectively, on IR. These coaches will undergo oscillation trials on both, Rajdhani and Mainline standard tracks, covering the range of ICF type EOG coaches. CRS sanction for oscillation trials has already been received. The bogie manufacture is in an advanced stage at ICF and is expected to be completed by May 06 end. Southern Railway has been requested to provide one 1st AC chair car and one EOG power car at Carriage Workshop, Perambur with necessary assistance for preparation of trial prototypes.

Similarly RCF has been advised to manufacture one prototype each, of GS and AC III tier coach fitted with air springs at the secondary suspension stage, for the purpose of oscillation trials to cover the SG range of ICF type coaches. Procurement of air springs is under progress at RCF.

IV) Air Spring Failure Indication System

If the air springs fail, the emergency rubber springs come into action and carry the entire load of the coach. Though this is not an unsafe condition, the driver must come to know of this failure so that necessary action can be taken at the terminus to get the failed springs attended. The basic technology involves sensing the deflated condition of the air spring on the basis of the movement of leveling wall lever assembly and giving an audiovisual alarm to the driver. Prototype equipment supplied by M/s SAB WABCO has been fitted on one rake of HHPDMU based at BZA. During a recent joint check by the shed staff, RDSO and the manufacturer, a few of the assemblies were found not functioning properly. These have been rectified by the manufacturer and are currently undergoing service trials to prove their reliability.

RDSO is also conducting discussions with the control equipment manufacturers for developing a new design of failure indication system that will also cause the application of brakes in the event of pressure inside air spring assembly falling below a preset level.

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V) Substitute for Dashpot Arrangement in Primary Suspension

There is a continuous problem of leakage of oil from the conventional dashpot arrangement in primary spring of ICF bogies. This affects the life of the lower rubber washer, the ride quality and also the extra expenditure on oil. With a view to develop a replacement for this arrangement, RDSO has been developing three alternatives

a) Capsule Type of Shock Absorbers Inside Primary Springs

This has been fitted on 69 new coaches and retrofitted on 52 coaches by ICF on trial basis. The oscillation trials on a non-AC coach upto a speed of 115 kmph after providing an additional self-lubricating guide bush have been completed. The preliminary results indicate satisfactory ride behaviour. The oscillation trial of a Rajdhani coach upto a maximum speed of 145 kmph with the above arrangement will be carried out by June, 2006.

b) Outside Shock Absorbers

100 coaches have been fitted with outside shock absorbers by RCF in 2005. These are undergoing service trials up to the next POH. Decision will be taken after the analysis of the feedback received.

c) Friction Snubber

Extended service trials have been ordered on NR and SCR on 200 coaches each to get the field experience. The specification and the sources of supply for friction snubber have been advised to both these railways.

VI) Development of Crashworthy Design of Coach

RDSO, has designed the crashworthy ICF type of GS and SLR coaches for Indian Railways.

Crashworthiness design aims to -

a) Minimize deformation in passenger occupied areab) No climbing of coaches over one anotherc) Energy absorption in non-passenger area through controlled collapse

The crashworthiness design involved making finite element computer model of the coach, simulating the model on the computer, making full-scale prototype in manufacturing unit and its crash testing.

A Ramp-Platen crash test for was conducted on 29.03.05 with a GS coach for validating computer model. The test was successful and on the basis of encouraging test results, Railway Board decided to get one rake of crashworthiness design coaches manufactured at RCF. The rake has been turned out by RCF in February 2006 and put in service in Barauni-Amritsar Jan Seva Express. The second series of crash tests involving 2 sets, one with only a GS coach & the second with coupled GS & SLR coaches were carried out on 17th & 21st of Feb. 2006 at Alam Nagar station near Lucknow. Detailed analysis of the test results is under progress and finalisation of design will be completed by May end.

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A state of art crashworthiness design and testing centre has also been set up at RDSO. The Centre is equipped with high power compute cluster, workstations and instrumentation equipments for testing.

VII) Development of Environment Friendly Toilet Discharge System

A project to develop an environment friendly toilet system is going on along with IIT/K. The model being developed by IIT/K is based on separation of solid and liquid matter, suitable treatment of liquid using membrane technology, recycling the liquid for flushing and suitable onboard treatment, or retention till the end of journey of solid residue.

A prototype solid liquid separator has been fabricated. Experimental trials with static prototype separator are continuing at IIT/K. M/s Urbane, Chennai, who have been chosen as the industry partners, have supplied a modular toilet similar to that fitted on Railway coaches to IIT/K. Further trials with the separator will continue fitted on this modular toilet.

DRDE, Gwalior, are developing an anaerobic biological toilet system, for which bio-digesters are under fabrication and are expected to be put on trial on a coach by July end.

As a parallel action the specifications for biological and vacuum retention toilets were also made by RDSO and sent to Board in May, 2005 and Feb., 2005 respectively. The offers received for the biological toilets have been scrutinized and sent to Board in Oct., 2005. The same are under consideration of the TC at Board. The Bd had also called for revised specs of the vacuum toilet system from RDSO, which have been sent.

VIII) Development of Fire Retardant Material for Coach Interiors

Recent fire accidents on Indian Railways have focused attention on fire safety and fire fighting measures for coaches. The fire retardency (self extinguishing) feature has already been introduced in the specifications of coach furnishing materials used

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in interior of coaches on Indian Railways. RDSO has been continuously upgrading the specifications for improving the fire safety to international norms. To improve the fire properties further, it is decided to adopt UIC type fire retardancy norms for the coach interior materials. These properties are

a. Resistance to Spread of Flame – Class A or B as per UIC: 564-2 OR, b. Deterioration of Visibility due to Smoke - Class A or B as per Appendix-15 of UIC:

564-2 OR c. Limiting Oxygen Index – Minimum 28 as per IS: 13501 and d. Toxicity - Less than 1.0 as per Naval Spec. NCD: 1409.

The issue has also been taken up jointly with French Railways (SNCF) & Ministry of Transport, France to study fire retardancy properties of Indian Railways Coach and suggest improvements.

The upgraded fire resistance parameters have been included in the specifications of the following furnishing items :-

IX) Development of Composite Brake Blocks for EMUs

The non-asbestos composite brake block has been developed based on the experience gained with similar brake blocks in use on mainline coaches. Railways have been advised to procure 10,000 brake blocks for conducting extensive field trials.

X) Development of Disabled-friendly Coach

An SLR coach design has been developed for disabled passengers. SLR coaches are being manufactured as per sketch – 99052 with accommodation for disabled passengers from May 2000. The closure of this project is pending development of the liftable platforms for lifting the wheel chair bound passengers to the level of the coach floor. It is under the final stage of prototype manufacture.

XI) Upgradation of Narrow Gauge Stock

In view of the increased interest in the narrow gauge sections of Indian Railways among the international tourists and media, Railway Board has directed RDSO to standardize and upgrade the design of rolling stock for these narrow gauge sections. RDSO has undertaken an exercise to improve the bogie design of narrow gauge stock. The existing suspension design of the coaches in use on Kalka-Shimla section has been studied in detail and simulation studies have been carried out using ‘NUCARS’ software at RDSO. Based on these studies, the following modifications have been finalized in the suspension:-

a. Provision of rubber spring at the primary stage to replace the existing helical coil spring. This will provide a softer suspension and hence better ride and also noise isolation for improved passenger comfort.

b. Provision of hydraulic damper between the bogie frame and the coach body to arrest the roll motion of the coach body, particularly on curves. This would significantly improve ride comfort over curves.

c. Provision of a friction damper at the secondary stage to be provided in parallel to the existing coil springs.

Drawings for the above modifications have already been issued and advised to Northern Railway vide letter no. SV.NG.Bogie dated 29.12.2004 for initiating

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procurement of material and modifying three coaches. Oscillation trials will be carried out after the coaches are ready. If successful, similar exercise will be carried out for NG rolling stock of other sections also.

RDSO has also developed drawings for the shell of narrow gauge coaches. The design for the Darjeeling Railway was developed and given to NF Railway vide this office letter no. MC/CB/NG dated 7.10.2004. The design for the Kalka-Shimla section has been given to NR vide leter no. MC/BC/NG dated 27.01.2005 for manufacturing a prototype coach.

It is also proposed to upgrade the narrow gauge coaches operating on various hill sections by introducing a contemporary design of coaches with better aesthetic, panoramic window, better ride comfort and higher speed potential. The specification no. K5-B-02 for the upgraded bogies of 2’6” gauge has been sent to Railway Board vide this office letter no. SV.NG.Bogie dated 20.10.2005. Railway Board has been sent the specification no. KS-B-02, for the new bogie for 2’ 6” gauge, on 20.10.2005. The specification No. K6-N-01 for the upgraded bogies of 2’ gauge has also been sent to the Railway Board on 6.3.2006. Specification for “classical design coaches” for Kalka-Shimla section has been sent to Railway Board in Nov., 2005. The specification for upgraded coach design for DHR has been sent to Board on 07.4.2006. The specification for “tourists” coaches for 2-1/2 feet and 2 feet NG sections has been sent to Board on 12.4.2006.

XII) Design of High capacity VPU:

A design of a high capacity VPU in which the pay to tare ratio will be nearly 1.0 is being developed using 20.32t axle load bogie with air springs to overcome problem of buffer height. The maximum axle load for 110kmph speed potential would be restricted to 17t. Payload capacity of this VPU will be 34 tons as compared to the VPH (23 tons). This design is being developed using LHB shell design with body bolster adopted to suit the ICF bogies. This design would have larger openings to facilitate easy loading and unloading of parcels.

XIII) Electro-pneumatic brake system specifications:

New specifications are being drawn up for EP brake system. A few salient features are introduction of automatic release of brakes in case of brake binding, regenerative brake blending with microprocessor control and use of air dryers and stainless steel pipes with double ferrule fittings. A draft specification for this has been circulated to M/s Sab Wabco, M/s. Knorr-Bremse, M/s. WSF & M/s. Escorts for study and comments. Their comments have been received and are being incorporated in the specification.

XIV) Design of Integrated Communication Coach (ICC) for MOD:

A new design of Integrated Communication Coach is being developed for Ministry of Defense as per requirement given by RDE (E), Pune. This coach would contain necessary equipments for communication with distant units during launch of missiles etc. The coach would have retractable hood, which will slide over the existing fixed structure of the coach during operation.

XV) Wheel Grazing Problem in GS Coaches

GSs are non-reserved coaches on which overloading is a recurring problem. NCR and NER have recently reported some cases of as-much-as 200% overloading. This

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degree of overloading has been causing problems of inferior ride, wheel grazing with underframe, etc. To take care of these problems, RDSO has designed a revised suspension arrangement with nested secondary springs. Dynamic analysis using NUCARS software and parametric studies under tare, payload and 200% overload conditions on mainline track, up to a speed of 120 kmph have been successfully carried out. The revised suspension arrangement has been provided with a stiffer primary spring and has nested springs at the secondary stage. The primary spring already in use on EMU and the inner secondary spring already in use on MEMU have been used to keep the variety of springs to a minimum. The outer secondary spring is a new design to RDSO drg. No. CG-K 5079. The details of the revised arrangement have been advised to ICF vide this office letter no. SV.ICF dated 22.09.2005 for manufacturing a prototype coach. RDSO has also issued speed certificate No. SV.ICF dated 14.10.2005 for carrying out oscillation trials of the prototype coach. CRS sanction of the same is awaited from Northern Railway.

As a long term measure, air springs have been developed for the secondary suspension of these coaches and RCF advised to fit on prototype for oscillation trial.

XVI) Development of improved parking brakes for DMUs and EMUs.

Earlier parking brake system design suffered from many problems such as parking brake application on run, manual release lever not getting engaged, difficulty in manual release from platform side etc. These problems have been overcome by using 2 separate magnet valves with 3/2-selector valve. The magnet valves are “energize-to-apply” type as against “de-energize-to-apply” type used earlier. In addition, the magnet valves have also been provided with push buttons for manual operation of the parking brakes, from the cab itself. A 9 lts. reservoir has also been provided in the circuit to ensure availability of compressed air even when the rake is stabled. The manual release mechanism has also been improved to ensure proper coupling and uncoupling by means of pulling a wire rope provided on the sides of the bogies. The schematic diagram and other details for the revised system have been issued vide RDSO letters no. MC/EMU/PB dated 29.09.2005 (for DMU) and dated 23.03.2005 (for EMU). Further, an arrangement by which parking brakes would get automatically released in the event of bursting or leakage of flexible hoses connecting the parking brakes has been developed and tested. The trial of this system is being carried out at Tambaram Car Shed of Southern Railway. Specification for parking brakes CK408 has been issued.

XVII) Problems of Wheel Shelling on LHB Coaches

A limited trial & study was done on the WR by reducing the brake cylinder pressure from 3.8 Kg/cm2 to 3.0 Kg/cm2 in one ACCN coach. No wheel shelling has been observed on this coach in three months’ time. On the basis of satisfactory performance of this coach, instructions have been issued to WR to reduce BC pressure setting to 3 kg/cm2 on LHB Rajdhani coaches. This reduction in BC pressure along with the improved metallurgy of wheels as per the revised specification are expected to reduce the cases of wheel shelling.

Two number of LHB wheels involved in shelling have been received at RDSO for metallurgical investigation. The investigation are under progress.

RCF was requested, vide this office letter no. MC/WH/SHL dated 03-4-2006, to turn out LHB Rajdhani coaches with reduced BC pressure to 3.0 kg/cm2 to reduce wheel shelling. These coaches should be permitted to run only upto a speed of 130 kmph.

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XVIII) Development Of Desmopan TPU Brake Gear Bushes

Railways have been reporting problems of their breakage and high rate of wear in certain locations of Nylon-66 brake gear bushes. RDSO has been working on development of alternative material for Nylon-66 brake gear bushes. In this connection, Desmopan 460 TPU brake gear bushes were subjected to pilot field trials on Southern and Northern Railways. The results of the trials have been found encouraging. Northern, Eastern and Southern Railways have been requested vide this office letter No.MC/Boge/BG dated 7/8/7.2005 to procure and fit these bushes on 300 coaches each for conducting extensive trials. To enable procurement of TPU brake gear bushes a specification No.C-K510 has been prepared and circulated to Northern, Eastern and Southern Railways vide this office lette No.MC/Boge/BG dated 25.8.2005.

XIX) Development of upper and lower washers made from Hytrel

Railways have been reporting quality problems of upper and lower rubber washers used in primary suspension. The washers generally get bulged and sometime have to be replaced between POHs. The main problem in the performance has been the quality of the rubber. M/s Polyset Plastics Ltd. advised RDSO regarding has development of high capacity hytrel upper and lower rubber washers for axle box guide arrangement. The development has been made by them in association with M/s Dupont India Pvt. Ltd., who are a primary manufacturer of hytrel material world wide. Hytrel is a high performance engineering thermo plastic elastomer based on ether-ester derivatives. In order to reduce the cost the design of the washer has also been optimized.

Following are the advantages of using hytrel material for upper and lower washers:

(a) Hytrel is supplied in the form of granules from manufacturer ensuring integrity of raw material at source and at manufacturer’s premises.

(b) Unlike rubber the hytrel material does not require compounding prior to moulding thus preventing adulteration of any kind.

(c) Hytrel is moulded in PLC controlled thermo plastic injection moulding machines, which involves automatic feeding of granules to the mould. Moulding is done in an automatic cycle mode and product ejection after cooling from the mould. This process eliminates possibility of human errors.

(d) It is possible to maintain a defined and desired level of quality consistency without any variation from batch to batch.

(e) In view of the thermo plastic injection moulding process accurate product geometry is maintained by the mould without any need for past moulding manual operation.

(f) Hytrel is un-affected by oil.

S.W. Railway fitted 8 coaches with hytrel spring washers. These springs have run satisfactorily as per report of CME/S.W. Railway. Railway Board vide their letter No. 2004/M(C)/143/10 dated 18.8.2004 have decided that trials with hytrel springs in place of upper and lower rubber washers in primary suspension should be carried out on at least 50 coaches.

Western and Central Railways have been advised vide this office letter No.MC/Misc/Rubber dated 30.12.2004 to procure 25 coach sets each of hytrel springs for trials. The springs should be procured in a pair of lower and upper springs. A specification No.C-K409 to enable procurement has been prepared by RDSO and issued to Western and Central Railways.

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XX) Development of Self-Lubricating Polyester Resin Based Composite Brake Gear Bushes for Coaching Stock

Railways are using Nylon 66 brake gear bushes to RDSO specification No.WD-04-Nylon-2002 for brake rigging for ICF coaches. Railways have experienced problems with these bushes because of their breakage and high wear rate in certain locations. RDSO has been continuously trying out various materials for brake gear bushes. M/s Black Burn & Co., Kolkata have developed brake gear bushes in polyester resin based composite material and approached RDSO for pilot field trials. M/s Black Burn have received the technology from M/s Railco Ltd., England for these bushes. Based on the results of pilot trials the expected life of these brake gear bushes will be longer and life cycle cost shall be lower.

Based on the encouraging performance of pilot trials RCF and Southern Railways have been requested to fit polyester resin based composite brake gear bushes on 200 and 100 coaches respectively for extensive field trials. A developmental specification No.C-K605 has been prepared to enable procurement of these bushes and issued to RCF and Southern Railway vide this office letter No.MC/Bogie/BG dated 31.03.2006.

XXI) Development of Air Springs for LHB stock:

The design of Air springs for LHB coaches has been under progress at RDSO for about one year now. This is aimed primarily at reducing the great diversity in the number of steel coiled springs presently being used for the LHB range, particularly due to the manufacture of the indigenous variants on the imported FIAT coaches. It shall also remove bottlenecks in production of LHB coaches, as an air spring to a single specification shall be provided at the secondary suspension over the entire range of LHB coaches. This development is particularly significant with regard to the problem of low buffer height and vertical uncoupling reported on some of the LHB coaches. With the variable stiffness of the Air spring and it’s ability to maintain a constant height irrespective of the load, the severity of these problems shall be reduced to a great extent by the provision of Air Springs at the secondary stage.

Extensive simulation studies have been carried out with the entire range of LHB stock, based on which a design of air spring at secondary suspension stage has been evolved. RDSO has developed a specification No. C-K 508 for these air springs, which has already been advised to RCF.

RCF has been advised to manufacture three prototype coaches for the purpose of detailed oscillation trials alongwith three sources for procurement of air springs for this application by this office letter No. SV.AS.ML dated 30.11.2005. The three prototypes have been recommended due to different primary spring combinations. The suspension design for the entire range of LHB stock after the introduction of air springs at the secondary stage shall be limited to the above three groups, thus greatly simplifying the suspension arrangement on LHB coaches.

5. COMPUTER WING

The facilities and activities of the computer wing are as following.

I) Design Workstations

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The I-DEAS Mater Series 2.1 Software is running on SGI 4D/440 Server and 07 workstations. It gives facilities for Solid Modeling, Surfacing, FEM Kinematics, Thermal Analysis and Drafting etc, for the designers of Mechanical Directorates e.g. Motive Power, Carriage and Wagon Directorate. The system has become old and its replacement is under process. The new system is expected to be commissioned by June, 2006.

II) Vehicle Dynamics System

Computer Wing houses 7 no. work-stations for carrying out Vehicle Dynamics simulations. The software being used are ADAMSRAIL and NUCARS. The facility is used for simulation of coaches, wagons and locomotives.

III) Crashworthy Design System

A 4 Node dual processor Xeon Server with 2 nos. Xeon workstations has recently been installed for developing crashworthy designs of railway vehicles. The system has LS-Dyna software for non-linear crash simulation and True Grid software for modeling and mesh generation.

IV) Software Development and Maintenance:

Following software packages are running successfully since 1988. Most of them are developed in houses and being updated/modified by the existing staff time to time as per requirements of users. Computer Wing bears its responsibility as a prime mover for all kind of software development and management activities.

1. Payroll package.2. Income Tax Package3. Electricity Billing Package4. Quarter Allotment Package5. Bill Passing Package (Preparation of CO6 & CO7)6. PF Accountings and Management Package7. Financial Review Package & FMIS (Financial Management Information

System)8. Maintenance and updating of Project Monitoring System of RDSO (on LAN)

Computer Wing is also associated with Finance & Account Directorate for execution of Comprehensive and Automatic Transaction System (CATS) of Financial Applications being developed by M/s. CRIS.

V) Human Resource Development

There are almost 3100 personnel working in RDSO of which about 375 are officers. Regular familiarization courses are held on softwares e.g. Auto-CAD, MS Word / Windows, MS Access, MS Excel, MS Power Point & Hindi Kunjiyan along with hands on training. Summer training to students of Engineering Collegs/Units is also imparted.

VI) AMC of Computer Systems (PCs & Peripherals):

Computer Wing has been doing centralized maintenance of all the PCs and their peripherals through outside agencies as a third party maintenance. Computer Wing is also doing Annual Maintenance Contracts for the hardware (other than PCs) housed in Computer Wing.

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6. ASSISTANCE FROM RAILWAY BOARD

I) Visit to major international NG railways

RDSO has taken in hand the task of developing state of the art NG coaches for the tourist railways of IR, for the first time. Exposure of the concerned RDSO officers to the latest designs of NG rolling stock in operation in major tourist railways in the world will go a long way in ensuring that the design developed by RDSO meets with the expectations of the demanding tourists and international media. Railway Bd is requested to approve of such a visit.

II) Visit to reputed international fire labs

RDSO is developing materials used in the interiors of railway coaches with fire retardant properties of the level specified in latest UIC and EN standards. There is also a project to set up a fire lab in IR in collaboration with SNCF capable of testing materials to these standards. In this connection it is very important that the concerned RDSO officers have a first hand experience of witnessing such tests and the set up of such reputed international fire labs testing railway materials, for e.g. Warrington Fire Lab of UK. Railway Bd is requested to approve of such a visit.

III) Visit to Manufacturers and operators of articulated bogies

Board has advised RDSO to develop articulated bogies for use on DMUs. RDSO does not have any exposure on these bogies and does not have the capability to develop and design these bogies. Exposure of officers concerned of RDSO of the manufacturers of articulated bogies such as M/s FIAT, Switzerland and operators such as SNCF( for TGV) and RENFE (TALGO) would enable them to have proper appreciation of the various design issues involved, the benefits, the limitations, etc.

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