Train 18 series 24…sisters of Train 18 and RDSO

The concept of providing all the equipment, not only for traction and braking but also for air-conditioning, ventilation and lighting, and indeed everything else, below the floor was working out. As Train18 neared completion, we could see that this would revolutionize the way we laid out equipment and sub-assemblies in our rolling stocks. In any case, we were certain that we had hit upon the right concept and that we must transfer it to other rolling stocks as far as possible. Back in early 2017, even as the Train 18 work had picked up speed, both Sri Srinivas, Chief Design Engineer/M and Sri Vavre, the then Chief Design Engineer/E approached me with a grandiose plan to equip all self-propelled trains with Train 18 clones for bogies and propulsion. Although the Train 18 project itself was in infancy, they were already brimming with confidence about the impact it would crate and change the way we designed rolling stock. It was music to my ears as it had been at the back of my mind too. I immediately gave them a go ahead, with a smile, saying touché with this couplet from the poet Faiz:   

Agar sharar hai to bharke, jo phool hai to khile,

Tarah tarah  ki  talab,   tere  rang-e-lab  se  hai**

** if it were a spark, let it enflame or if it were a flower, let it bloom,

we have so many expectations from the richness of your lips. 

Our design team had started parallel work to adopt and adapt this concept on all Multiple-Unit self-propelled trains, whether suburban, main line electric or main line diesel-electric. We had called bids and tied up with three firms to develop the electrics for these trains apart from the brake system and other equipment with the condition that these equipment would be kept common with Train 18 as far as technically feasible and judicious; while one of the firms was the Indian firm which did all the remarkable works on Train 18, the other two were new entrants with some promise. In spite of our best efforts, an existing world major supplier of electrics to ICF had not accepted an order as they found it very difficult to match the price set by the Indian company. This exercise of Train 18 cloning would help us in driving the future Train 18 procurements to a higher volume thereby bringing down the price; at the same time, these type of clone trains would also be upgraded to a more modern and comfortable type.

Basically, we had three sisters on the anvil, and the work we did on these makes an interesting saga in itself.

The first was the Main line Electrical Multiple Unit (MEMU) with under-slung electrics employing the Train 18 bogie with fully-suspended traction motors and suitable modifications in the suspension elements as the speed of this train would be lower, in the range of 100 to 130 km/h. A main line self-propelled train which can do 130 km/h speed would be a boon for short distance intercity traffic. What is in operation today is an outdated MEMU with DC electrics, suitable only for 105 km/h operation; it’s hardly suited to run on 130 km/h routes as it slows down other traffic. The train would be equipped with good gangways, modern toilets and many new features for the benefit of passengers.

The story of MEMUs was hitherto a sordid one till we broke the chronic malaise of ICF and Rail Coach Factory (RCF) ), Kapurthala accepting the archaic technology ruling the roost. An attempt to incorporate the latest 3-phase IGBT technology by both ICF and RCF was a story of imprisonment of the minds of leadership by procedures and a sham sense of propriety. Transparency and probity in public procurement are the last resorts of an abdicator; real transparency lies in doing what is right, howsoever challenging or risky the decision may be. Meaningless tenders were floated and jalebis were being made for years; even those who knew the correct course of action were a victim of chalta hai or saanu ki syndrome. Saanu ki? Well, it is a rhetorical question, an interjection. Literally translated from Punjabi, it means, “what (does it matter) to us?”. If our system makes it difficult and painful to order on the right manufacturers, so be it, it’s no skin off my nose so why should I stick my neck out?

At about the same time in 2017 both ICF and RCF opened a bid for 3-phase IGBT MEMU electrics. We had taken care in our documents to make sure that, at least, the bulk order would not be bagged by an incompetent, or at least inexperienced firm; such a firm was likely to experiment at our cost and delay the project. RCF did not do any such thing. Since it was essentially the same product that we were going to order, I called their officers and told them of the pitfalls they were walking into; the reaction was blind denial with their leader making a cocksure statement that they would build the first 3-phase MEMU faster than ICF. Abraham Lincoln has said that he did not think much of a man who was not wiser today than he was yesterday; there were these officers, witnessing glimpses of effective procurement systems at ICF, but not willing to learn out of misplaced confidence, cussedness or simply sloth. They went their way and we ours. We turned out the prototype MEMU with on-board 3-phase electrics in 2017-18 itself and the prototype MEMU with under-slung electrics, the first sister of Train 18, by November 18. The readers will see some details later. Our friends in RCF, however, still turn out MEMUs with DC technology and the firm they favoured with the order for on-board 3-phase IGBT electrics is still struggling. As for under-slung electrics, they have not even been able to order.

It’s hardly my place, unlike Jasper Fforde, to declare that there was something rotten in the state of IR, but let me, at least, be a little flippant and tell him that we have so many among us who could safely and truthfully say, without the need to rub their temple like his Hamlet, “I don't know what comes over us. Not all of a sudden, but nearly always, we have this overwhelming desire to talk for a very long time without actually doing anything.” Yes, sir. On IR, it can actually see you through your life time.

The second sister was the air-conditioned Electrical Multiple Unit (EMU) with under-slung electrics, again employing the Train 18 bogie with fully-suspended traction motors and suitable modifications in the suspension elements to suit the operating speeds up to mainly only 110 km/h but should the need and infrastructure support it, could be speeded to up to 130 km/h. The train would be provided such novel features as higher acceleration capability with Train 18 like 50% powering and sealed gangways going through and through from front to rear cab. The train would also have many features for a new travel experience for the suburban passengers. This project was take up mainly to cater to Mumbai area as a loose policy decision, or at least a vision, had been announced by the ministry to have air-conditioned local commuter trains in that area.

We had decided to exploit the opportunity of modernizing the EMUs for Mumbai area in big way. Although the announcement for air-con rakes was made only for Mumbai area, I knew that once such air-con EMUs are introduced in large numbers in Mumbai area, there would be a demand from other areas as well which could not be ignored. There was a good future for the product and we could actually attract manufacturers of accessories at reasonable prices. Incidentally, ICF had turned out first of its kind air-con EMU in 2015 which was a good beginning but the train itself was a bit of a dud. It did not have enough acceleration to make up for the time lost in opening and closing of automatic doors; after a struggle for nearly two years in testing and validation, the rake was finally introduced in service to lukewarm response and much criticism. One good thing about this project, however, was that it afforded us a lesson on what not to do in projects. We had, in my opinion unfairly, burdened the manufacturer of propulsion system for this rake with many new requirements although they were mainly contracted to develop a simple 3-phase IGBT system for Mumbai area suburban trains. It was not surprising that they proved unequal to the task and earned a bad name for themselves and also ICF. A way, however, had to be found to fast track introduction of air-con rakes in Mumbai area.

Even as a series of meeting in Board and Research, Designs & Standards organization (RDSO) were held, deliberating on how to introduce more and more air-con rakes in Mumbai, I could see that it was nothing but a Shakespearean saga in play; a tale full of sound and fury, signifying nothing. I told my team that while it was expedient to keep those at Board and RDSO in good humour, it was futile to expect any meaningful decision to emanate from them. I told them to go and read Romeo and Juliet; they would not only enjoy it but come back with the takeaway to “Go wisely and go slowly. Those who rush stumble and fall.” Learn to take the time to appraise our options or consider the consequences of individual actions; these simple but immortal words of Romeo encourage us to not to act with haste but make sensible thought-out decisions.

The pace of technological advancement in the field of trains had accelerated considerably, thanks to our efforts at ICF. This often led those concerned in Board and RDSO, including the concerned Member, to injudicious decision-making as they did not have a good understanding of what ICF was up to or even what ICF had become capable of. They would end up calling largely meaningless meetings with rolling stock majors and get even more confused. The options under consideration were, 1) more of the rakes of type we sent out in 2015 2) partial air-conditioning of rakes with full air-con rake turned out from ICF to apportion it between two non-air-con rakes 3) Air-con rakes with a configuration similar to those planned for Mumbai Rail Vikas Corporation (MRVC) and thankfully, 4) air-con rakes of the type already under detailed design work at ICF.

In spite of all the brouhaha and hemming and hawing, we at ICF were clear that the air-con suburban train which was going to succeed was the one we were working on purposefully, the second sister of Train 18.

So what was this story of MRVC rakes? Another of those stories of first inaction, then slothful activity and eventually, production of a laboured bid document with a thousand holes. I will go into the MRVC story some day but there was a disconnect between what ICF was pursuing and what this RDSO/MRVC document sought to procure. One of the primary difference was the use of the conventional EMU bogies instead of the Train 18 clone with fully-suspended traction motors. This, in my opinion was a retrograde step as the track-unfriendly conventional bogie would never take the train speed beyond 110 km/h; moreover, it was very maintenance-intensive. Why was RDSO insistent on this? Because they feared that a fully-suspended traction motor would lead to water ingress when the water level rose to a certain height in rainy season; a train can never operate with water level at this height and it was stipulated by them mainly to safeguard the motors against rise of water level to this height in a stationary condition. Well they had their view and I had mine; in my opinion, you should not screw up a design just for a contingency, which ideally should not even occur, or even if it did, we should be prepared to do a thorough overhaul to rectify the damages in the motors. While we pursued our manufacture of the second sister prototype strongly, we had to go with the RDSO/Board bid documents for a tender for electrics to be procured under the aegis of MRVC. It’s another matter that we decided to drop this tender, with good and strong reasons but about that some time later. The jury, as far as I know is still not out and tender has not been put out yet. The second sister, on the other hand, would be almost ready by the end of my tenure although actual turnout was delayed to early February 2019.

The third sister would be a Diesel-Electric Electrical Multiple Unit (DEMU) with under-slung engine and transmission, first with the existing traction motors on bogies and later with Train 18 clone bogie and fully-suspended traction motors. ICF had already upgraded the electrics of DEMUs with modern 3-phase drive and it was time to exploit it further to a more modern energy-efficient and passenger-friendly version. There were, however, question marks as IR had decided to phase out diesel traction in a big way. As expected, Board was non-committal. Fortunately, I got to speak at length in one of the meetings where everyone who mattered was present, including the top gentleman. I clarified that development of DEMUs was essential as this was an emerging market for export; we had an order for DEMUs from Sri Lanka for which we were working strongly. I had my way; it’s not out of place to mention that eventually this prototype DEMU for Sri Lanka, designed fully by ICF in 2017 and delivered in 2018, has proved to be successful with reports that it has been liked better than similar rakes from China.

The readers must appreciate the level of enthusiasm and hard work that ICF was now capable of; we are talking of a series of new designs all in a space of two years. New rolling stocks of great value from the team in addition to Train 18.

I cannot fault the readers if they carry an impression that I was trying to run down RDSO and Board. Well, about RDSO first. This is an organization I have worked at for nearly twelve years, first as Joint Director/Director and later as Executive Director. It provided me a great opportunity to learn the finer points of rolling stock engineering; I have no hesitation in acknowledging that a large part of whatever little I know is because of my stints in RDSO. It also provided me a great platform to grow in the field of railway engineering and later in the field of management of large railway projects. RDSO, in my opinion, used to be an gold mine of railway engineering, which was waiting to come of age or poised to be exploited for greeter things. Quite the reverse, however, has happened; somewhere along the way, I dare say particularly in the last decade or so, RDSO has lost its way. A great organization for application and assembly engineering, it has fallen prey to people with misplaced understanding and stupid vision of trying to fashion it as a fountainhead of new research. Unnecessary hidebound restrictions has stolen it of whatever creativity it afforded to its officers; they are now busy with mundane vendor approval processes. New rolling stock designs do not flow from RDSO anymore. Examples of stark bureaucracy resulting in damage to our own indigenous technologies abound. It was a given that nothing new in the form of research would emanate from RDSO but their mainstay, the legacy of development of new products, mainly in association with industry, is buried in oblivion. The number of competent officers manning RDSO is legion but the quality of output has become pathetic. While it has to continue as the central agency for all railway infrastructure and rolling stock testing and certification, it now derives its strength from its statutory authority and not from its knowledge or expertise. An attempt has recently been made to rejuvenate the organization through some restructuring but it has followed the same old route of wistful thinking, trying to build castles in the air. There is something called Long Term Research, which in the context of RDSO is nothing short of an oxymoron. Then there is field of Quality Assurance, hardly the job of an institute which should primarily concentrate on new designs. Incidentally, RDSO has a system of approval of vendors which places the existing vendors on an unshakable pedestal and established vendors with pathetic record of quality go unpunished; at the same time truly capable and frivolous vendors are painted with the same brush. Am I sounding too vituperative? I hope not but if I do, please remember, I have attributed most of my knowledge and growth to my stint in RDSO and when I see such an institution going to seed, how can I hold back? My musings cannot be a sweet soufflé all the way; some bitter though truthful ingredients have to be added for variety.

RDSO was like my mother, after all, there was a time when I would jump at people who denounced or disparaged it out of sheer ignorance or arrogance. I would love to be able to do so again. I have my right to look back at its prime, remembering this from the Shakespeare’s Sonnet III:

Thou art thy mother's glass and she in thee,

Calls  back  the  lovely  April  of  her  prime;

As for Board, it a very complex question. I have no intention to start analyzing its merits and demerits as whatever good, or bad, is happening on IR today can be largely attributed to Board; one can make one’s own judgment. My bad experiences were perhaps more due to certain officers who were consumed by pretensions, vanity, jealousy and unfortunately, stark stupidity. We would often think about it. One of those days, the question of our constant battles with Board came up again and Sri Babu, the Secretary/ICF smiled and observed that he had seen confrontation between the GM and Board many times but the present one would easily take the cake. I thought about it and smiled too, closing the subject with the help of my chacha (uncle) Ghalib once again:

Hum kahan ke daana the kis hunar mein yakta the

besabab   hua   Ghalib   dushman   aasman   apna**

** Whitherto was I that learned and which skill was I so accomplished in? Without reason, the heaven has turned my foe!

And why?

Raha  aabad  aalam  ahle-e-himmat  ke   na  hone  se,

Bhare hain jis qadar jam-o-subu,  maikhana khali hai**

** The world remains so populated but in spite of absence of the courageous; the cups and containers of wine are full but the tavern still remains empty.

(to be continued…)