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. 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 Srinivas, and Vavre, 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. Apart from the obvious
benefits of superior energy-efficiency per passenger and better maintainability
that these clone trains would provide, they would help us in driving the future
Train 18 procurements to higher volumes thereby bringing down the price
Basically, we had three sisters on the anvil,
and the work we did on these makes an interesting saga in itself.
The first sister 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 maintenance-intensive
MEMU with DC electrics, suitable only for 105 km/h operation; it is hardly suited to run on 130 km/h
routes as it slows down other traffic. The train would be equipped with sealed gangways,
modern toilets and many Train 18 type features for the benefit of passengers.
Gangways on MEMUs
The
story of MEMUs was hitherto a sordid one till we broke the chronic malaise of RCF
and also ICF accepting the archaic technology which was 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 kee syndrome. Saanu kee? 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 is no skin off my
nose so why 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 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. After more than two
years, 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 is 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 110 km/h. But should the need arise
with the 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 from front to
rear cab. The train would also have many features for a new travel experience
for the suburban passengers. This project, taken 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 commuter trains in that area.
Inside the Air-conditioned EMU with underslung IGBT electrics
We had decided to exploit the opportunity of
modernizing the EMUs for Mumbai area in big way. Although the announcement for
air-conditioned rakes was made only for Mumbai area, I knew that once such 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-conditioned
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 more than 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. This firm did not have a great reputation to begin with. It
was not surprising that they proved unequal to the task and earned further bad
name for themselves and ICF. A way, however, had to be found to fast track
introduction of air-con rakes in Mumbai area. It was like giving a sickly dog a
bad name and then not hang him but keep him for whipping boy.
Even as a series of meetings in Board and
RDSO were held, deliberating on how to introduce more and more air-conditioned
EMUs 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.
As the leader, lack of patience could have been disastrous here.
I had to surrender my natural proclivity and let go of the little irritations
that threatened to derail and deflate. I had to go with Othello too at times: "How poor are they that have not
patience? What wound did ever heal but by degrees?” 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 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 Members, to feel left out;
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. Injudicious and laughable
decisions would emerge. 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-conditioned
rakes 3) Air-conditioned rakes with a configuration similar to those planned
for Mumbai Rail Vikas Corporation
(MRVC) and thankfully, 4) air-conditioned rakes of the type already under
detailed design work at ICF.
We were clear that in spite of all this beating about the bush,
air-conditioned suburban train was going to be our flagship product for
suburban services. While going along with all kinds of wishful and wistful pies
in the sky, we kept working on this sister product purposefully and strongly.
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
differences 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 we
had our; 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 the 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 is another matter that we decided to drop
this tender, with good and strong reasons but as I said, about that some time
later. The jury, as far as I know is still not out and tender has not been put
out yet; nor is the present reign of indecision find it easy to decide tenders
like we did. The second sister, on the other hand, was ready by the end of my
tenure although actual turnout took place in 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 is 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 the Sri
Lankans have liked it better than similar rakes from China.
The
readers must appreciate the level of enthusiasm and hard work that ICF was now
capable of. I have not even talked about our other efforts like Tejas,
Vistadome coaches, SPIC etc. in this book. 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.
Train 18 sisters,
MEMU & AC EMU prototypes
with underslung electrics readied by ICF in
2018
I
cannot fault you readers if you get the 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 a gold mine of railway engineering, which was waiting to
come of age or poised to be exploited for greater 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 bureaucratic shackles have 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, usually 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 many so called
approved and established vendors with pathetic record of quality go unpunished;
at the same time truly capable and frivolous vendors are all 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 the 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 the 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; I have
earlier related some of these experiences. All of us on IR have to think as to
why.
As
I write these lines, both the sisters are languishing for nearly 18 months now
as the testing by RDSO has not been completed. The third sister has been killed
by ICF itself. Did someone say that you could not keep a good thing down? IR
can bring anything down just by being IR.
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 yet with absence
of the courageous; the cups and containers of wine are full but the tavern
still remains empty.)
I,
however still believe that our hopes, and not our hurts would shape the future and
that the only thing permanent in this life is that everything is temporary)
In lockdown this Blog is special for me I'm reading it now
ReplyDeleteLove the idea of CLONE which is very relevant in modern time
ReplyDeleteThanks
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