INTEGRAL COACH FACTORY - MODERN TRENDS IN SUB-URBAN ROLLING STOCK

L.M.Sahore, Chief Electrical Engineer/ICF

Indian Railways a mammoth railway system that runs across the length and breadth of the Indian sub-continent over 65000 kms of track, carrying 12 million passengers every day. In the commercial capital of India i.e the Mumbai megapolis alone, every day, over 6.5 million users patronise the most intensively used sub-urban railway system in the world, the Mumbai suburban. The population of Mumbai has gone up from 40 lakhs in 1947 to 120 lakhs in 2000 and it is expected to cross 200 lakhs by 2015. This extraordinary growth in population has been posing a tremendous challenge to the Indian Railways and all efforts are made to ensure that the services on the Mumbai sub-urban commensurate this growth rate. The Mumbai suburban railway system is the lifeline of the megapolis, helping these 6.5 million people commute between home and work spots everyday for the last more than eighty years. Despite being taxed to its limits , the Mumbai suburban boasts of extremely high efficiency levels with punctuality record showing figures in excess of 95 %. During peak hours, despite running trains at frequencies of a train every 2 to 3 minutes, each 12 car train is packed with more than 6000 passengers, a per coach capacity exceeding 500 passengers which translates to a passenger loading density of a near impossible to imagine figure of 16 passengers per sq.m of area. Needless to say, transportation of local passengers over the suburban sections of Mumbai has become the biggest challenge of the time for Indian Railways. The Mumbai suburban started in 1925, with a 1500 V DC system of electrification. With progressive growth in the population of Mumbai, the frequency of trains and the passenger loading has been increasing year by year. The 1500 V DC system of electrification has been getting stretched with the need for additional substations to meet the augmented load. Today a stage has come when the 1500 V DC system has reached saturation. There is a need to switch over to a higher system voltage so that the requirement of substations comes down. The 25 kV AC system available in the rest of the electrified routes on Indian Railways, is now being adopted in a phased manner in Mumbai. The targets for conversion is now set on Western Railway 31.03.2009 for complete conversion to 25kv ac single phase system in MUTP phase I whereas the conversion targets for Central Railway being 31.03.2010. The trains running on the 1500 V DC system are with DC series traction motors with series parallel system of control and friction brakes (electropneumatic). Since, the conversion has to be done without disturbing the existing services, the switchover to 25 kV AC calls for a rolling stock suited for dual voltage operation. The necessity for Change in Propulsion from a 1500 V DC system to 25 KV AC system has been combined with a change in the drive from DC drive to three phase AC drive so that the technical

problems associated with the DC drive limitations could be overcome and the following benefits of three phase technology also could be derived :-

a) Use of VVVF based three phase drive using GTO/IGBT based converter inverters for 4 QC control. b) Use of three phase squirrel cage type induction motors, free from commutation problems and need for frequent attention to brush gear associated with DC motors. c) Higher power is to weight ratio of AC traction motors 25 to 30 % higher power for the AC motors d) Availability of regenerative braking feature more than 35 % power saving vis-a-vis DC drive in addition to reduction in wheel and brake shoe wear. The saving in the power bill of the Railways is to the tune of Rs. 0.5 crores per rake per year. In addition, this feature has also enabled Railways to accrue carbon credit . e) Use of microprocessor based control system and TMS for smoother acceleration, effective monitoring of all performance and safety related parameters for enhanced performance, safety and reliability

The development of the rolling stock for the Mumbai suburban has also undergone a sea change in other areas too and a new look AC DC rake equipped with world class aesthetics introduced in Mumbai area are becoming a sort of role model to be adopted in future AC EMU stock, so that commuters are provided with latest state of art technological coaches. The latest features are briefly discussed below:
a) Drivers safety The drivers cab is in line with UIC 651 requirements with respect to dimensions, layout of the cab, visibility from the drivers cab, drivers desk and location of main operating equipment and control system and drivers seat. With the provision of nose cone sliding doors on both the entrances and routing of the cables through roof and side walls, the dimensional requirement of head room, access, visibility and level floor have been achieved. Wider lookout glasses are provided for better track and signal visibility. In lieu of toughened look out glass, a polycarbonate lookout glass which is stone proof and shatter proof has been used. With the provision of fluorescent lamp with enclosed diffuser, a uniform level of illumination of 200 lux has been achieved compared to 30 lux in the existing coaches and 60 lux as prescribed in UIC. In addition to the fluorescent tubes, spot lights also have been provided for the use of the drivers during driving. With the provision of 2 nos. of 400mm sweep

swivelling type carriage fans in the drivers coach, the ventilation requirement has been met to ensure 55 m3 of air per min per fan. The drivers desk and main operating equipments and control system such as the master and braking control(MBC), brake instrumentation, speedometer(SPM) and the man machine interface(MMI) have been organised in such a manner that the driver need not divert his attention while operating these equipments from observation of the tracks and signals. The controls for head light, flasher, automatic vigilance device, lights & fans for the coaches and the indication equipments are also suitably located to have ease of access to operate these equipments from the drivers seat. Each of these switches, instrumentations have been provided with bakelite indications for proper identification during operation. Sufficient leg space have been provided for leg and knee movement between the seat and the desk. The drivers seat has been so designed to facilitate the vertical adjustment as well as longitudinal adjustments duly taking into account anthropometric dimensions with reference to the conditions of visibility of signals. The Man Machine Interface provides graphic information regarding the working of various equipment and amenities on the entire train formation and trouble shooting guidance. An Automatic Warning System is provided to ensure brake application in the event of restrictive signal. Further to enhance the drivers comfort, cab air-conditioning is also being planned. The front face of the EMU has been redesigned with a nose cone design to impart a world class look which in addition has helped in crediting more space.

OLD DESIGN OF CAB IN DC EMU

CAB DESIGN IN NEW GENERATION EMU

b) Low Noise Pneumatic Compressors for air supply & SS pipelines:

Low noise reciprocating type of compressor with 3 phase 415 V drive, built-in inter and after coolers have been provided in these trains. These compressors have inlet air from under frame whereas the compressors in existing design have inlet air from passenger area through a separate filter. These compressors deliver 920 lpm at rated speed. Due to use of stainless steel pipelines and fittings in new train for air supply system as well as use of regeneration braking, the duty cycle of compressor have been in the order of

27% with all compressors in service. A typical comparison indicates distinct advantage of air supply system. Details Compressor rating Noise level Duty cycle Air intake / filter Existing rakes 9.7 kW 110 V dc 80 db 60% External New rake 6.7 kW 3 415 V 66 db 27% In built.

c) Brake blending, Wheel slip / slide protection & Anti skid controls This new generation AC DC EMUs have been provided with advanced braking control mechanism to achieve maximum regenerative braking over full range of speed. This system of regeneration braking is fully blended with electro pneumatic (EP) brakes, so that any set of braking effort demand in EP region is met by maximum regenerative energy for Motor coaches and EP brakes for trailer coaches to supplement difference between the demand and the regenerative braking effort achieved. The system also takes care of the condition of (i) Non-effectiveness of regenerative braking by changing over to EP fully and (ii) EP failure condition by changing over to automatic brakes within a preset time automatically through BECU (brake electronic control unit).The wheel slip and slide protection system in all modes of acceleration and deceleration (braking) and anti skid control for regenerative mode are integrated into traction control unit to achieve these controls.
For EMU and main line applications, ICF has already switched over from cast iron brake blocks to composite brake blocks which has reduced the frequency of brake block replacement by a factor of four. This has also considerably reduced resource requirement for maintenance as well as maintenance costs. d) Polycarbonate Seats The present desktop is provided with MS frame with powder coating and the seat made up of compreg laminated sheet conforming to RDSO specn. C 9407 type 1. These sheets generally require replacement due to wear and tear. Polycarbonate has been used for the passenger seat material in lieu of compreg which will result in reduced wear and tear and maintenance.

The use of polycarbonate seats has improved the aesthetic standards of the interior. Single layered thermoformed injection moulded polycarbonate seats & back rests recyclable & eco-friendly sourced from reputed OEMs of polycarbonate such as Bayer / Sabic plastics to approved texture &colour shade. Polycarbonate is converted at reputed thermo formers & fitted on SS frames supplied by vendors to ICF. Stainless steel tubular frames to J4 Grade of M/s. Jindal or SSLN-1 of M/s. SAIL are used. e) FRP Interior Panelling The existing stock of DC/EMU have been provided with side wall and end wall panels with LP sheet conforming to RDSO specn. CK 514. These sheets have no. of maintenance related issues such as damages due to miscreants activities, damages to surface while removing the graffiti etc which are generally common in Mumbai area. After a few months of service, the glossy look of the sheets is generally is not available giving a very un-aesthetic look and poor level of illumination due to loss of refractivity. FRP panelling has been used in the passenger compartment for reduced maintenance and improved aesthetics.

FRP Sidewall & End wall panels: The material used for panelling to be composed of thermosetting polyester isopthalic resin with suitable isopthalic gel coat and E-glass stitched chopped strand mat (CSM) and stitched mat / woven roving combination or E-glass continuous filament mat compatible with the polyester isopthalic resin system. Manufacturing process Vacuum Assisted RTM / Resin infusion (using vacuum bag) process. Colour: Base panel of RAL shade No. 9018 (papyrus white) with distant blue granules to RAL shade No. 5023. Density shall be 75 to 110 spots per square inch. Windows with polycarbonate louvers (patented by ICF Reg. No. 213093) ICF has been traditionally providing Alu. Windows with fixed louver assembly and movable glass shutter and MS rods in the external grill in the outer side wall frame. These windows have lot of maintenance issues requiring replacement of glass shutters due to breakages, corrosion of

outer frame rods, etc. There used to be number of complaints of thefts and miscreants activities as no grills to prevent such activities are provided in the windows of the coach. These windows were also very small in size and not possible to look through them for observing the names of the stations from the window. Windows also had a problem of poor ventilation during rainy days when the window glass is closed. The size of the windows were 610 x 762 mm. Windows of AC DC EMU: a. Window frames Alu. IS: 733 86, 64300 WP b. Fixed louver shutter Polycarbonate clear finish 2.5mm thick c. Movable Glass shutter Assy. IS: 2553 (Part 1) 1990. 6mm thick. i. Second class clear toughened safety float glass ii. First class tinted medium brown toughened safety float glass. d. e. f. g. Grill S.S. AISI 304. Powder coated (clear) Inner fame Alu. To IS: 737: 86, 31000 HZ Powder coated. The size is 915 x 990 mm 3mm Stainless Steel wire for grills to Specn. IS: 6528

f) State-of-the-art coach lighting system In existing DC EMU trains, the coach illumination is achieved by 26 no. of 1 x 18 W fluorescent tube in a mesh type fitting. The illumination thus achieved was around 30 lux. A scientifically designed lighting system using Fluorescent lights with energy efficient electronic lamp ballast has been provided in the passenger area. In the new trains, 1 x 36 w fitting with polycarbonate diffuser is arranged in the central duct to have uniform illumination of 300 lux. These fittings have been developed to confirm to IP 66 to have jet washable feature. These fittings will be requiring less maintenance due to higher IP level protection against dust etc.

g) GPS based Passenger Information System

A GPS based passenger information system with high quality LED displays, high performance speakers and LED destination boards

has been provided in the passenger area. The selected LEDs ensure excellent day time visibility as well as angular vision. The passenger information system - a complete new feature of the new train which has the following salient facilities: Destination indicator (head code) in drivers compartment with high resolution LED. Public Address system with speakers in each coach, Microphone in drivers cab. Auto announcement of stations and other information Visual graphic display of station names and platform in the coach (LED type with wider view angle). Driver guard communication Data communication through CANBUS & RS 485 communication.
Auto volume control through ambient noise monitoring h) Ventilation system A very serious problem on Mumbai suburban has been that of a very suffocating ambience in the interiors in the event of Super Dense Crush Passenger Loading - in a trailer coach almost 600 passengers travel during peak hours. A major improvement done on the new generation EMUs manufactured by ICF for the Mumbai suburban (MRVC) is the provision of a forced ventilation system to get over this problem.

The Ventilation system comprises three main components or subsystems: 1. 2. 3. Air handling units (AHUs) discharge outside fresh air to the saloon area. There are two AHUs per rail coach. The fresh air ducts distribute the outside fresh air evenly over the length of the rail coach. The fresh air leaves the duct through diffuser grills. Ceiling fans to re-circulate the air in the passenger area.

A ventilation system cannot guarantee the highest possible level of comfort to rail passengers. For optimum comfort, it is not sufficient to ensure only a defined supply of fresh air, but in addition, temperature as well as humidity and air velocity have to be controlled. This can only be achieved by means of an air conditioning system. The ventilation system, however, is well suited to control the concentration of carbon di-oxide in the breathable air, thus eliminating potential health hazards. In addition, the dilution of body odours will significantly add to the passenger comfort.

Calculation of Fresh Air Flow Rate: Under HDCL (High density crush load) conditions, a coach may carry up to 600 passengers. Doors & windows are closed and no natural ventilation takes place. If no fresh air is provided, the concentration of carbon di-oxide concentration would reach unacceptable limits within a few minutes as a simplified calculation shows:
The CO2 generation rate of a person is approximately 0,0003 m3/min (ANSI/ASHRAE standard 62-2001, informative appendix C). CO2 concentrations exceeding 5000 ppm are considered dangerous for health (ANSI/ASHRAE standard 62-2001, table B-1). Within one minute, 470 passengers will generate (0,0003 m3/min x 470 x 1 min) 0.141 m3 of CO2. With the given coach dimensions and taking into account the volumetric effect of the passenger load, the air volume in the fully-loaded coach will be approximately 50 m3. At a CO2 generation rate of 0,141 m3/min and assuming a CO2 Concentration of 500 ppm in the ambient fresh air, the maximum permissible CO2 concentration of 5000 ppm would be exceeded within less than 2 minutes!

A forced ventilation system is, therefore, required if no sufficient natural ventilation can be provided. ANSI/ASHRAE standard 62-2001 recommends that the steady-state CO2 concentration in a space should not be greater than about 700 ppm above outdoor level. If this can be achieved, not only the CO2 concentration will be acceptable (500 ppm + 700 ppm = 1200 ppm). At the same time, odours from human bioeffluents will be diluted to an extent that 80% of unadapted visitors to a space will feel comfortable. The required ventilation rate (flow of fresh air) can be determined as follows: V = N/(CR CA) V N CR CA = Ventilation rate = CO2 generation rate per person = CO2 concentration inside the rail car = CO2 concentration in the outdoor ambient air

with (CR - CR) = 700 ppm and N = 0,0003 m3/min This ventilation rate amounts to approximately 7 l/s/passenger. With a load of 600 passengers, the ventilation system will have to provide a flow of fresh air at a rate of (7 l/s/passenger x 600 passengers) = 4200 l/s = 15000 m3/h.

Fresh Air Duct Arrangement: As specified in documents there is 1 duct running at the centre of the coach.

AHU Arrangement: Each rail coach is fitted with two roof mounted air handling units (AHUs). The AHUs are located in roof troughs & end wall of the coaches. Note: By using two AHUs per coach, the velocity in the fresh air duct System is brought under control, as with only 1 AHU, the duct Velocity would not be manageable.

The AHU arrangement satisfies the permitted moving dimensions. D-seals will be provided around the fresh air blower openings. These D- seals will be compressed and a leak-tight connection to the duct will be established as soon as the AHU is fastened to the coach.

Description of Main components: In the following, the main components of the proposed ventilation system will be described. Air Handling Unit: Each rail coach is provided with two air handling units (AHUs). The AHUs will be completely interchangeable.
500 21 32

D-seal

1120 1240

Blower

Electric 86

The AHU comprises 2 motor/blower units. The motors are RDSO-approved, 3 phase induction motors. The insulation system is capable to withstand the voltage stress from the trains static inverter. The motor leads are wired to quick-release connectors conforming to RDSO and Indian Defense Standard Joint Services specification.

Based on the extensive experience M/s. SIDWAL has gained in the design, manufacturing and maintenance of roof mounted railway air conditions, the weather protection grills on the outside of the case assembly have been selected, dimensioned and located to ensure that no rain water can enter the fresh air duct. The fresh air enters the blowers through air screens. They consist of corrugated expanded aluminium sheets. The purpose is to prevent foreign particles of substantial size (e.g. insects, leaves, etc.) from entering the fresh air duct. The air screens are removable. The AHU case assembly will be manufactured from grade 202 with 1% nickel stainless steel. This alloy is being used in Ducting and Paneling in AC DC EMU coaches being built at ICF. Other alloys are available on request. Electrical Control System: The electrical control system comprises: Contactors to operate the blower motors MCBs and motor protection relays No switchgear is installed inside the AHU. All switch gear are accommodated in an existing coach control panel. Fresh air Duct & Diffusers: The duct is completely made of stainless steel. For the ease of manufacturing, transport and assembly the duct is structured into sections. Diffuser grills are arranged along the duct length. The grills are ruggedly designed, made of aluminium and power-coated for enhanced corrosion protection. Design Verification: A full-scale mock-up of the complete ventilation system was set up and tested before the final design was released for production. With help of this mock-up, it is possible to test and verify all system components before start of production, e.g. the distribution of fresh air flow over the length and width of the coach the fresh air flow rate in different modes of operation and under different operating conditions (e.g. windows open/closed). the air velocity at diffuser grills and at defined heights from the floor the power consumption, influence of voltage variations & phase unbalances the sound pressure level at different modes of operation even though the actual coach may show somewhat different test results.

Ceiling Fan arrangement: The ceiling fans are very important for the passenger comfort. Since the ventilation system is unable to control temperature and humidity, a high air velocity is most welcome in a hot and humid climate. It is important to understand that the fresh air supply system does not much contribute to the air velocity in the passenger area. The velocity felt by the passengers is mainly determined by the ceiling fan arrangement. Measures to prevent ingress of water The water ingress in the AHU and duct posed the biggest challenge. Most critical location was the drawal of rain water through the intake filter of AHU which draws air @ 15000 m3 / hr. The following measures have helped in arresting water leakage: 1. Double gaskets have been provided all along the periphery of the AHU instead of only around duct cut out. 2. Sealing the metal interface as additional precaution 3. Rubber skit around AHU air inlet. Challenges of technology adoption and new practices in manufacturing the AC DC EMU: World class cabling practices The new look AC DC EMU had posed challenges in the form of new equipments, new connectors, huge workload in form of volumes of wiring and cabling activity. ICF had been traditionally manufacturing DC EMU, AC EMUs & DEMUs with DC drives. The traction control methods followed in these type of SPVs were traditional methods requiring comparatively less wiring and inter vehicular couplers etc. A brief comparison of work load in terms of man hours is given below: Coach type B Coach C Coach D Coach HC Coach AC EMU 5823 1476 1566 AC/DC EMU (BHEL) 7595 2350 3980 1557 AC/DC EMU (Siemens) 10096 3629 5668 4149

The new generation EMU deploys Train Management System (TMS) which is achieved by integrating and multiplexing signals for control and monitoring of the system. This new system calls for multi vehicular bus (MVB) for achieving the control and monitoring. Thus it is extremely important to handle and lay the special cables for this purpose. There are 34 types of cables used in the new trains including those of special purpose cables. In this type of train deploying multiplexing and data transmission, the electromagnetic interface among the cables, circuits are very important considerations as the effect of EMI can be disastrous affecting the control of the train. In order to overcome the problem of EMI & EMC, the circuits were categorized into A, B & C and the minimum clearance was prescribed between them. The cables are laid in aluminium conduits located at prescribed distance and earthing are provided at every 1m interval to take care of shielding. The cables have been laid in the conduits and trays with proper care of edge protection at inlet and outlet of conduits, Abrasion resistant conduit and wrappers are used over wires while the wires are laid on end wall and in open area. These practices protect the cables against abrasion at sharp edges and protection against other materials. These practices are one of the best cabling practices in railway coaches which will provide trouble free service with respect to cables. This train deploys various type of cables and circuits calling for new type of I.V. couplers for connection between coaches and new type of connectors within the coaches. A set up of a motor coach (Mock up ) has been created to achieve wiring & connection in free area (as motor coach area is cramped with equipments). Here in mock up, a group of workmen lay the cable of entire coach, terminate with various types of connectors (Harting type), marking ferrules etc. This process simplified the wiring in high tension compartment and also cut down the belt time drastically. Belt time reduction Belt time ACEMU 25 days AC DC (BHEL) 45 days AC DC EMU 30 days (Siemens) Testing & Commissioning: Testing and commissioning has been the essential component of train manufacturing. These new generation trains having train management system, requires different protocol compared to the existing EMUs. Generally the commissioning tests are divided into two parts, i.e., precommissioning at ICF (coach builder) and commissioning at Mumbai.

The precommissioning checks involve continuity check, high voltage test and current sharing test before control energisation. The steps later followed are i. Loading of software ii. 110 V dc (control ckt) proving test also known as static control test iii. 3 phase tests iv. brake tests v. HV (1500 dc, 25 kV AC) static test vi. HV dynamic test at Basic unit level followed by Rake level. In addition Rake protocol is also done during rake test which includes PIS, changeover etc. These trains are tested during precommissioning in form of Basic units comprising of 3 coaches, i.e., each 3 coach (BU) has one Motor coach in the middle and two trailer coach on either end. The End basic units (EBU) have driving coach as one of the trailer coach whereas the middle basic units (MBU) have one NDTC (a trailer coach having compressor) as one of the component. Thus for completing one rake formation, four BUs (2 EBUs + 2 MBUs) have to be pre-commissioned and the rake is formed thereafter. The precommissioning period have been also brought down from 7 days to 3 days for BUs and 10 days to 5 days for rakes. Thus substantial reduction in precommissioning time has helped in reducing the net time taken in turning out the rake from coach builders (ICF) premises. Energy conservation: The present Mumbai Suburban system is run on DCEMU rakes on Central and Western Railways. These trains are provided with Rheostatic control and Electro pneumatic braking through Friction Brake Blocks. The specific energy consumption for these DCEMUs is in the order of 40 KWH / 1000 GTKM. The 3 phase AC DC EMUs with regenerative braking has a specific energy consumption of 29.5 KWH/GTKM. The data on the W.Rly indicate that the regeneration is on an average greater than 35%. The projected figures of energy consumption / saving in the EMU rakes in Mumbai area will be a. Present consumption (204 rakes) : 55 Cr. Units (KWH) b. After MUTP 1 if present D.C. EMU Technology were continued (253 rakes) 75 Cr. Units (KWH) c. After MUTP-1 with New technology EMU rakes having regenerative braking are introduced (253 rakes) : 55 Cr. Units (KWH) d. Energy Saving inspite of increase in rake holding from 204 to 253 : 20 Cr. Units (KWH)

2.0

Benefits of Carbon Credits: Credit accruals; This is the first project in transport sector to be qualified for carbon credit. Reduction in Carbon consumption: Coal : 4.6 x 108 Kg LPG : 14.26 x 108 Ltr. Crude Oil : 21.46 x 108 Ltr. Natural Gas : 21.6 x 108 m3 Reduction in Pollution:

CO2 SO2 SPM 108 gm Soot Carbon 0.2 x 108 gm NO 8 gm 10 Cost of the rakes:

: : :

2.092 x 108 Kg 18 x 108 gm 5 x :

20 x

The cost of the rakes is also important aspect of the manufacturing process. Due the advanced features of the propulsion system and use of FRP paneling, stainless steel for roof panels, hand hold, partition and luggage rack, seat frames and polycarbonate for seats, the cost of these rakes are higher compared to existing DC EMU rakes. The largest metro in India has witnessed new type of EMUs during the last few years with 3 phase propulsion system. A comparison of cost per 12 car equivalent is given below: Cost / 12 Car AC/DC INR. 25 Cr. MUTP INR 84Cr Feature 3 propulsion, + Air ventilation (2007) (Corton steel coach body) 3 propulsion + air conditioning + auto door closure+ stainless steel coach body (2004)

New EMU, Phase I DMRC Phase I

A brief of Public Reaction as first AC DC EMU rake with Siemens electrics rolled out to Mumbai area. This train has passed through a critical review by traveling public and media in Mumbai. The leading national dailies and local dailies have quoted the public responses. Well lit, well ventilated commuter friendly. Silver bullet. A popular name given by the public.

Future generation is here It is quite spacious ,airy and bright With the introduction of more and more AC DC EMU rakes with Siemens electrics, the image of suburban trains is changing, ending the ordeal of esteemed commuters. Till today 19 rakes have been inducted in the Mumbai area, providing additional service. By the end of the current financial year, a total of 50 rakes would be inducted which will ease out the congestion and crowding.