SCC ee Government of Ind August - 2016 Indian Railway Technical Bulletin VOLUME LXXIIl NUMBER 358 -- > rr. oS UNIO Transforming Railways www.rdso.indianrailways.gov.inINDIAN RAILWAY TECHNICAL BULLETIN Volume : LXXIll Number : 358 August 2016 Indian Railway Technical Bulletin published quarterly by the Executive Director (Administration-I & EMS), Research Designs and Standards Organisation, is not an official publication. Neither the Government of India nor the Railway Board and Research Designs and Standards Organisation are responsible for the opinion or statements made therein. 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The original copy of the cash deposit'OR’ computer generated printout in case of e-payment, may be send to "Executive Director (Administration- 1& EMS), Research Designs & Standards Organisation, Lucknow-226011.” Instructions for the guidance of authors in the preparation of articles are given atthe end of the bulletin, Edited and published by: Executive Director (Administration-1 & EMS), Research Designs and Standards Organisation, inistry of Railways, Manak Nagar, Lucknow-226011 RDSO Website: http://www.rdso.indianrailways.gov.in, Email publicationrdso@gmail.comS.No. CONTENTS Articles Critical Analysis of Modern Roof ns for Industrial Optimization of Air Suspension by using Parametric Simulation on NUCARS (Vehicle Dynamics Analysis Software) Networked Based Intelligent and Safe Train Control and Management System Motibagh Workshop: Centre of Excellence for Bio-Toilets Author Harsimran Singh,IRSE DyGM(G)/South Eastern Railway 11, Garden Reach Road, Kolkata-43 Executive Director (Carriage) RDSO, Lucknow-226011 Mohd. Saquib DirectorVOG(Carriage) RDSO, Lucknow-226011 Sital Singh SSENDGiCarriage RDSO, Lucknow-226011 ‘Sanjay Kumar SSRE/VDGICarriage RDSO, Lucknow-226011 Anshul Gupta DRM/Adra South Eastern Railway, Adra P.S. Khairkar Chief Workshop Manager Motibagh Workshop/SECRINagpur Ravibhushan Gharde Senior Section Engineer Motibagh Workshop/SECR/Nagpur ook 12 16CRITICAL ANALYSIS OF MODERN ROOF SHEETING SOLUTIONS FOR INDUSTRIAL SHEDS Harsimran Singh,IRSE DyGM(G)/South Eastern Railway 11, Garden Reach Road, Kolkata-43 ‘aretar: oer det ot wat te dara ete star, oer ea ware atest a aga ret ard start ait nhs Raft 3 are 8 are siearT dw Maron B eherr eA GTA wTA TA sraed aay 4 ag axe Ft ate uae @, fore AINE sTaeTHATsHl F sR TR SeIT oP Peecterr es & fore STATA GT WaT e | Abstract : Roof and wall sheeting of the industrial sheds is very important from maintenance and operation point of view and has big cost repercussion initially as well as. throughout the life of the structure. Several types of sheets are available now-: which can be adopted depending upon the specific requirements and conducting economic analysis. 4. INTRODUCTION Wall cladding generally carries only its own weight and the weight of the loads imposed by wind, however, in the case of roofs, the sheeting may have to support insulation and water proofing in addition to self weight and weight of loads due to wind andior snow. Hence, itis often termed as roof decking. The claddingjwall system will have an impact on the design of girts, wall bracing, eave members, and foundation. Sheets generally used are of corrugated galvanized iron (CGI), metal alloy coated steel, Aluminium, fibre reinforced plastic (FRP) and polycarbonate. Insulated panel with foam sandwitched between metal alloy coated Steel sheets are also gaining importance in the country. Depending upon the fixing methods sheeting systems are broadly classified as pierced sheeting and non-pierced sheeting. In the former method, the screw pierces the sheet, i.¢., makes hole in the sheet while in the latter, sheet is not pierced and thus roofing will be free from leakage problem, 2. SELECTION OF TYPE OF SYSTEM Roof and wall sheeting system is selected considering the following factors (i) Material cost (i) Interior surface requirements (i). Aestheticappeal including colour finish, etc) (iv) Acoustics(Noise control) and dust control (V) Maintenance requirements andiife of material (vi) Workmanship and costfor erection (vil) Insulating properties (temperature control) (vil) Fire resistance of material 2.1, In India, Corrugated Galvanized Iron (CGI) sheets have hitherto been normally used as coverings for roofs and sides of industrial buildings. But, now a days, Aluminium and Alloy steel decking are being used preferably. Asbestos cement (AC) sheets ‘were also provided as roof coverings owing to their superior insulating properties, however, these have giving way to sandwitched puff panels. 2.2, Aluminium and polycarbonate sheets are costlier compared to CGI and alloy steel sheets, but they have their own merits- longer life, and in case of polycarbonate sheets transparency is a very big factor which reduces electricity bill by allowing sunlight, 2.3, Metal alloy coated steel sheets are available in excellent finish and vibrant colours which make them appeal to the viewer. Metal alloy used is basically Zino(45%) and Aluminium(55%) which is coated by hot dip process on the steel sheet. The process was invented by Bethlehem Steel in 1972 and these sheets are popularly known as Galvalume or Zincalume sheets.To ensure durability, Galvalume sheets used should be hot dip coated as per AS 1397-AZ 150 (minimum 150 gmim’ total on both sides) and painted with super durable polyester quality paint coat conforming to ASINZS 2728 Type-4.Indian Railway Tecnical Bulletin August 2016 wind during the construction stage and hence can't be easily blown away. Steel decks may be considered as a simply supported or continuous ‘one-way beam depending on the purlin and joist spacing. Aluminium sheets though offer ‘excellent corrosion resistance but they expand approximately twice as much as steel because of high coefficient of thermal expansion and are easily damaged in hailstorms. Moreover, Aluminium sheeting should be separated not only from steelipuriins but also from any non- Aluminium roof-top framing and conduits, in order to avoid bi-metallic corrosion. The fasteners connecting Aluminium sheets to Stee! purlins should be made of stainless steel, Even though metal alloy coated Steel sheets can be of. thickness as low as 0.6 to 0.6mm, the Aluminium sheets should be at least 0.8 mm thick and at least 1 mm thick forlonger spans. 3. METALALLOY COATED STEEL SHEETS, ‘These sheets have a ribbed cross section, with ribs usually spaced at 171.5 mm (centre to centre) and 37.5 mm or 50 mm deep (see Fig. 3). The ribs measure about 35 mm wide at the top. These steel decks may be Fig.1 : Metal Alloy Coated Steel Sheet, Fig.2 : Corrugated Sheeting 24. When properly anchored to supporting anchored to supporting flexural members by welds or members, Stee/Aluminium decks providelateral _power-activated and pneumatically driven fasteners, and stability to the top flange of the structural sel-diling screws, as soon as the deckis placed properly member. They also resist the uplift forces due to onthe rafters or top chord of the roof truss. 102mm. 171,5mm Narrow Flute 35 mm (22mm) (2mm) 686 mm Effective cover (-0+5) 740 mm Overall width (-0+5 mm) Broad Flute Fig.3:Trapezoidal Sheet Profile (Sheet pierced with self tapping screws) 4, AS MENTIONED EARLIER, METAL ROOFING CAN BE CLASSIFIED AS FOLLOWS BY THE METHOD OF ITS ATTACHMENT TO SUPPORTS 8, Through-fastened roofs where roof sheetsare attached directly to purlins, usually by self-tapping screws, (See figure-3) Non-pierced roofs where roof sheets are connected indirectly by concealed clips formed into the seams. (See figures 4 and 5) Fig.5 : Clip Lock Profile 44, Through-fastened Roofing: This is less costly and easy to erect, The sheet is penetrated by fasteners, and hence is susceptible to leaking, The only protection available against leakage due to rains is the rubber or neoprene washer provided under the head of the fastener. Fig.4:Standing Seam Profile A properly installed screw should have itsCritical Analysis of Modem Roof Sheeting Solutions For industrial Sheds neoprene washer slightly visible from under the edge of the metal washer. The fasteners also designed to prevent the sheets from thermal expansion and contraction, Repeated expansion and contraction of the sheets may tear the metal around the connecting screws and eventually lead to leakage which is the most important concem after safety. Hence, the width of a building with through-fastened roofs should not normally exceed about 18 m. Moreover when subjected to strong fluctuating wind loading, these sheets experience metal fatigue and may fail locally, by cracking around the fasteners. The size and spacing of fasteners depend upon the forces they are designed to resist. The fastener spacing may be closer in the roof areas, subjected to high wind loading For protection against corrosion, stainless steel or Aluminium fasteners should be used in exposed areas while Galvanized or Cadmium- plated screws can be used for interior applications. 4.2. Non-pierced Roofing: To fix the roof sheets to purlins without piercing with screws, two commonly used methods are available. 4,24, Standing Seam System: In this system, the elevated seams of adjacent standing-seam profiles are formed at site by portable seaming machines orhand tools. A sealant is normally placed in the female corrugation of the seam. To accommodate expansion and contraction, the panelsare attached to purlins by concealed that permitthe roofto move. Lock System : As an alternative to standing seam system, Klip lock system is also becoming popular, where clips of the shape of the ribs are fixed to the purlins and the ribs of the sheets are fixed onto the clips. 4.2.3, The disadvantage of the non-piercing system is that it provides no lateral bracing to purlins and offerslittle diaphragm action. Hence, a separate system of purlin bracings and a separate horizontal diaphragm structure are required. In spite of althese factors and high initial cost, lfe- cycle cost calculations may prove these to be economical in the long run as these are least likely to cause any leakage and are therefore longlasting, 4.24, Another, most important advantage of these systems is that the sheets can be rolled at site a per exact requirement of length to avoid end laps and thus further reducing chances of leakage through end laps. This becomes possible because by eliminating the piercing of sheets by screws, the restriction on maximum length of sheets on account of thermal expansion/contraction is removed and also resultant tearing of sheets by screws does not occur. 5. CASESTUDY A study of the comparison of the three methods to use the Galvalumesheet of 0.6MM thickness for a very large shed of Electric Loco Factory at Dankuni near Kolkata, Indiais presented ahead 4.2.2. 5.1, Rail Vikas Nigam Ltd had been entrusted with the work of construction of Electric Locomotive Factory at Dankuni which involved construction of one of the largest sheds of Indian Railway having a length of 700 M and provision of very heavy gantry cranes of 50 ton capacity. The planned area of the shed was 36,800 M. The Fequirement of roof sheeting for the shed was 37,100 sqm and for the wall sheeting was 17,563 sq. m. In addition 3250 sq.m of puff panel were to be provided. The roof and wall sheet involved two types of sheeting — 0.6 mm Galvalume sheet and 2 mm polycarbonate sheet. The requirement of Galvalume sheet was 48,653 sq.m. Thisinvolved about 34,050 5g. m of roof sheeting of Galvalume type. In such a large shed of such voluminous roof sheeting work at very large spans, arresting roof leakage was a very critical problem. The major areas of roof leakage are holes in the sheeting made for fastening sheets to purlins, side laps and end laps. If the holes and laps can be removed, the problem of leakage can be almost arrested 5.2, The contract was already in place and had provision for sheeting with fasteners-self driling screws, Considering the importance of the structure it was later proposed to have roof sheeting with minimum possible holes by screws pierced through sheeting and use sheets in the maximum possible lengths to avoid end laps to the maximum possible extent. 5.3, Inview ofthe above facts and circumstances, a detailed study was conducted for the various solutions of roof sheeting available in the market with the reputed manufacturers and vendors. The altematives available were: (i) Cliptock system of Mis Tata Bluescope (ii) Standing seam system of M/s Lloyd Inthe clip lock system, sheets are profiled at site in the required length and press fitted over the clips which are fixed with the purlins. A suitable clip-lock system available was KLIP-LOK 700 which has high rib height of 43 mm and is suitable for sheds of large height ‘of say over 10 Meter. Klip-Lok700 is a concealed fixed cladding system of Mis. Tata Blue scope. (Ref to figure 5.3 above). They conducted a study for Electric Locomotive factory at Dankuni and submitted their report which stated that there was an involvement of additional cost of about 22% in case of Klip-lock 700 system compared to the normal pierced roofing system. However, the exact extra cost was assessed as 26.2%. ‘The extra costis on account of following: 8) Increase in requirement of sheet (about 9%) b) Use of KL700 Clips ©) Mobile roll forming charges ) Additional installation charges for necessary pulling assembly for lifting 36 M long sheets. ‘This would include extra manpower requirement and fabrication of mechanical pulley assembly toliftthe long sheets Another alternative available was standing ‘seam system in which the sheets are profiled at site asIndian Railway Tecnical Bulletin per the length required and are fixed to the purlins through GI concealed clips which are fixed beforehandto the purlins. A seeming (Mechanical Zipping) machine is used for zipping together the two adjacent sheets for a puncture-less roof sheet. One such suitable Standing Seam System is Lloyd's Standing Seam Profile, Adetailed study was conducted for Electric Locomotive factory at Dankuni by Mis. Lloyd who had determined that extra cost involved in the standing seam system compared to the normal pierced roofing system would comes out to be 30.1% due to following extra works: 2) Increase in requirement of sheet(about 10%) b) Use of hidden clips ©) Seaming cost d) Mobile rollforming charges The sheet requirement increases in non- pierced roofing system due to decrease in effective covered width for the given width of sheet even though the end laps are removed. A big problem with these systems is that the polycarbonate sheet can't be fixed by seaming or clip lock with the Galvalume sheets and hence the skylight arrangement through polycarbonate sheets can't be provided. This problem can be solved to some extent by providing transparent polycarbonate sheets in the walling. Also now-a-days solar tubes are available which can be used to bring light wherever required from the rooftop, 6 FIXED ORADJUSTABLE LOUVERS These are often provided in the wall sheeting for ventilation purposes. These are basically openings in the wall covered with a sloping sheet and cantilevered out from the columns for protection against rain and sun ut are designed to allow entry of air and sunlight. Typical louver arrangements of fixed and moveable types are shown in figures 6 and 7 below. The sheeting and the louvers are designed against wind pressure acting on the sides of the building. Fig: 6 Fixed Louvers tok 4 August 2016 7, TURBOVENTS Light weight wind driven turbine based roof vents, commonly called turbo vents are very common sight these days. These are manufactured from rust resistant Aluminium alloy ( such as conforming to Australian standard AS 2428.1-1993) and are suitable for wind speed upto 200 km/hr). The light weight roof vent structure also assists in producing a low starting torque to initiate the ventilation function. The bearing system is ‘sealed, pre-packed, double row ball bearings type and is. maintenance free. The throat diameter of the ventilation is ‘commonly 500 mm to 600mm and the base plate is also made of Aluminium alloy. The outer finish of the ventillatorsis metal alloy coated Steel sheet. The roof vents are warranted generally fora period of 10 years. Turepvent Fig: 8 8. CONCLUSION From the above discussion, it can be concluded that for important structures of large roof areas, non- pierced roof sheeting, though costly intially compared to through fastened roof sheeting initially, is most likely to be economical in long run due to freedom from leakage and consequent less requirement of maintenance. For tall and large sheds, where roof is difficult to access, this factor is more important as maintenance is very difficult and also liable to cause further damage to sheeting by movement of personnel. Further, the use of transparent polycarbonate sheets in walling and solar tubes help in entrance of sunlight, and louvers and turbovents help in ventilation 9, REFERENCES 4. Harsimran Singh: Engineer's handbook for implementation of Industrial Projects, Frontpage, Kolkata, 2015 2. Subramanian: Design of Stee! Structures, 13th Impression, Oxford University Press, New Delhi,2013OPTIMIZATION OF AIR SUSPENSION BY USING PARAMETRIC SIMULATION ON NUCARS (VEHICLE DYNAMICS ANALYSIS SOFTWARE) e & Indrajit Singh Mohd. Saquib Executive Director (Carriage) Director/VDG(Carriage) RDSO, Lucknow-226011 RDSO, Lucknow-226011 kd fe Sital Singh Sanjay Kumar SSE/VDGICarriage SSREIVDGICamiage RDSO, Lucknow-226011 — RDSO, Lucknow-226011 ‘areier erga rand Fat GH 2000 BH aTRoT A sa tat we Tw fe Ay a ea ea Pat aT Se sa ara armed area eee SrA Ba A et Fey ae Ha eT a Ta ara Vast $ q aas A ae A Gea FT AS waa tae OR A wal a GTA TS Palas BT ‘eer sree Ta att A Par TT, EY a Pes BY rer eo eat STA TS ATR Fa pater et eft Rod aren ater er we A GES Ua ema a eT PRUE MET ht PH Tt gee rah ay Hara ee wr ae whe, aor er AT BT TE arg PHT wT HT sate go oi Fr ae arg Rewer eo ota wang Tare wea kad aS A Gara Rear fs er cer are ary Prorat sift ahs Rear Pow are at PS Powe ath ener Gafoora ya Ue ea we SP} are IR BY ET A ere TU ABSA aie eT MAT A TT ore: eT ary ProvarT A Ph efarer ea ef ero & orgie rat ar a STP fey Ragas Feel Bet a Pree aT saa i Rs str rah Pea Hr Pe aT Abstract: LHB coaches were introduced on Indian Railways in coaches being put in high end customer services like Rajdhanis' and shatabdi was taken to proliferate this technology across the spectrum of commercial services offered by IR. Unreserved passenger coaches were also developed with the suspension originally Used in chair car coaches but the suspension system was not enough to sustain the loads put on it, There were cases of bending and breakage of vertical bump stops in LHE (LS) coaches being reported by Railways, Since the LS coaches have to cater to extreme loading conditions, the only solution to this roblem appear to explore ait suspension system which provides load proportionate Stiffness and the constant ride height across the secondary suspension. Railway Board vide letter no. 2007/M(C)/137/7 Voll) suggested RDSO to expedite the development of high capacity air spring to sustain worst condition of overload being reported in LS coaches fitted with FIAT type bogies and to build adequate margin of safety. Therefore itwas de simulation study to arrive at the estimated values of the capacity of the air suspen vertical and lateral characteristics to be used with such a high pay load for the above type of coaches. INTRODUCTION ‘There were cases of bending and breakage of LHB coaches were introduced on Indian Railways in the early 2000 with these coaches being put in high end customer services like Rajdhanis' and shatabdis’. An initiative was taken to proliferate this technology across the spectrum of commercial services offered by IR. In the quest to achieve this objective different types of coaches were designed. Unreserved passenger coaches were also developed with the suspension originally used in chair car coaches. This essentially meant that the coaches shall be run with the load being equal to the designed capacity. This was, however, not be the case with unreserved coaches and the suspension system was not enough to sustain the loads put on it. vertical bump stops in LHB (LS) coaches being reported by Railways. It was clear that existing LHB chair car suspension was not able to take the passengers load in the GS coaches. The issue was referred to RDSO and RDSO has done extensive study on existing coil spring design of secondary suspension to overcome this problem. These studies include provision of 36 mm, shims below rubber springs in secondary suspension, use of LHB GS SG suspension as being used in Shalimar express coaches and using the above suspension with 36 mm shims below rubber spring in secondary suspension. Further one more design was evolved by redesigning the inner spring of secondary suspension but even with this suspension it could cater toa maximum pay load of 20.6 twithout bio toilet or 18.5, twith bio toilet.Indian Railway Tecnical Bulletin None of the above solutions could provide long term solution to cater o the high pay load of LS coaches. Allthe features of the existing suspension had already been exploited by providing extra shims and no further maximization of stiffness with the present design could be done. Since the LS coaches have to cater to extreme loading conditions, the only solution to this problem appear to explore air suspension system which provides load proportionate stiffness and the constant ride heightacross the secondary suspension. Railway Board vide letter no. 2007/M(C)/137/7 \Vol()) suggested RDSO to expedite the development of high capacity air spring to sustain worst condition of overload being reported in LS coaches fitted with FIAT type bogies and to build adequate margin of safety. LS coaches have tare weight of 38 t, longer length of LHB coaches make it vulnerable to overloading beyond 300 Passengers. Addition of bio toilets increased the tare weight by approx. 2t which makes the condition even ‘worse with less pay load. Therefore it was decided to do a simulation sludy to arrive at the estimated values of the capacity of the air suspension and vertical and lateral characteristics to be used with such a high pay load for the above type of coaches. 2 OBJECTIVE The objective of this study is to arrive at the estimated values of the capacity of air suspension to be used in secondary suspension of LS coaches. The air suspension characteristics best suited for the LS coaches in terms of vertical and lateral suspension characteristics has to be studied with the help of vehicle dynamics analysis software. Vehicle Dynamics Analysis Software 'NUCARS' is used for conducting this study. On the basis of this analysis an effort is made to find out and suggest the optimum suspension characteristics of air suspension, The parameters that shall be monitored for assessing the comparative behaviour with various characteristics are mainly the vertical and lateral ride index. The simulation study has been done on straight August 2016 and 2 degree curve track of main line maintained to other than C&M 1 Vol standard and Rajdhani standard track maintained to C&M 1Vol 3. SIMULATION METHODOLOGY 3.1 Developmentof the Vehicle Model The first stage in setting up a computer modelis to prepare a set of mathematical equations that represents the vehicle dynamics. These are called the equations of motion and can be prepared automatically by the NUCARS software through a user interface requiring the vehicle parameters to be described by entering a set of coordinates depicting all the important aspects of the suspension. The amount of detail used to prepare the model will vary according to the type of suspension and the required ‘outcome of the modeling. Vehicle related inputs viz. mass and moment of inertia of heavy bodies with primary and secondary suspension characteristics under tare and gross load conditions were calculated to develop the computer model of the vehicle. Space co- ordinates of all connections between heavy bodies were clearly defined with respect to a point located at middle of track on the front axle at railiwheel contact level. The non linear suspension characteristics are defined as a Piecewise linear curve in the form of ordinate and abscissa These are some of the dominant properties as regards to the vehicle related inputs which are given as a system file in a proper manner and compatible format. 3.2 Wheel Rail Contact Geometry The railwheel contact geometry file has been generated by using NUCARS tool CFIT/ WRCON wheel /Rall input Generator with worn wheel profile conforming to SK-91146 and standard 52 kg Rail profile of Broad Gauge (BG) of Indian Railway, which is used in conducting the simulation studies. (Wines Oe dy Sell EY Ewa C2) 3.3 TrackInputs Measured mainline track of KATNI-BINA section of Indian Railway with normal track perturbation with Super elevation of 75 mm. and Rajdhani standard track of NEW DELHI-MATHURA section has been used to generate track (.TRK) file, The track files that have been used for conducting simulation studies give a fairly good representation of the actual track.Optimization of Air Suspension by using Parametric Simulation on NUCARS (Vehicle Dynamics Analysis Software) MAIN LINE CURVE TRACK babe et STRAIGHT TRACK-RAJDHANI STANDARD 2 CURVE TRACK - RAJDHANI STANDARD. 4 SALIENT DESIGN FEATURES OF STANDARD LHB CHAIR CAR The FIAT bogie is a welded Y-trame type bogie, Main features of the bogie are primary suspension with articulated arms and coil springs, secondary suspension of coil springs with flexibility in transverse direction and rubber pads on top and bottom of the suspension. The articulated arms at the primary suspension provided by control arm render this bogie to be optimized for longitudinal and transverse flexibility of the axles independently. Anti roll bar has been provided to control the excessive roll of the car body with vertical, lateral and secondary yaw dampers for a smooth riding, Each axle is fitted with two disc brakes of 640 mm diameter. Less wheel base as compared to ICF bogies improves its ability to negotiate curves. The details of the coach used for this simulation study are given below. PARAMETER UNIT ‘VALUES ‘Gross weight Kg 64900 Tare Weight Kg 40900 Bogie weight Kg Bal ‘Un sprung weight per | Kg 3100 bogie Car body weight (tare) _| Kg 29478 ‘Car body weight (gross) | Kg 53478 Bogie Center Distance _[ mm: 714900 Length of coach mm) 22700 ‘over head stock ‘Length over Body mm) 23540 Length of coach mm) 24000 ‘over center buffer couplers Width of coach overall__[ mm: 3240 Height of coach fromRI/L| mm 4039 CG. from RL. undertare| mm 1576 C.G from RL. under | mm’ 1671 gross ‘Axle Load T 16.25 ‘Axle guidance = Flexible Primary Vertical Damper | 425 kg/10cmisec ‘Secondary Vertical 350 kg/20emisec Damper ‘Secondary Lateral ‘800 kg/30em/sec Damper ‘Secondary Yaw Damper | 1100 kg/t0om/sec 2560 mm Lateral distance of 2240 mm Primary Springs Distance between 12340 mm two inner axles ‘Wheel Diameter 915mm (New) ‘Wheel Diameter 845 mm (condemning) Height of CBC from 7105 mm Rail level