R.D.S.

O
MANAK NAGAR , LUCKNOW

Research Designs & Standards Organisation

Ministry Of INDIAN RAILWAYS
A Unit Of GOVERNMENT OF INDIA

Submitted By : Submitted To :
Rishish Shukla Rishi Kumar Prajapati
B.Tech-M.E.-3rd Year/5th Sem Assistant Professor
Roll No. 65 Deptt. Of Meachnical Engg.
 ACKNOWLEDGEMENT
Prima facie, I am grateful to the God for the good health and wellbeing that were necessary to complete this report.

I am extremely grateful to Shri. Rajesh Agarwal , without his consideration I would not have accomplished this summer-training.

I am also grateful to E.D Testing Shri. Hamid Akhtar and DT/LABs Shri. Vaibhav Singh at R.D.S.O, Lucknow. I am extremely thankful and indebted to both of them for
sharing expertise, and sincere and valuable guidance and encouragement extended to me and my colleagues

I wish to express my sincere thanks to Mr. Sanjeev Lambha , Head of the Mechanical Engineering Department, for providing me with all the necessary facilities to
accomplish the project & training.

I place on record, my sincere thank you to Dr. Sunil Panwar,Dean of the Faculty, for the continuous encouragement.

We wish to express gratitude to Mr. Rishi Kumar Prajapati who guided us & supported us towards the accomplishment of the project.
 INTRODUCTION
Railways were introduced in India in 1853 and as their development progressed through to the twentieth century, several company managed systems grew up.To enforce
standardisation and co-ordination amongst various railway systems,the Indian Railway Conference Association(IRCA) was set up in 1903, followed by the Central Standards Office
(CSO) in 1930, for preparation of designs, standards and specifications.

However, till independence, most of the designs and manufacture of railway equipments was entrusted to foreign consultants. With Independence and the resultant phenomenal
increase in country’s industrial and economic activity,which increased the demand of rail transportation - a new organisation called Railway Testing and Research Centre (RTRC)
was setup in 1952 at Lucknow, for testing and conducting applied research for development of railway rolling stock, permanent way etc.

Central Standards Office (CSO) and the Railway Testing and Research Centre (RTRC) were integrated into a single unit named Research Designs and Standards Organisation
(RDSO) in 1957, under Ministry of Railways at Lucknow.

The status of RDSO has been changed from an ’Attached Office’ to ’Zonal Railway’ since 01.01.2003.
 FUNCTIONS
RDSO is the sole R&D organisation of Indian Railways and functions as the technical advisor to Railway Board Zonal Railways and Production Units and performs the following
important functions:

Development of new and improved designs.

Development,adoption, absorption of new technology for use on Indian Railways.

Development of standards for materials and products specially needed by Indian Railways.

Technical Investigation, statutory clearances, testing and providing consultancy services.

Inspection of critical and safety items of rolling stock,locomotives,signalling & telecommunication equipment and track components.

RDSO multifarious activities have also attracted attention of railway and non-railway organisations in India and abroad.
 ORGANISATION
RDSO is headed by a Director General. The Director General is assisted by Additional Director General, Sr. Executive Directors and Executive Directors, heading different directorates. RDSO
has various directorates for smooth functioning:

Bridges & Structures Carriage

Defense Research Electrical Logo
EMU & Power Supply Engine Development
Finance & Accounts Geo-technical Engineering
Quality Assurance Metallurgical & Chemical
Motive Power Psycho-technical
Research Signal
Telecommunication Track
Testing Track Machines & Monitoring
Track Installation Traffic
Wagon
Quality Policy :
To develop safe, modern and cost effective Railway technology complying with Statutory and Regulatory requirements, through excellence in Research, Designs and Standards and Continual
improvements in Quality Management System to cater to growing demand of passenger and freight traffic on the railways.

Quality Assurace :
The quality assurance function in respect of vendor approval and purchase inspection of these items including publication of vendor directories was being looked after by individual technical
directorates of RDSO along with their normal functions of research, development and standardization.
To impart greater thrust to quality assurance, Railway Board has approved the creation of a separate Quality Assurance Organisation at RDSO in Sept. 2002 for Technical disciplines i.e. Mechanical
Engg. Including M&C, Civil Engg. ,S&T & Electrical Engg. Each headed by Executive Director under the overall charge of an HAG officer. With the creation of this Quality Assurance Organisation,
focused attention and close monitoring of vendor approval and purchase inspection activities is being given.

Governing Council :
Governing Council comprises of Chairman, Railway Board as Chairman and Financial Commissioner, Member Engineering, Member Mechanical, Member Staff, Member Electrical, Member Traffic,
Addl. Member (Plg)/ Railway Board and Director General, RDSO as its members. The functions of Governing Council are:
• To identify and approve the R&D projects for technology development on Indian Railways.
• To review the progress of projects.
• To determine the quantum of direct investment in technology development within the overall allocation of funds under the plan head ’Railway Research’.
• To give direction for improving the working of RDSO.
 AIR BRAKE LAB

Braking System : In the air brake system, a lot of developments have taken place such as bogie mounted Air brake system, Twin pipe air brake system, Automatic load sensing device etc. As a result,
the maintenance and requirements have changed considerably.
Recently, Bogie mounted Brake System (BMBS) has also been introduced for freight stock.

Classification Of Air Brake System : On the basis of type of release, air brake system is classified as :

Direct release Air brake system.

Graduated release air brake system.

Both Direct & Graduated release available in two forms :

Single pipe &

Twin Pipe
 Expertise Of Air Brake Lab :
• Freight train up to 132 ‘BOXN’ wagons with single or twin pipe.
• Passenger train up to 30 coaches with twin pipe and 30 coaches with E.P. assist brake system.
• Effects of changes in design of loco brake system.
• Freight & passenger trains with multiple loco operations.
• Optimum location of locos in long freight train.
• Effects of changes in distributor valve of freight & passenger trains
• Train parting & indication to driver.
• Effects of leakage rates on release of brakes.
• Effects of over charge feature on train operation.
• Optimum compressor & reservoir capacity for various train lengths.
• Performance testing of distributor valves.
• Performance testing of vigilance control device.
• Performance testing of all type of compressor fitted in diesel locos, electric locos, EMU and DEMU.
• Performance testing of Air Dryer.

Facilities Available :

• Twin pipe & single pipe air brake equipment for 132 BOXNB wagons with Data Acquisition System.
• Passenger train up to 30 coaches with twin pipe and 30 coaches with E.P. assist brake system with Data Acquisition System.
• 7 compressors with total capacity of 16000 litres per minute.
• Fully automatic computerized distributor valve test rig.
• Vigilance control device test rig.
• EMD loco brake system simulator for CCB 1.5.
• Compressor test rig & Air dryer test rig.
• DV test rig and DV endurance test rig.
 SINGLE PIPE BRAKING SYSTEM
Some of the Air Brake goods stock on IR is fitted with single pipe graduated release air brake system. In single pipe, brake pipes of all wagons are connected. Also all the cut off angle cocks are kept open
except the front cut off angle cocks of BP of leading loco and rear end cut off angle cock of BP of last vehicle. Isolating cocks on all wagons are also kept in open condition. Auxiliary reservoir is charged
through distributor valve at 5.0 kg/cm2.

Charging Stage : During this stage, brake pipe is charged to 5kg/cm2 pressure which in turn charges control reservoir and auxiliary reservoir to 5 kg/cm2 pressure via distributor valve. At this stage, brake
cylinder gets vented to atmosphere through passage in Distributor valve.

Application Stage : For application of brakes, the pressure in brake pipe has to be dropped. This is done by venting air from driver’s brake valve. Reduction in brake pipe pressure positions the distributor
valve in such a way that the control reservoir gets disconnected from brake pipe and auxiliary reservoir gets connected to brake cylinder. This results in increase in air pressure in brake cylinder resulting in
application of brakes. The magnitude of braking force is proportional to reduction in brake pipe pressure.

Note: Brake Application takes places when Brake pipe pressure is dropped by Intentional or Accidental.
 TWIN PIPE BRAKING SYSTEM
Some of the Air Brake goods stock is fitted with Twin pipe graduated release air brake system. In Twin pipe, brake pipes and feed pipes of all wagons are connected. Also all the cut off angle cocks are kept open
except the front cut off angle cocks of BP/ FP of leading loco and rear end cut off angle cock of BP and FP of last vehicle. Isolating cocks on all wagons are also kept in open condition. Auxiliary reservoir is
charged to 6.0 Kg/CM2 through the feed pipe.

Charging Stage : During this stage, brake pipe is charged to 5 kg/cm2 pressure and feed pipe is charged to 6 kg/cm2 pressure which in turn charges control reservoir and auxiliary reservoir to 6 kg/cm2
pressure. At this stage, brake cylinder gets vented to atmosphere through passage in Distributor valve.

Application Stage : For application of brakes, the pressure in brake pipe has to be dropped. This is done by venting air from driver’s brake valve. Reduction in brake pipe pressure positions the distributor
valve in such a way that the control reservoir gets disconnected from brake pipe and auxiliary reservoir gets connected to brake cylinder. This results in increase in air pressure in brake cylinder resulting in
application of brakes. The magnitude of braking force is proportional to reduction in brake pipe pressure.
Note: Brake Application takes places when Brake pipe pressure is dropped by Intentional or Accidental.

Release Stage : For releasing brakes, the brake pipe is again charged to 5 kg/cm2 pressure by compressor through driver’s brake valve. This action positions distributor valve in such a way that auxiliary
reservoir gets isolated from brake cylinder and brake cylinder is vented to atmosphere through distributor valve and thus brakes are released.
 BRAKE & DYNAMOMETER LAB

The dynamometer is extensively used for Type Tests and Performance Audit Tests of composition brake blocks and disc brake pads. Parameters commonly determined are Coefficient of friction,
Wear rate, Temperature rise in brake block and wheel as per UIC standards. The effect of sustained down gradients and consequent application of brakes constantly over a period of long time is
also studied.

The laboratory is equipped with a gyrating mass brake dynamometer supplied by M/s MAN of Germany, and is capable of testing up to a speed of 250 kmph under simulated condition of Axle
Load up to 25t, Brake Torque of 4800 kg.-M and Brake Force of maximum 6000kg in Wet, Dry And Drag conditions, with Continuous Digital Recording and Analysis of data.

A new Brake Dynamometer procured from M/s SCHENCK PEGASUS GmbH, Germany has been installed and commissioned in Sept. 2005. This new machine is capable of testing up to a speed
of 300 kmph on 1000mm diameter wheel and can simulate an Axle Load in range of 8 to 30 tonnes, electrically inertia simulation in range of 200 to 6000 kg/rn2 and brake force of 6OKN. This
new machine has a provision of two workstations and testing of disk brakes also. The whole machine is equipped with digital controls and digital recording and analysis of data.
Bedding : The brake blocks are fixed on the dynamometer for bedding to achieve about 80% of the block contact area. This exercise is necessary to have a uniform distribution of brake blocks
force over the full brake block area during the tests. Bedding of the brake block is done at a speed of 60 km/h and with a brake block force of 1500 kg. During bedding a wheel temperature of 20 to
60 deg. C is maintained. After the contact area of the brake block is bedded to about 80%, tests are started under dry condition.

Dry Test : Brake blocks are tested under dry condition at speeds of 20 to 140km/h with an increment of 20 km/h with a brake block force as per test scheme. Three applications are made at each
speed. The wheel temperature of 60 to 120 deg. C Is maintained, as far as possible before each brake application. After switching on the system, the DC motor is first run at slow speed. The motor
is then accelerated to the desired rpm, corresponding to the required speed. The motor rpm is kept slightly higher than the required braking speed. After attainment of the slightly higher rpm,
motor is switched off and brakes are applied at corresponding speed with the help of brake-on switch provided on the control desk. Blower fan, at a speed of 750 rpm, is normally kept running
during the tests. Various parameters e.g. braking speed, braking time, run out revolution, brake energy and mean coefficient of friction, are recorded on the data acquisition system. Iron-CO
thermocouples are embedded on the brake blocks to monitor the brake block temperature.

Wheel temperature is, however, measured with a highly sensitive contact less sensor mounted almost at the top of wheel tread, close to the rubbing surface. This temperature is digitally displayed.
At the end of the test the brake blocks are inspected for crack, chipping, flaking, hot spot and metallic inclusion. Wheel is checked for any abnormality. Brake blocks are weighed for wear, before
and at the end of each brake block force applied, during the dry-test.
Wet Test : After completion of dry tests, wet tests are conducted on the same set of brake blocks at the same speed and brake forces as dry tests. Continuous flow of water at the rate of 14 liters
per hour is allowed to fall on the top of the wheel through small nozzles of 1 mm diameter during wet test. It simulates the rainy season conditions.
During wet tests, blowers are not used, to avoid water falling on the top of the wheel, from flying away. Acceleration, running and braking at desired force and wheel temperature are done in the
same manner as the dry tests. Brake blocks are weighed for wear, before and at the end of each brake block force, during the wet tests. After completing the wet tests, inspection of both wheel and
brake blocks is done for any abnormality. After dry and wet tests on the brake blocks are over, all the samples are subjected to the most severe type of braking, simulating the controlling of the
train on the ‘ghat’ section by application of brakes repeatedly.

Drag Test : The brakes are kept applied on the wheel for 20 minutes without switching off the motor at a constant speed of 60 km/h. During drag tests, torque equivalent of about 45 BHP is
maintained. For maintaining constant torque, the brake force on the brake block is kept on changing. The temperature of the wheel and brake block is recorded at every 100 seconds. At the end of
20 minutes, maximum temperatures attained by the wheel and brake blocks are recorded. In case of brake blocks catching fire, or any abnormality observation course of testing, further drag testing is
stopped. Immediately after the test, motor is shut off and brake block force is increased to a Level specified in the test scheme and brakes are applied and various brake characteristics are studied.
During drag tests, phenomena like emission of smoke and spark, formation of red band and flaming etc. are recorded. At the end of the test, inspection of the wheel and brake block is done to see
any abnormality on the wheel and brake blocks.
 FATIGUE TESTING LAB
This laboratory is actively engaged in Fatigue Testing and structural strength analysis of bogie frames and other rolling stock components and endurance testing of rubber components like Elastomeric
pads, side bearer pads, hydraulic shock absorbers, bridge stringers etc. The laboratory is equipped with:

• Four load actuators of ± 250KN load capacity and upto±5Omm stroke.

• Two load actuators of ± 1 OOKN load capacity and upto±5Omm stroke. (These actuators are supplied by M/s Instron, UK and are equipped with a Windows based Digital Test Control, Data
Acquisition and Analysis System).
• Universal Spring Testing Machine with a Reaction Frame of ±35t actuator, up to ±125mm stroke.
• Frame Mounted Shock Absorber Testing Machine, with ± 5OKN load capacity and ± 150mm stroke Hydraulic Actuator.

500T Universal Spring/Structure Fatigue Testing System

With the growing freight demand of the country, it has become necessary for Indian Railways to launch High Axle load wagons to haul more capacity of Payload. Towards the processes of development
of High axle load wagons Indian Railway has signed a MOU with TTCI/AARJUSA for transfer of technology of design and development of high axle load wagons and its testing facility in Indian
Railways.

Purchase order for procurement of 500T capacity Universal Spring/Structure fatigue Testing System has been placed on M/s Moog Singapore Pte. Ltd. Singapore against Railway Board sanctioned works
programme 2008-09.
Expertise Of Fatigue Lab :

• Structural strength of Bogie frames, Bolster & Brake beam of rolling stock
• Fatigue test of FRP sleepers for track by simulating service loads.
• Endurance test of sand-witch rubber components.
• Endurance test and damping characteristics of shock absorber.
•
Facilities available in Fatigue Lab :

• Two dynamic actuators of 150 ton capacity and two dynamic actuators of 25 ton capacity of +125 mm stroke.
• Four static actuators of 75 ton capacity of 300 mm stroke.\
• 500 ton reaction frame
• Two dynamic actuators of 10 ton capacity of +50 mm stroke
• Four dynamic actuators of +25 ton capacity of +50mm stroke.
• 30 ton and 50 ton capacity reaction frame
• Frame Mounted Shock Absorber Testing Machine, with + 50KN load capacity and + 150mm stroke Hydraulic Actuator
• 96 channels on line stress measuring system

The fatigue process consists of three stages, which are.

1. Initial crack propagation.

2. Progressive growth of crack across the part.
3. Final sudden fracture of remaining cross section area.
 MEASURING WHEEL LAB {TECHNICAL CELL}

Correct assessment of forces acting at the rail- wheel contact point is necessary for determining the stability of rolling stock. ROSO at present is using load cells, fitted inside the axle box for
finding the lateral forces. A measuring wheel will be able to measure vertical and lateral forces at the rail-wheel level and will determine the lateral/vertical force ratio, (derailment co-efficient). It
will also calculate maximum of the total rail level lateral load batch-sampled every 2m distance travelled by the vehicle and maximum of the rail level lateral load/vertical load over time intervals of
1/20 seconds, which are important parameters to be considered during oscillation trials.

As a part of Technology Mission for Railway Safety (TMRS) “Measuring wheel dynamic calibration Rolling Rig is being developed under technical collaboration with IIT/Kanpur. Under this
mission, procurement of three measuring wheels, (1 each for wagon, coach and locomotive) is in progress. The project also envisages installation of Dynamic calibration rig, which will be utilized
for calibrating the developed & imported instrumented wheel.
 DERAILMENT

Derailment of rolling stock is defined as a wheel or set of wheels leaving their due place from the rail top surface. A derailment may be minor or major in nature i.e. just one empty wagon
may derail near a station limit not affecting traffic considerably or a good number of loaded wagons may derail, capsize and foul other lines thus obstructing traffic even on other lines.

It may even lead to a collision if there is insufficient time gap between the derailment occurring and movement of other trains on other obstructed lines. There may be loss of human life if a
passenger train coming from opposite direction collides with the derailed stock obstructing the other line. When a derailment occurs approaching a bridge, the results are likely to be disastrous
as evidenced in many cases in the past.

Derailments are therefore serious occurrences and may also cause loss of human life besides loss of Railway property. They also result in heavy interruption to through traffic of trains leading
to substantial loss of railway revenue. Therefore all efforts should be made to avoid derailments.
THANKS FOR
WATCHING