| To achieve an extra mile and jacketing the manufacturing ecosystem, Team EM reached out to Sudhanshu Mani, Creator of India’s first semihigh speed train set Train-18/ Vande Bharat Express for an exclusive interview. This interview articulates the manufacturing and technological excellence that went into the Making of Vande Bharat Express.
Can you walk us through the manufacturing ecosystem that went into making the Vande Bharat Express trains?
40% of the train is entirely manufactured in the Integral Coach Factory (ICF), and rest in associated industries. The assembly of all components is done inside the factory, most of which come from the industry. So, India has developed a well-established ecosystem for making modern trains. For example, the propulsion system, brake system, toilet module, seats, panelling, furnishing, and couplers are all provided by Indian industries. There were only a few components that were imported. Overall, the use of lighter materials or composite materials with the concept of keeping them within the weight limit was specifically used.
Can you brief us on the technological advancements that went into the making of the Vande Bharat Express or Train 18 semi-high-speed train?
There are four aspects of technological advancements – first is the concept, followed by the design and engineering, the third aspect is the manufacturing, and concludes with validation and testing. The concept is developed first using computer tools, where we have the basic framework on which we work. What we want to build, the type of train we want to build, its maximum speed, how many coaches we want to build, the configuration, the ride index, and the bogies the coaches will ride on—all of these concepts are first developed using computer tools. The next step is designing. For design, we use 3D software, as there is no manual designing. Large parts of equipment and components are outsourced from various Indian industries; therefore these industries also develop their own 3D models to make the components and equipment. These components and equipments are then bought on the shop floor, and everything is assembled together to evaluate the final design of the train. From the final 3D model, the 2D drawings or the manufacturing drawings are developed, which are then transported physically and virtually to the shop floor.
Then comes manufacturing, which is divided into two parts in ICF. One is the shell, which is the body, and it involves a huge number of series of fixtures on which the train in making moves, and it goes through modern and robotic welding in the final assembly and some measurement tools, for example, the spot welding machines. So, spot welding is operated automatically once it has been placed on the fixture through robotic arms. Then, when the shell is ready, it is moved to the furnishing part, where the job is more on the manual side. Therefore, the components come from the industries, and they have to be picked up and placed in the coach. This process is done on the assembly line.
Lastly, we come to testing and validation. The testing is totally computerised. Inside the ICF, we can see the entire function of the train as we move it on the test line, and later it is tested on the track through a computerised testing facility that The Research Designs & Standards Organisation (RDSO) has. The RDSO ascertains the ride index and the lateral forces on the tracks, which then go into determining the road worthiness of the train. Based on this data, the sanction is applied for from the Commission of Railway Safety which gives the go-ahead for the train to be operated commercially. Artificial Intelligence is used in the maintenance part. In addition, the Industry 4.0 standards, which are used by the industry to some extent, are only limitedly used by ICF.
How do you think the Vande Bharat train is different from other express trains in India when it comes to technology, manufacturing excellence, and design? What kind of manufacturing breakthrough has been implemented to make this train a success?
A conventional train is made up of coaches and a locomotive, along with an engine in common parlance, at one end or either end, which requires to be attached and detached as per requirement, say at stations for reversal or at destination for maintenance. A train set is a train of permanently coupled coaches such that all the equipment for powering or train braking, for train lighting, and for train air conditioning, i.e. all equipment is mounted under the train chassis itself, and there are no locomotives. Train 18/Vande Bharat Express is a train set that has many advantages over a conventional train. It affords higher speed with faster acceleration and deceleration as power equipment is packed all over the train and not limited to a locomotive. It offers better maintainability because the entire train is maintained as one unit, unlike a conventional train, which is broken into locomotives and coaches that are maintained in separate depots. It requires no reversal at the destination, which saves precious time at terminals.
It is more spacious for passenger comfort, as the entire onboard space from one cabin to another is totally available for passenger amenities. It is provided with wide gangways between coaches, unlike the rickety vestibule we have in our trains; one can move from one cab to another over the entire length of a modern train set with ease.
A conventional train has additional coaches with generator sets called power cars, for supplying electricity to hotel loads, train lighting, ventilation, air conditioning, and other auxiliary demands, whereas a train set has all the equipment placed under the board. Since the number of individual rolling stocks per train set for the same number of passengers is significantly less due to the elimination of locomotives and power cars, it is more energy efficient. With the absence of locomotives and power cars, all the coaches of the train, have more or less the same uniform look, lending it a very aesthetically pleasing appearance.
A clear benefit of a train set is operating flexibility and cutting down on travel time. The trend worldwide for the last 25–30 years has been to totally switch over to such trains and discard the conventional trains. All countries with advanced or large railways systems, e.g., Europe, particularly Western Europe, and Japan, for nearly three decades, and even China, South Korea, and several middle-income countries for recent 15 years, have been deploying only train sets for medium and high-speed services, either with two power units at the end or with distributed power all over the train.
It makes great sense in India to introduce such modern trains as India has the heaviest passenger railway network in the world. It would not only make trains more punctual but also help run more trains. Overwhelming patronage of train travel in India calls for great stress on punctuality, and since the network is saturated, it imposes an undue strain on operations. In this context, any rolling stock that reduces travel time would clearly meet a critical need. Train sets can offer great relief to our system, which is bursting at the seams due to the overexploitation of train handling capacity.
What factors were considered while designing the standards and specifications, right from making it an aerodynamic structure to reducing its weight? What were the simulation technologies used, and what were the challenges faced?
The concept of the train was designed for top speed, ride index, acceleration, and deceleration, and the configuration of the train in terms of seating capacities. Since the train runs above 130 kmph, apart from the ride index, a bogie was required that would accept traction motors. Every alternate coach is powered and every piece of equipment is under the board. Because air resistance plays a significant role at speeds above 130 kmph, aerodynamic structures are required.
We measured the performance technologies using specialised software, from bogie performance to aerodynamic performance, to either design it itself or, more likely, validate the design through the software and tweak it based on the simulation results. Hence, these techniques were used extensively for practically every part of the train that starts with the car body, where the stress test is carried out.
In addition, there were many other tests that were carried out. For example, for bogies, the riding test was carried out, and the aerodynamic performance was measured through a computational flow dynamic test. To measure the propulsion after performance, test were carried out entirely on the software pcakages for its suitability to propel the train. Thus, all these simulation technologies were used. The train was built with stainless steel and aluminum components.
With a boost in the semiconductor industry in India, how are they used to power this semi-highspeed train?
In the Vande Bharat Express, semiconductors are used extensively in power electronics, which are employed in propulsion system. To begin, a converter converts electricity into a form suitable for powering the traction motors. This is a large power electronics component of a train that uses semiconductors family devices. There are a large number of controls for this propulsion as well as other components like the brake system, door mechanism, train control, and management system for the entire train; all of these equipments use semiconductors electronic and digital interfaces.
As of now, a large number of chips are imported, and individual component manufacturers have to depend on importing semiconductors. It could have a domino effect in either direction, not only on trains but also on semiconductor-based products in India. It will boost the semiconductor manufacturing industry in India, which is growing through the PLI scheme.
According to reports, railways are stressing on the need to upgrade the OHE wires to 2x25kV so that the railways are ready not just to run more Vande Bharat trains, but also to make the future national transportation system ready for high-speed trains. What is the impact on energy consumption, and are railway tracks ready to handle such pressure?
This is more about higher capacity than speed. As the train gains speed, a higher capacity of current carrying in the OHE is required. But it will not bring in high speed. This is something that is necessary for going up from 160 kmph to 180 kmph. So, for 160 kmph, the track has been upgraded, which is necessary, but it will not usher in high speed as such.
On the existing track, we can go at the most, through upgrades, to 200 kmph. For really high-speed trains, it may take years, but we are working towards it. For anything above 200 kmph which is a true high speed, new and dedicated tracks have to be laid down, which is currently being done for the Mumbai Hyderabad project.
Where do you place the journey so far of Vande Bharat in the context of ‘Make in India’ and ‘Atmanirbhar Bharat’ schemes?
Even now, the brake system is imported, however, it does go under some value additions in India. Today, plug in door systems are imported. Seats were previously imported, but now we have them thanks to Indian manufacturing. However, wheels are still imported.
The ‘Make in India’ concept, according to me, is that the train should be overall designed, manufactured, assembled and tested in India. Semiconductors or any other small component that has come from abroad to make a part doesn’t necessarily mean that we are not sticking to the concept of ‘Make in India’. The local content can vary, but there is definitely a global supply chain behind everything. So, the components, which are now imported, should be made in India gradually as the number of trains increases. But I would say that yes, the trains are Made in India.
Do you recall any memorable moments in your journey so far? In terms of manufacturing potential, what are your upcoming plans in the coming years?
through upgrades, to 200 kmph. For really high-speed trains, it may take years, but we are working towards it. For anything above 200 kmph which is a true high speed, new and dedicated tracks have to be laid down, which is currently being done for the MumbaiHyderabad project. Where do you place the journey so far of Vande Bharat in the context of ‘Make in India’ and ‘Atmanirbhar Bharat’ schemes? Even now, the brake system is imported, however, it does go under some value additions in India. Today, plug in door systems are imported. Seats were previously imported, but now we have them thanks to Indian manufacturing. However, wheels are still imported. The ‘Make in India’ concept, according to me, is that the train should be overall designed, manufactured, assembled and tested in India. Semiconductors or any other small component that has come from abroad to make a part doesn’t necessarily mean that we are not sticking to the concept of ‘Make in India’. The local content can vary, but there is definitely a global supply chain behind everything. So, the components, which are now imported, should be made in India gradually as the number of trains increases. But I would say that yes, the trains are Made in India.
Do you recall any memorable moments in your journey so far? In terms of manufacturing potential, what are your upcoming plans in the coming years?
It obviously feels good and elevates each and everyone of the ICF team members. And it gives us great pride when the Prime Minister himself inaugurates these trains. He, and indeed the people of India, do see it as a symbol of a resurgent India. We just made a train, but it has achieved a symbolic status because of the commitment and sense of purpose shown by the ICF team.
One of the most memorable moments was the day the train was unveiled on October 2018 to a tumultuous welcome by the staff of ICF and their families, along with the media and general public. The disappointment was the negativity and venal machinations of certain people, which unnecessarily delayed the train, but since we are now in the ascendancy stage, there is no point in talking about this sordid past.
As for me, I will simply quote the words of the bard through Cressida in Troilus and Cressida, “Things won are done, joy’s soul lies in the doing.”
