RESEARCH DESIGN AND STANDARDS
ORGANIZATION
(RDSO )
INDUSTRIAL TRAINING REPORT
Submitted in partial fulfilment of award of
BACHELOR OF TECHNOLOGY
In
ELECTRONIC & COMMUNICATION ENGINEERING
By-
Biswajeet Bose
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ACKNOWLEDGEMENT
"An engineer with theoretical knowledge is not a complete engineer to
develop and apply engineering skill."
I express my sincere thanks and GRATITUDE to Mrs. Ranjana Dhawan,
Dy. Director Research/E.Lab. who has given privilege to undergo to this
industrial training at R.D.S.O., Lucknow.
I also want to give a lot of thanks to Er. Anand Prakash SSRE/E.Lab
(Project Incharge) for their creative guidance & valuable suggestions while
undergoing this training.
The help & co-operation extend by the staff of Electronics Lab is fully
acknowledgement words are not words are not enough to thanks for their help
& guidance.
Submitted by -
Biswajeet Bose
(B.Tech 3rd year,ECE.)
BBDNIIT,Lko.
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CONTENT
1. About RDSO…………………………………..4
2. TMRS…………………………………………….11
3. Transducers…………………………………..15
4. LVDT………………………………………………17
5. Accelerometer……………………………….19
6. OMS……………………………………………….20
7. Data Acquisition System………………….23
8. WILD………………………………………………28
9. Hot Axle and Hot Bar Detector………..31
10. TBMS…………………………………………….33
11. Optical Fibre Cable…………………………35
12. Standards………………………………………36
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About R.D.S.O
INTRODUCTION
Railways were introduced in India in 1853 and as their development
progressed through to the twentieth century, several company managed and
state-owned railway systems grew up. To enforce standardization 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 organization called
Railway Testing and Research Centre (RTRC) was setup in 1952 at Lucknow,
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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 Organization (RDSO) in 1957, under Ministry of Railways
at Lucknow.
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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
Defence Research
Electrical Loco
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
Traction Installation
Traffic
Wagon
All the directorates of RDSO except Defence Research are located at
Lucknow. Cells for Railway Production Units and industries, which look after
liaison, inspection and development work, are located at Bangalore,
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Bharatpur, Bhopal, Mumbai, Burnpur, Kolkata, Chittaranjan, Kapurthala,
Jhansi, Chennai, Sahibabad, Bhilai and New Delhi.
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.
FUNCTIONS
RDSO is the sole R&D organization 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,
signaling & telecommunication equipment and track components.
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RDSO’s multifarious activities have also attracted attention of
railway and non-railway organizations in India and abroad
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.
CENTRAL BOARD OF RAILWAY RESEARCH
Central Board of Railway Research (CBRR) consist of DG/RDSO as
Chairman, Addl. Member (Civil Engg.), Addl. Member (Mechanical Engg),
Addl. Member (Elect.), Addl. Member (Sig), Addl. Member (traffic),
Advisor(Finance), Executive Director (E&R), Executive Director
(Plg.)/Railway Board as members and Addl. Director General/RDSO as
member secretary. Non- Railways members of CBRR consist of eminent
scientists, technologists, engineers and senior executives of other research 8
organisations, academic institutions and industrial units related to railway
technology and materials. Functions of CBRR are:
To consider and recommend the program of research on Indian Railways.
To review the research program from time to time.
To ensure coordination and assistance from other research laboratories.
To review the ongoing projects from the technical angle.
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INFRASTRUCTURE
RDSO has a number of laboratories which are well equipped with research
and testing facilities for development, testing and design evaluation of various
railway related equipments and materials. Some of these are:
Air Brake Laboratory is equipped with facilities for simulating operation of
air brakes on freight trains up to 192 wagons and 3 locomotives as also for
simulation of passenger trains up to 30 coaches.
Brake Dynamometer Laboratory has facilities to develop and test brake
friction materials for locomotives, coaches and wagons. A unique facility in
India, this laboratory has also been used by R&D organizations of Ministry of
Defence like DMRL, DRDL and HAL for indigenization of brake pads for
defence aircraft.
B&S Laboratory has a 6mx14m heavy/testing floor on which full scale
models of beam (spans up to 10 m, slabs, columns, towers, shells and other
components made of concrete, steel, brick etc can be tested under static,
dynamic or pulsating loads. A high frequency ranging 250-700 cycles/min
pulsator for the application of a pulsating loads varying from 2 to 20 tonnes
and a maximum static load of 40 tonnes on heavy duty testing floor. The
Laboratory is equipped with analogue strain indicator, multi channel dynamic
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strain recording system, switching & balancing units, acoustic emission
equipment, data acquisition system etc. for recording various parameters.
Diesel Engine Development Laboratory has four test beds capable of testing
diesel engines from 100 to 6000 HP with fully computerized systems for
recording of over 128 test parameters at a time. This facility has already
enabled RDSO to develop technologies for improving fuel efficiency,
reliability and availability of diesel engines as well as to extract higher output
from existing diesel engines.
Fatigue Testing Laboratory for testing prototype locomotive and rolling
stock bogies, springs and other railway equipments subjected to stress and
fatigue so as to ascertain their expected life in service.
Geo-technical Engineering Laboratory is equipped with facilities for
determining strength parameters of soil in lab and field condition. The State-
of-art Sub-surface Interface Radar (SIR) system, Laser based soil particle
analyzer, and computerized consolidation test apparatus have been installed in
the lab. The lab also has computerized Static Triaxial Shear apparatus for
determining the strength of soil as well as the design of embankment.
Metallurgical & Chemical Laboratory is capable of destructive and non-
destructive testing of metals, polymers, composites, petroleum products and
paints for providing information to be used in design and also for monitoring
performance of materials in service.
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The M&C laboratory include Scanning Electron Microscope, Direct reading
spectrometer, Ultrasonic Flaw Detector and other non destructive examination
equipment, polymer and composite evaluation facilities, thermal analyzer,
corrosion engineering evaluation facilities including weather meter, static 760
hour AR test rig for grease testing. V2F dynamic test rig for grease testing,
lube oil filter evaluation rig Cetane rating machine & 50t machine for rubber
deflection characteristics.
Psycho-Technical Laboratory for assessment of critical psycho-physical
attributes of operational staff such as drivers, switchmen and station masters
for efficient operation. The ergonomic laboratory of psycho-technical Dte is
also equipped with bio-feedback system for assessment of EMG, GSR
(Galvanic Skin Resistance) temperature, pulse and respiration rate & is used
for stress management exercises.
Signal Testing Laboratory for testing of all types of signaling equipments
such as safety signaling relays, block instruments, power supply equipments,
point machines, signaling cables, electro-mechanical signaling equipments/
components etc. There is an exclusive environmental testing section equipped
with environmental testing facilities as per ISO:9000. These include,
programmable heat, humidity & cold chambers, mould growth, dust, rain
chambers. Signaling Equipment Development Centre has been set up in the
Signaling Lab. In this Centre, working signaling equipment & systems have
been set up. The working systems include SSI, universal axle counter, VLSI
axle counter, AFTCs, block instruments etc. In addition, equipment
developed by RDSO, such as signaling relays, poly-carbonate lenses, LED
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signal lamps, triple pole double filament lamps, power supply equipment etc.,
have also been displayed. This centre will be used for testing minor
improvements in designs of SSI, axle counters etc., as well as for imparting
training to newly inducted Inspectors.
Track Laboratory for testing full scale track panel under dynamic load
patterns similar to those encountered in service. Stresses at the various
locations of track components under simulated load conditions are measured
and recorded for analysis. This has helped in rationalizing and optimizing
design of track structures for Indian conditions. The facility of fatigue testing
of welded rail joints is also available.
In connection with joint research project of UIC on rail defect
management, RDSO has been entrusted with lab testing of rail samples from
various world railways under simulated loading conditions. Special rail
tensioning system for application of longitudinal forces on rail samples to
simulate the thermal forces of the field has indigenously been developed,
installed and commissioned in track lab. This system, with capacity of up to
150 tonnes in static condition, is being used to conduct testing of different rail
samples.
Mobile Test Facilities for recording of track parameters, locomotive power
and conducting oscillograph trials for evaluating vehicle-track interaction as
also for monitoring track conditions.
For condition monitoring of OHE under live line and to facilitate directed
maintenance of electrification, a Network of testing and recording apparatus
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(NETRA) car, first of its kind , developed by RDSO is actively in service for
scanning OHE in Railway.
Vehicle Characterization Laboratory for conducting vehicle
characterization tests on railway vehicles to study the behavior of suspension
systems and to determine natural frequencies.
Centre for Advanced Maintenance Technology at Gwalior for upgrading
maintenance technologies, and methodologies. Also to achieve improvements
in productivity and performance of all railway assets and manpower. This
covers reliability, availability, utilization and efficiency.
LIBRARY
Considerable efforts and resources were devoted on the development of an
outstanding Library collection to meet the expanding needs of Research and
Development. The Library has more than 1.70 lakh volumes which includes
books, reports, specifications, and translations on Science, Engineering,
Technology, Management and Railways. About 100 technical journals and
magazines both Indian and foreign origin are received in the Library regularly.
QUALITY OBJECTIVES
Safety: Development of crashworthy design of coaches for enhanced safety
of passengers. Development of 1,25,000 km of track to be recorded by TRC’s
in the year 2005-06 for providing basic feed back for maintenance of Track on
Indian Railways. Development of anti-vandal PSC sleeper & Elastic Rail clip
so as to delay the removal time of rail from the track by one hour.
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Development of High Speed Self Propelled Accident Relief Train for faster
travel to accident site. Design and development of indigenous Electronic
interlocking system using 2 out of 3 architecture with object controller. Fire-
retardant coaches. Development of computerized psychological test package
for railways. Provision of Train Actuated Warning Device (TAWD). To
develop Earth Quake codes and rehabilitation guidelines.
Traffic growth: Development of 3-phase high staring torque traction motor
for WAG-9/WAP-7 locomotives. Design of BCNH wagon with shorter length
as compared to BCNA for increasing rake throughput for covered wagons.
Environment: Use of eco-friendly refrigerant on under-slung AC coaches.
Commissioning of dedicated Exhaust Emission measurement facility on the
test beds as per International standards. Modification in Toilet Discharge
System in Coaches to prevent rail corrosion.
Cost Cutting: Design of cost-effective Aluminum wagon-BOBRAL
Reduction of maintenance time of Oscillograph recorders and Signal
conditioners by 2%.
Export/import substitution: Indigenization of electrics of GM EMD
locomotives.
Development of Indigenous technology for Digital axle counter.
Asset Reliability: Reduction in average repair time of Oscillation Monitoring
System (OMS) by 5% with respect to previous year. Quality Audit of Railway
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Workshops and other Units as per the schedule given by Railway Board.
Radial and Self-Steering Bogie. To develop continuous health monitoring
system using optical fiber technology for bridges.
Passenger comfort/ Faster travel: Development of Microprocessor control
for better working of air conditioning system of AC coaches. Development of
air spring for existing bogies. Tight Lock CBC couplers with Anti-Climbing
features in coaches. Improved High Speed Turnouts.
Infrastructure development: Commissioning of two Nos. high-speed self
propelled Ultrasonic Rail testing cars and Brake Dynamometer for Brake
Dynamometer Laboratory. Construction of dedicated test track for RDSO.
Energy efficiency: Development of energy efficient dual voltage 3-phase
EMU in Mumbai Area –
(a) BHEL project (b) GP –194 project.
Quality management system improvement: To Issue Final Inspection
Certificate within 7
working days of inspection of products. Reduction in customer complaints
closure time by 10%.
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Technology Mission on Railway Safety (TMRS)
Introduction
Railways have been the engine of economic and technical growth and
development in India. Railway Safety is not merely an area of national
concern but also poses challenges to the engineering and research community
of the country. A Technology Mission has been launched to focus national
attention and drive modern technologies of monitoring, control,
communications, design, electronics and materials for Railway Safety. The
earlier national programs on space and defense research have not merely
achieved goals specific to the missions, but have also provided impetus to
technology endeavors in institutions all across the country. A Technology
Mission on Railways will similarly help to initiate and incubate design and
development projects of significant national importance.
Technology issues on Railway safety and economy relate to multitude of
engineering disciplines. The mission will help to pool relevant engineering
knowledge, expertise and resources available in various research organizations
and academic institutions in order to address these issues in an efficient
manner.
Mission Goals
To develop and adopt state-of- the-art safety and control technologies
defined by needs related to Indian conditions; to implement projects
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aimed at achieving higher throughput, lower cost of transmission and
safer train movement.
To encourage and initiate R & D activities pertinent to Indian Railways
in academic institutions and laboratories and establish convergence and
synergy among them.
To evolve and establish the academia-research institution-industry
consortium approach as a viable and vibrant mission mode of research
and development.
To disseminate technologies through participatory approach to other
application areas
Mission Approach
IIT Kanpur and RDSO Lucknow are the major collaborators in the mission. A
trident consortium comprising of
Academic and Research institutions
Railway Organizations
Industry
has been formed for effective definition and implementation of projects. The
constituents of the consortium collaborate to bring expertise and share
responsibilities. RDSO provides domain knowledge and experience to
articulate problems and conceptualize projects. Academic institutions like IITs
and CSIR laboratories contribute towards problem analysis, design synthesis
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and prototype development; the industry is providing inputs relevant for
adoption of technology and its commercialization.
Projects under TMRS scheme :
1. Track Side Bogie Monitoring System
The objectives of this project include
a)Development of an automated system to be installed along the track for
detecting faults in bogies of rolling stock (on-line monitoring of the
condition of bogies).
b)Measurement of lateral and vertical rail forces.
c)Automatic vehicle identification using RFIDs.
d)Development of instrumentation for detection of components of the
rolling stock which may cause derailment.
2. Derailment Detection Devices
This project envisages development of On-Board equipment for sensing
derailment possibilities of rolling stock. Development includes
appropriate instrumentation and signal processing strategy and its
integration with the existing brake mechanism for minimizing losses due
to dragging of derailed vehicle. Presently there is no instrumentation on
Indian Railways for detecting derailment possibilities.
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The process of derailment is characterized by heavy misalignment of the
axle along with large oscillations and jerks. Vehicle dynamics software
packages are being employed to carry out simulation of vehicles running
on new or worn wheels. MEMS sensors for detecting vertical, horizontal
accelerations and tilting have been identified and test runs are being
conducted on Northern Railways. Recorded data is to be employed to
arrive at a suitable criteria for derailment detection.
3. Sensors for Detecting Hotboxes and Hot Wheels
Most derailments can be traced to either the failure of wheel bearings or
brake binding. Both conditions lead to overheating followed by seizure
which in turn can cause wheel flats, track damage and derailment. Hot
Axle and Box Detection (HABD) systems are used globally for the
purpose. These rely on remote measurement of temperatures of the
bearing boxes and the wheels. These systems have to be capable of
measuring the temperatures very fast (at 200 kmph the measurement of a
minimum of 10 points has to be made within 0.004 second). Any system
to be used in India has to be designed to cope with climatic extremes.
4. On Board Diagnostics
The objective of the project is to develop an On-board Diagnostics for
Diesel and Electric locomotives through a network based real time
control system. The exercise includes development of appropriate
instrumentation and signal processing strategy for various equipments
which form part of the transmission and also for other auxiliary
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machines on board the locomotives. It will enable real time monitoring
of vital locomotive equipments like prime mover, rotating machines,
traction motor suspension bearings, axle bearings, radiator drive, air
compressor, transformer, tap changer, pantograph, etc on electric/diesel
locomotives. The system will also have self-diagnostic features.
The diagnostic system will include on-line data acquisition and display
over multiple channels simultaneously, Frequency analysis and Real-
time FFT display, On-line trending analysis, On-screen trend display,
Data storage with date-time information, Safe and tolerable limits for all
channels, Automatic visual and audio alarm in case of limit crossing.
The system also includes algorithmic diagnosis and communication
through mobile network from the locomotive to central control unit.
5. Environment Friendly Railway Coach Toilet System
The Indian Railway runs several long distance trains involving journeys up to
three nights. The existing coach toilet system consists of a lavatory in which
the excreta are discharged directly to the ground through the lavatory chute.
However, the present system has some major concerns due to discharge of
fecal matter on the track. These concerns include: damage to the rails,
unacceptable aesthetic and hygienic/sanitary conditions, particularly on the
railway stations, and non compliance to the environment
regulations/standards/practices. An exercise is being carried out in this
mission to conceptualize, design, and indigenously develop a working/ready
to install environment-friendly coach toilet system for Indian Railways'
passenger trains.
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The toilet system will have the following attributes:
Convenient to a variety of users, robust, and minimum operation and
maintenance complications.
Prevent damage to the railway track and coaches.
Maintain hygienic/sanitary conditions
Compliance with global environmental regulations/standard/ practices.
6. Corrosion Prevention of Rails
Corrosion problem of rails concerns:
rail foot corrosion under the glass filled nylon/mild steel liner due to
accumulation of corrosive environment under the liners.
jamming of the elastic rail clip (ERC) in the insert
corrosion of the weld region
The gradual thinning of rail foot leads to frequent rail replacements and is a
safety issue. Corrosion of the ERC in the insert leads to jamming of ERC,
resulting in loss of toe load. Another aim of the project is the development of
new corrosion resistant rail steel alloy chemistry to minimize corrosion of rails
under liner locations. This is being done in collaboration with SAIL, the
industry partner in the project. New corrosion resistant rail steels will be
identified based on laboratory experiments of trial compositions. Trial rails
will be manufactured and subjected to field studies. Based on these results, the
corrosion resistant rails can be adopted by Indian Railways.
7. Fog Vision Instrumentation 22
The project envisages development of instrumentation for improving the
visibility during foggy weather, night and bad weather conditions by
developing a Fog vision system. Train movement gets severely hampered
during foggy climatic conditions. The weather conditions consistently
worsen with fog getting more opaque and such weather conditions extends
for months. Instrumentation technology needs to be developed to enable the
train driver to see through the fog for uninterrupted and safe train operation.
After examining several options such as Radar (mm-wave), Radiometer
(mm-wave), Radiometer (infrared), Sonar(ultrasonic), etc, it has been
concluded that laser based viewing systems will be most suited for the Fog
Vision Application. Information like position of obstacles on the track
ahead should be made available on the graphical console display. The
distance covered should be at least equal to the normal distance visible due
to the driver under normal night conditions. Optical visibility may become
nearly zero in severe fog conditions. Hence, sensors with fog penetration
capability should be developed and data from them processed to give an
enhanced image of the track ahead on a console. There may be requirement
for developing multiple types of sensors to cater to different scenarios. In
such cases, data from multiple sensors should be used intelligently to give a
single display on the console. Active Infrared stereo vision using gating
will enable the enhancement of infrared viewing under heavy attenuation in
foggy conditions.
8. Satellite Imaging for Rail Navigation (SIMRAN)
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The objective of this project is to
(i) Develop an effective way to collect and disseminate information
dynamically of every train in a given geographical boundary for its
location, speed and direction of movement.
(ii) Ensure better and selective dissemination of information to passengers.
Train tracking system using Global Positioning System (GPS) is being
developed. Each train will have a train locator unit to receive
information from GPS satellites and continuously identify the position of
the train with information about its location (latitude and longitude
values). GSM is to be used for connectivity and wherever needed as an
alternate location identifier. The data logger can also be used to provide
services for a central train enquiry system, anti- collision device, train
charting etc.
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Role of Transducer in Electronics Lab
Transducer has a very important role in any Electronics lab. In brief
Transducer is a heart of any Electronic system. An Electronics
Instrumentation System consists of a number of components which together
are used to perform a measurement and record the result. An Instrumentation
System consists of three major elements.
1) Input device.
2) Signal Conditioning or processing device.
3) Output device.
The kind of system depends on what is to be measured and how the
measurement result is to be presented.
Input Device
The input quantity for most instrumentation system is non electrical. In order
to use electrical methods and techniques for Measurement manipulation or
control, the non-electrical quantity is converted in to an electrical signal by a
device called Transducer.
One definition states a Transducer is a device which, when actuated by energy
in one transmission system, supplies energy in the same form or in other
form to a second transmission system.
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This energy transmission may be Electrical, Mechanical, Chemical, Optical or
Thermal. For example device that convert mechanical force or displacement
into an electrical signal. Many other physical parameters such as heat, light,
humidity may also be converted into electrical signals by means of
transducers.
TYPE OF TRANSDUCERS
1) Electrical
2) Mechanical
In an Electronics Instrumentation System only Electrical Transducer are
used.
BASIC REQUIREMENT OF ELECTRICAL TRANSDUCERS:
i) Ruggedness : Ability to Withstand overload
ii) Linearity : Ability to reproduce input-output characteristics
symmetrically and linearly .
iii) Repeatability : Ability to reproduce an output signal exactly, when
same measured is applied repeatedly at least 3 times
under same environmental conditions.
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iv) Stability and Reliability : High , for minimum error in measurement,
unaffected by Temperature, vibration, and other environmental
conditions.
v) Good Dynamics Response : Output is faithful to the input when taken
as a function of Time .
vi) Excellent Mechanical Characteristics
vii) Convenient Instrumentation
SELECTING A TRANSDUCER
In a measurement system the transducer is the input element with
the critical function of transforming some physical quantity to a proportional
electrical signal. Selection of the appropriate transducers therefore the first
and perhaps most important step in obtaining accurate result. A number of
elementary questions should be asked before a transducer can be selected.
1) What is the physical quantity to be measured?
2) Which Transducer principle can be used to measure the quantity?
3) What accuracy is required for this measurement?
First question can be ensured by determining the type & range of
measurement.
Answer to the Second question requires the I/O characteristic of the transducer
be compatible with the recording system
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CLASSIFICATION
Transducer may be classified according to their application method of
energy conversion, nature of the output signal and so on .Mainly electrical
transducers classified in two categories.
1) ACTIVE TRANSDUCER 2) PASSIVE TRANSDUCER
ACTIVE TRANSDUCER
The active transducers are self generating type, producing analog voltage or
current when simulated by some physical form of energy. Active transducer
does not require external power supply. Such transducer can convert a
physical quantity in to an electrical quantity
Examples:- Thermocouple, Moving coil generator, peizo electric pickup
(sound vibration, acceleration etc) , Photocell .
PASSIVE TRANSDUCER
Passive transducer require external power supply . Such Passive transducer
produce a variation in some electric parameter such as resistance ,capacitance
inductance ,etc which can be measured as voltage or current variation
Examples:- Strain gauges ,LVDT ,String Pot .etc
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Linear Variable Differential Transformer (LVDT)
What Is An LVDT?
The letters LVDT are an acronym for ‘Linear Variable Differential
Transformer’, a common type of electromechanical transducer that can
convert the rectilinear motion of an object to which it is coupled mechanically
into a corresponding electrical signal. LVDT linear position sensors are
readily available that can measure movements as small as a few millionths of
an inch up to several inches, but are also capable of measuring positions up to
±20 inches (±0.5 m). Figure 1 shows the components of a typical LVDT. The
transformer's internal structure consists of a primary winding centred between
a pair of identically wound secondary windings, symmetrically spaced about
the primary. The coils are wound on a one-piece hollow form of thermally
stable glass reinforced polymer, encapsulated against moisture, wrapped in a
high permeability magnetic shield, and then secured in cylindrical stainless
steel housing. This coil assembly is usually the stationary element of the
position sensor. The moving element of an LVDT is a separate tubular
armature of magnetically permeable material called the core, which is free to
move axially within the coil's hollow bore, and mechanically coupled to the
object whose position is being measured. This bore is typically large enough
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to provide substantial radial clearance between the core and bore, with no
physical contact between it and the coil. In operation, the LVDT's primary
winding is energized by alternating current of appropriate amplitude and
frequency, known as the primary excitation. The LVDT's electrical output
signal is the differential AC voltage between the two secondary windings,
which varies with the axial position of the core within the LVDT coil. Usually
this AC output voltage is converted by suitable electronic circuitry to high
level DC voltage or current that is more convenient to use.
Advantages of LVDT
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LVDTs have certain significant features and benefits, most of which derive
from its fundamental physical principles of operation or from the materials
and techniques used in its construction.
Friction-Free Operation
One of the most important features of an LVDT is its friction-free
operation. In normal use, there is no mechanical contact between the LVDT's
core and coil assembly, so there is no rubbing, dragging or other source of
friction. This feature is particularly useful in materials testing, vibration
displacement measurements, and high resolution dimensional gagging
systems.
Infinite Resolution
Since an LVDT operates on electromagnetic coupling principles in a
friction-free structure, it can measure infinitesimally small changes in core
position. This infinite resolution capability is limited only by the noise in an
LVDT signal conditioner and the output display's resolution. These same
factors also give an LVDT its outstanding repeatability.
Unlimited Mechanical Life
Because there is normally no contact between the LVDT's core and coil
structure, no parts can rub together or wear out. This means that an LVDT
features unlimited mechanical life. This factor is especially important in high
reliability applications such as aircraft, satellites and space vehicles, and
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nuclear installations. It is also highly desirable in many industrial process
control and factory automation systems.
ACCELEROMETER
An accelerometer measures proper acceleration, which is the acceleration it
experiences relative to freefall and is the acceleration felt by people and
objects. Put another way, at any point in space time the equivalence principle
guarantees the existence of a local inertial frame, and an accelerometer
measures the acceleration relative to that frame. Such accelerations are
popularly measured in terms of g-force.
An accelerometer at rest relative to the Earth's surface will indicate
approximately 1 g upwards, because any point on the Earth's surface is
accelerating upwards relative to the local inertial frame (the frame of a freely
falling object near the surface). To obtain the acceleration due to motion with
respect to the Earth, this "gravity offset" must be subtracted.
Conceptually, an accelerometer behaves as a damped mass on a spring. When
the accelerometer experiences an acceleration, the mass is displaced to the
point that the spring is able to accelerate the mass at the same rate as the
casing. The displacement is then measured to give the acceleration.
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Internal Structure of an Accelerometer
Seismic type accelerometers has mass on the spring mounted in a case. Strain
gage are the sensing elements which gives the electrical output proportional to
the motion between mass and case. This transducer measures the acceleration
of the moving body over which it is placed. The resistance type strain gages
are fixed on cantilever strip. Due to acceleration, stresses are produced in the
strip on which gages are cemented. The change in resistance occurs due to
change of stresses. Finally the signal in the output of the Wheat Stone Bridge
appears at output terminals. This output signal is calibrated in terms of
acceleration.
Stiffness of strip k=w/d=mg/d
d=mg/k
d=g (since m and k are constant)
where d=deflection in the mass
k= Stiffness of strip
w=weight of the suspended
Hence the acceleration is directly proportional to the deflection. Due to this
deflection strains are produced in the strips in which gages are mounted.
33
Strain produced in the strip is transferred to the strain gages hence there is
change in resistance of the strain gages.
OSCILLATION MONITORING SYSTEM (OMS)
The objective of track maintenance is to provide a safe and comfortable riding
to the passengers. The acceleration experienced by the passengers while
travelling in vehicles a direct measure of the riding comfort. Acceleration is
experienced in all directions by the vehicle but can be resolved into three main
directions viz longitudinal, lateral and vertical. Here level of acceleration is
normally low in longitudinal direction. However in the vertical and lateral
direction it is comparatively higher. Such acceleration is experienced due to
riding characteristics of the vehicle as well as due to the irregularities in the
track. As such other parameters remaining the same, the vertical and lateral
accelerations experienced are directly related to track irregularities. Based on
the experimental studies a system was developed to find out the irregularities
of a track. This system was known as Oscillation Monitoring System (OMS-
2000). This portable OMS2000 is a microprocessor-based system for track
monitoring by measurement of the following parameters:
1. Speed
34
2. Vertical and lateral accelerations on loco/coach floor.
3. Sperling Ride Index.
The above three parameters are monitored in real time and results are
produced in the form of a print out on a alpha numeric printer. Whenever any
of the above parameters exceeds a preset limit, an exception report is printed
out. Besides this, the data collected during the run is stored in a battery-backed
ram and may be transferred to a personal computer with the help of software.
The speed of the train is measured by using a tachometer which driven by a
flexible shaft connected to the wheel. Tachometer generates pulses, which are
fed to OMS 2000. The gear ratio of the driving arrangement of the tachometer
and the external tacho slotted plate (normally 6 slots) should be such that one
pulse is generated every 0.34 meters.
The Vertical and lateral acceleration levels on the coach floor are monitored
using two accelerometers mounted in a transducer assembly There is a built in
instrumentation amplifier to condition the raw signals coming from the
accelerometers. The same acceleration signals are used to detect large
acceleration peaks. And for calculating Ride Index. The Ride Index is
calculated according to Sperling formulae implemented as per R D S O
Lucknow method.
The reports generated by OMS 2000 can be used for directing the track
maintenance efforts to the exact spots where high dynamic activity has been
noticed.
SALIENT FEATURES
35
1) Portable. Total weight less than 18 Kgs including battery and transducer
assembly.
2) Battery operated. Rechargeable battery is supplied along with a charger. On
a fully charged battery the system can operate continuously for more than
12 hours. The system can be operated on 110 V DC, which is available in
coaches. The system is supplied with a Multi Input Power Supply Cum
Battery (MIPS) .The input to this MIPS is 110V AC/DC&220V AC, the
output is 12V DC.
3) Built in instrumentation amplifier for transducer. No messy connections to
be made during the run.
4) Built in battery backed Real time clock, prints date and time at the start of
each run to ease record keeping.
5) In case a tachometer is connected, KM and distance in meters from the last
KM post is printed on the printout .In case tachometer is not
connected ,KM telegraph post number from the last Km post and time of
occurrence of each peak (in seconds up to 2 decimal places) is printed out
for easily locating bad stretch of track. From the time of successive peaks it
is also possible to calculate the frequency of oscillations built up in the
coach.
6) Facility to print ground features (Points and crossings, Bridges and level
crossing) on the print out.
7) Accurate results. Sperling Ride Index formula implemented exactly.
8) Complete report is generated during the run itself. No tedious calculations
to be done later on. Facility for printing AEN /PWI wise summary reports
at the end of the run using the data stored in the battery backed ram.
36
9) Stores data during the run in battery backed CMOS RAM, which can be
transferred to a computer at the end of the run for analysis with the help of
software.
10) Simple operation. Can be operated by semi skilled staff also.
11) Rugged, does not require air conditioning.
SCHEMATIC DIAGRAM OF THE SYSTEM
37
Data Acquisition System
38
Data acquisition (abbreviated DAQ) is the process of sampling of real world
physical conditions and conversion of the resulting samples into digital
numeric values that can be manipulated by a computer. Data acquisition and
data acquisition systems (abbreviated with the acronym DAS) typically
involves the conversion of analog waveforms into digital values for
processing. The components of data acquisition systems include:
Sensors that convert physical parameters to electrical signals.
Signal conditioning circuitry to convert sensor signals into a form that can
be converted to digital values.
Analog-to-digital converters, which convert conditioned sensor signals to
digital values.
Data acquisition applications are controlled by software programs developed
using various general purpose programming languages such as BASIC, C,
Fortran, Java, Lisp, Pascal.
DAQ hardware is what usually interfaces between the signal and a PC. It
could be in the form of modules that can be connected to the computer's ports
(parallel, serial, USB, etc.) or cards connected to slots (S-100 bus, AppleBus,
ISA etc.) in the mother board. Usually the space on the back of a PCI card is
too small for all the connections needed, so an external breakout box is
required. The cable between this box and the PC can be expensive due to the
many wires, and the required shielding.
DAQ cards often contain multiple components (multiplexer, ADC, DAC,
TTL-IO, high speed timers, RAM). These are accessible via a bus by a
microcontroller, which can run small programs. A controller is more flexible
39
than a hard wired logic, yet cheaper than a CPU so that it is alright to block it
with simple polling loops. For example: Waiting for a trigger, starting the
ADC, looking up the time, waiting for the ADC to finish, move value to
RAM, switch multiplexer, get TTL input, let DAC proceed with voltage ramp.
Many times reconfigurable logic is used to achieve high speed for specific
tasks and Digital signal processors are used after the data has been acquired to
obtain some results. The fixed connection with the PC allows for comfortable
compilation and debugging. Using an external housing a modular design with
slots in a bus can grow with the needs of the user.
The factors that decide the hardware configuration of DAQ systems are
Transducer to be used in system
Transmission path of signals
Signal conditioning requirements
Number of channels to be monitored
MODE ( Single or Differential ) ended
Range
Resolution and accuracy
Noise
Environmental conditions
Cost
Sampling rate per channel
STEP 2 – Identification of signal conditioner
Analog input channels
40
Number of elements
I/p signal range
Max working voltage
Over voltage protection
Accuracy
Offset error
Gain error
Input impedance
Input bias current
Input offset current
CMMR
Bandwidth
Settling time
System noise
Stability
Warm uptime
Offset temp. coefficient
Output characteristics
Number of channels
Resolution
Relative accuracy
Offset error
Gain error
Range(O/P)
Output coupling
41
Output impedance
Settling time
Temp coefficient
Digital O/P
Digital logic level
Physical dimensions
I/O connectors
Operating temp
Relative humidity
The signal conditioner have to amplify, isolate and filter the signal and to
provide excitation for sensors.
STEP 3- Selection of appropriate DAQ Device
The criteria such as accuracy, acquisition rates, no. of channels, flexibility,
reliability, expandibility, and computer platform are used to determine the
best DAQ I/O device.
Bus – plug & play
Instrumentation features- counter/timer, high speed settling time, multi
function synchronization
Analog inputs
Input channels
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Max sampling rate
Resolution
Range
Gain
Analog output
Output channels
Resolution
Digital I/O
Digital I/O channels
Counters/timers
Triggers
Analog trigger
Digital trigger
43
Block Diagram of DAS
44
Wheel Load Impact Detection (WILD)
The Objective:
• To protect Rail Infrastructure, avoid derailments & Accidents.
• Detection of Defective Wheels.
WILD Concept:
• When the wheel is perfectly round, it applies a uniform load on the rail.
• When a wheel is having flat place/Out of roundness/Defect in suspension
system/Miss-alignment of bogies / Skewnes in the car body etc., or
combination of any/all of these will give a huge impact load on the rail
whenever the defect portion hits the rail.
• Wheel Impact Load Detector is used to catch the defects in the early stage
and thereby protecting Rail infrastructure, avoid derailment and accidents.
What WILD Consists?
• Instrumented Tracks
• Signal conditioning unit
• Real time Embedded controller
• Impact Load Analyzer Software
• Wireless data transfer
• Power back up
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Instrumented Track:
• Tracks are wired with strain gauges to measure the load pattern of the
wheel on the rail
• The track consists of 12 sleepers – strain-measuring zones.
• Each zone has a full bridge consisting of 4 Rosette type strain gauges.
• The rail length of 12 sleepers is arrived to capture two full rotation of the
wheel on rail.
46
Exit
Trigger Sensor
6 Channels (R1~R6) 6 Channels (R7~R12)
6 Channels (L1~L6) 6 Channels (L7~L12)
Signal Conditioning Modules
Real Time
Controller
Control &
Switching Circuits
Backup
Device
GSM Modem EB Power/
Primary Power
Solar Power/
Secondary Power
AT SITE
Instrumented Track
Instrumented Track Concept Diagram:
Instrumented Track Pictures
47
Strain gauge Mounting:
• 350 Ohm strain gauge
• 8 strain gauges electrically connected to give a full bridge configuration
• Each arm of the bridge consists of two gauges
• The individual arms & gauges wired in a way to add up the radial load and
to negate the axial load on the rail.
System capabilities:
1. Counts number of axels from various measurement channels
2. Measures Average Dynamic Wheel Load for all wheels
3. Determines Maximum Dynamic Wheel Load (WA) for all points of contact
4. Calculates Impact Load Factor (ILF) for all wheels
5. Calculates speed of each axel and the average speed of train
6. Identifies and counts defective wheels as per specified ILF and WA
thresholds and rates them according to the severity of defect
7. Has solar panel providing a power backup
8. Identifies and count number of Engines, Coaches / Wagons and Brake
Vans.
9. Relates each axle with engine or coach / wagon or brake van. Also it’s
position in the identified rolling stock.
10. Operates 24x7 without any human assistance.
11. Transmits run reports to desired locations in specified HTML format
over wireless.
12. Can operate from a low speed of 30Km/hr
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Automation Features:
1. Automatic Diagnosis of faulty channels and switching them off to avoid
erroneous data at every start
2. Automatic self nulling and shunt calibration at every start
3. Automatic start of Data Acquisition (DAQ) on the arrival of train in
response to the start trigger switch
4. Automatic stop of DAQ after the passage of train by intelligently
identifying the event
5. Uploads analyzed data to remote server
Software Flow:
Starts acquisition once train trigger is received
Logs all the data in to file for analysis
Stops acquisition and logging after the train crosses the instrumented
track
Calls an analysis program that loads each channel data and furnishes
processed data
HTML report is produced and is transmitted to remote server.
Server stores the report and publishes in the website.
A WILD System is successfully running at Arakkonam.
49
Hot Axle and Hot Bar Detector
Hot box occurs when inadequate wheel bearing lubrication or mechanical
flaws cause an increase in temperature. If undetected, the bearing temperature
can continue to rise until there is a bearing “burn-off” which can cause journal
breakage resulting in derailment. Another problem is brake binding, due to
which the temperature of wheel tread rises. This can lead to skidded wheels,
metal deposition on wheel tread causing wheel irregularity and other safety
problems. Also, a wheel with temperature lower than the average is a case of
ineffective brakes. A detection system is therefore required to be developed to
sense abnormal temperatures of axle boxes and wheels on a running train and
communicate with central control for corrective action.
Hot box hot wheel detector system detects Axle boxes running hot due to
bearing failure and wheels having abnormally high temperatures due to brake-
binding. It can also detect vehicles with ineffective brakes by detecting cold
wheels. The system uses infra-red sensors having fast response time and can
reliably measure temperatures of axle boxes & wheels of a train travelling
upto 200kmph.
Basic Plan of Action
Target: Train speeds up to 200kph
• First Developed Pyrometers Based System for lower speed up to 80/90
Kmph (response time =1.5ms)
• Developed systems for wheel / box using pyrometers
• Secondly Developed MCT based sensing system & which replace
pyrometers by MCT(response time 2-3 µs)
50
Hot Box Sensing
• Alarm to be raised if rise in box temperature >25°C
• Main problem – need for fast sensing
– Box dimension ~220mm
– Speed of train 200kmph
– Transit Time ~4ms (sensing in 1-2ms!)
• Normal sensors (30-200°C) take >20 ms
• Pyrometer placed along the track with wheel sensor.
• Proximity sensor is required for gating of data.
Measurement of Wheel temperature
Replace pyrometers with MCT sensors
Pyrometers have response time of 1.5 ms
MCT sensors have a response time of 2-3 µs\
Revised geometry with horizontal visualization of Box
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Advantages
• Places unit ~ 500mm above the rail surface.
• Almost eliminates risk of immersion during rains.
• Protects from Toilet Discharge.
• Reduces risk of damage due to mishandling/ during track maintenance.
RF Modems
• The system has been web enabled
• 2 types of RF modems have been procured:
– flc810e
– flc800c
• Operating Frequency :License Free 2.4 GHz
• Transmitter Range: 1.6 km with suitable antennae.
• Data Transmission rate: more than 11 Mbps
Trackside Bogie Monitoring System (TBMS)
Objective:
Development of a system installed along the track:
• To detect faults in bogies (Bogie Parameters) of Rolling Stock.
52
• To detect loosely hanging parts using dragging equipment detector.
• To develop system for automatic vehicle identification using RFID.
• Communication to driver and Control.
• Monitors lateral force, vertical force using strain gauges.
• To measure Angle of Attack.
Angle of Attack & Tracking Position
Angle of Attack (AOA) of a wheel set
Benefit:
The system identifies bogies with misaligned wheel-sets, allowing
maintenance staff to make timely repairs, which can:
• Reduce derailment risk ;
• Reduce wheel-set replacement ;
• Reduce rail wear ; 53
• Reduce traction energy consumption.
TRACKSIDE BOGIE MONITORING SYSTEM Proposed
System :
The proposed system comprises of:
• Laser range finder: To measure angle of attack and tracking position of
a moving wheel set of a train.
• Instrumented rail with Data Acquisition System: The condition of the
bogie will be monitored by measuring lateral force, vertical force: with the
help of strain gauges.
• RFID system: for automatic vehicle identification.
• Dragging equipment detector: for detecting loosely hanging parts of a
moving vehicle.
• Wheel sensors: for actuating the system, counting the axles, estimating
the axle speed and correlation of data.
• RF modem: for wireless transmission of data
54
Schematic Layout
Scanning of passing wheel for measuring angle of attack and
tracking error
Optical Fiber Cable
A fiber optic cable is a cylindrical pipe. It may be made out of glass or plastic
or a combination of glass and plastic. It is fabricated in such a way that this
pipe can guide light from one end of it to the other.
Basically, a fiber optic cable is composed of two concentric layers termed the
core and the cladding. These are shown on the right side of the figure. The
core and cladding have different indices of refraction with the core having n1
and the cladding n2. Light is piped through the core. A fiber optic cable has an
additional coating around the cladding called the jacket. Core, cladding and
jacket are all shown in the three dimensional view on the left side of the
figure. The jacket usually consists of one or more layers of polymer. Its role is
to protect the core and cladding from shocks that might affect their optical or
physical properties. It acts as a shock absorber. The jacket also provides
55
protection from abrasions, solvents and other contaminants. The jacket does
not have any optical properties that might affect the propagation of light
within the fiber optic cable.
Figure showing basic structure of Optical Fiber
The illustration on the left side of Figure 2-2 is somewhat simplistic. In
actuality, there may be a strength member added to the fiber optic cable so
that it can be pulled during installation. This would be added just inside the
jacket. There may be a buffer between the strength member and the cladding.
This protects the core and cladding from damage and allows the fiber optic
cable to be bundled with other fiber optic cables. Neither of these is shown.
How is light guided down the fiber optic cable in the core?
This occurs because the core and cladding have different indices of refraction
with the index of the core, n1, always being greater than the index of the
cladding, n2. Figure shows how this is employed to effect the propagation of
light down the fiber optic cable and confine it to the core. As illustrated a light
ray is injected into the fiber optic cable on the right. If the light ray is injected
and strikes the core-to-cladding interface at an angle greater than an entity
56
called the critical angle then it is reflected back into the core. Since the angle
of incidence is always equal to the angle of reflection the reflected light will
again be reflected. The light ray will then continue this bouncing path down
the length of the fiber optic cable. If the light ray strikes the core-to-cladding
interface at an angle less than the critical angle then it passes into the cladding
where it is attenuated very rapidly with propagation distance.
Light can be guided down the fiber optic cable if it enters at less than the
critical angle. This angle is fixed by the indices of refraction of the core and
cladding and is given by the formula:
Qc = arc cosine (n2 /n1).
Propagation of a light ray down a fiber optic cable
57
STANDARDS
Standardization or Standardisation is the process of developing and
implementing technical standards.
The goals of standardization can be to help with independence of
single suppliers (commoditization), compatibility, interoperability, safety, rep
eatability, or quality.
In social sciences, including economics, the idea of standardization is close to
the solution for a coordination problem, a situation in which all parties can
realize mutual gains, but only by making mutually consistent
decisions. Standardization is defined as best technical application consentual
wisdom inclusive of processes for selection in making appropriate choices
for ratification coupled with consistent decisions for maintaining
obtained standards. This view includes the case of "spontaneous
standardization processes"
ISO 9001
AboutISO9001
An ISO 9001 standard is one of the most widely known standards, which
is introduced in the 1987 and implemented in 162 countries. The ISO
9001 standard has become the international reference for an
Organization of any size or any sector to demonstrate their ability and
expertise to perform.
58
Meeting the customer requirements.
Following the applicable regulatory requirements.
Enhancing the customer satisfaction.
Continual Improvement.
Benefits of ISO 9001 Certification
Customer Satisfaction.
International Recognition
Enhancement of the Process Performance.
Continual Improvement of the Management system of the Organization.
Consistency in product and service
Compliance with Regulatory requirements.
Enhancement in the competence level of Employee. Enhancement of
Employee satisfaction.
Standards can be laid down by a single person, company, country or a firm.
It can followed by whoever wants to come in its coverage.
INDIAN STANDARDS(ISI)
The Bureau of Indian Standards (BIS) is the national Standards Body
of India working under the aegis of Ministry of Consumer Affairs, Food &
Public Distribution, Government of India. It is established by the Bureau of
Indian Standards Act, 1986 which came into effect on 23 December 1986.The
Minister in charge of the Ministry or Department having administrative
control of the BIS is ex-officio President (Emaad Amin) of the BIS.
59
The organization was formerly the Indian Standards Institution (ISI), set up
under the Resolution of the then Department of Industries and Supplies No. 1
Std.(4)/45, dated 3 September 1946. The ISI was registered under the
Societies Registration Act, 1860.
As a corporate body, it has 25 members drawn from Central or State
Governments, industry, scientific and research institutions, and consumer
organizations. Its headquarters are in New Delhi, with regional offices in
Kolkata, Chennai, Mumbai, Chandigarh and Delhi, and 20 branch offices. It
also works as WTO-TBT enquiry point for India
Association with International Standards Bodies
BIS is a founder member of International Organization for Standardization
(ISO)
It represents India in ISO, the International Electrotechnical Commission
(IEC), the International Telecommunication Union (ITU) and the World
Standards Service Network (WSSN)
Standard Formulation & Promotion
One of the major functions of the Bureau is the formulation, recognition and
promotion of the Indian Standards. As on 31 March 2008, 18446 Standards
formulated by BIS, are in force. These cover important segments of economy,
which help the industry in upgrading the quality of their products and services.
BIS has identified 14 sectors which are important to Indian Industry. For
formulation of Indian Standard, it has separate Division Council to oversee
and supervise the work. The Standards are regularly reviewed and formulated
60
in line with the technological development to maintain harmony with the
International Standards.
Laboratories
To support the activities of product certification, BIS has a chain of 8
laboratories. These laboratories have established testing facilities for products
of chemical, food, electrical and mechanical disciplines. Approximately,
25000 samples are being tested in the BIS laboratories every year. In certain
cases where it is economically not feasible to develop test facilities in BIS
laboratories and also for other reasons like overloading of samples, equipment
being out of order, the services of outside approved laboratories are also being
availed. Except for the two labs, all the other labs are NABL (National
Accreditation Board for Testing and Calibration Laboratories) accredited. It
operates a laboratory recognition scheme also.
Product Certification Scheme
Product Certifications are to be obtained voluntarily. For, some of the
products like Milk powder, Drinking Water, LPG Cylinders, Thermometers
etc., certification is mandatory. Because these products are concerned with
health and safety.
Scheme-Foreign Manufacturers
All foreign manufacturers of products who intend to export to India are
required to obtain a BIS product certification license. Towards this, BIS
launched its Product Certification Scheme for overseas manufacturers in the
year 1999. Under the provisions of this scheme, foreign manufacturers can
seek certification from BIS for marking their product(s) with BIS Standard
Mark. If or otherwise, the foreign manufacturer has not signed an MoU with 61
BIS, it has to set up a liaison office in India with the permission of Reserve
Bank of India. Otherwise, an authorized representative or agent needs to be
appointed by the foreign firm.
Scheme for Indian Importers
Indian importers who intend to get Certification Mark may apply for the
license. However, the assessment visit is paid to the original product
manufacturer.
Management System Certification
Quality Management System Certification Scheme IS/ISO 9001
Environmental Management System Certification Scheme IS/ISO 14001
Occupational Health and Safety Management System Certification
Scheme IS 18001
Hazard Analysis and Critical Control Scheme IS/ISO 22000
Service Quality Management System Certification Scheme IS 15700
European Standards Organizations (ESOs)
CENELEC is a European regional standards organization that together with its
sister organizations CEN, the European Committee for Standardization, and
ETSI, the European Telecommunications Standards Institute, compose the so-
called and known European Standards Organizations (ESOs) that are
officially recognized by the European Commission and act as a European
platform through which European Standards are developed. 62
In the European Union, only standards developed by CEN, CENELEC and
ETSI are recognized as 'European Standards'. Hence, CENELEC closely
cooperates with CEN and ETSI; working jointly in the interest of European
harmonization, creating both standards requested by the market and
harmonized standards in support of European legislation.
CEN, CENELEC, ETSI are the regional mirror bodies to their international
counterparts, i.e. ISO (the International Organization for Standardization),
IEC (the International Electrotechnical Commission) and ITU-T (the
International Telecommunication Union, telecommunication standardization
sector) respectively.
CEN
The European Committee for Standardization (CEN) is a business
catalyst in Europe, removing trade barriers for European
stakeholders such as industry, public administration, service providers,
consumers and other stakeholders. Its mission is to foster the European
economy in global trading, the welfare of European citizens, and the
environment. Through its services CEN provides a platform for the
development of European Standards and other specifications.
CEN’s 31 National Members work together to develop voluntary European
Standards (ENs) in various sectors to build a European Internal Market for
goods and services and to position Europe in the global economy. By
supporting research, and helping disseminate innovation, standards are a
63
powerful tool for economic growth. More than 60.000 technical experts as
well as business federations, consumer and other societal interest
organizations are involved in the CEN network that reaches over 480 million
people.
64