Aim to make Vande Bharat a world-class train

12 May 2023 CW Team

- Sudhanshu Mani, Ex GM, ICF Chennai

In an exclusive interview, Sudhanshu Mani, Ex GM, Integral Coach Factory (ICF), considered the force behind the development of the Vande Bharat trains, shares the journey of these iconic trains.

How did the idea of designing the Vande Bharat train germinate?
Being from a railway family, I used to admire the sleek, aesthetically superior and speedier trains from Germany and Japan and always wondered when India would have a train like that. Even when I joined the railways, this dream or angst was always in my mind. In 2016, when I was posted as GM at ICF in Chennai, I eventually had the power, authority and platform to do something about it. I was fortunate to have a team of competent engineers in designing and manufacturing who were also raring to go flat out and had the technical audacity to do something new. That is how the notion to conceptualise, design and manufacture such a train took shape. The idea was already there and as soon as I was able to get the right platform and opportunity, I was able to do something about it.

Can you take us through the various challenges faced in the initial stages?
We kept sending proposals to the Railway Board since 2016 but, somehow, they were not getting cleared for various reasons. Although the Government has empowered the GMs to spend any amount of money on projects they feel appropriate in the interest of the country, a sanction was needed from the Railway Board to design a new concept train that requires 180 km per hour (kmph) testing and 160 operations. Fortunately, the chairman of the Railway Board knew me and I requested him to give us the sanction to manufacture two trains that would be manufactured at one-third the price. Eventually, after lot of pleading and assurances, we managed to get the sanction.

Until then, whatever we manufactured came through a transfer of technology. Hence, for this high speed yet aesthetically superior train, there were doubts creeping in. I agreed to be the scapegoat in case we failed. But if we succeeded, everyone would bask in the glory for all their lives for giving to the country what it had been waiting for decades. That got the team excited and the mental barrier challenge was overcome.

All of us had to work hard and burn the midnight oil. We took up the challenge to do what had never been done anywhere in the world – execute a train in just about 18 months. To remind everyone that the train would go out in calendar year 2018, we gave it the name ‘Train 18’. The rest was a story of hitches, glitches, synergy, disappointments and roadblocks; but, interestingly, there was a solution to every hurdle. The train lived up to its name by getting completed in exactly 18 months as we were able to turn it out in October 2018. There were other technical challenges but the team was good enough to find solutions. It is always important that teams work together without departmental feeling and, as the leader, I am proud to say I was able to inculcate that spirit in the team.

How was the funding for the trains sought and how was it utilised?
We estimated that we would make this train at Rs 1 billion each. All we needed was Rs 2 billion for the two pilot trains, which was sanctioned by the Railway Board. It was entirely up to us how to use that money. Even if we had exceeded the budget by Rs 50 million, it would not have been a problem for the Railway Board. However, we were able to manufacture the train at a cost of Rs 980 million each. So, the sanction was the issue; funding was never an issue.

How did the final design of the train evolve?
When you design something, you have to keep certain applications and parameters in mind. We were making the country ready with a train capable of 160 kmph speed. At that time, there was only one stretch in the country, between Delhi and Bhopal, fit to run a 160 kmph train. The train that we designed was to be tested at 180 kmph and operated at about 160 kmph. And for that, a new design bogey was needed on which the coach would rest. This design capability did not exist anywhere else in the country, barring ICF Chennai.

The other important component for such a high-speed train is the propulsion system for which the Indian allied industry came of age. A company in Hyderabad could make these systems on a par with the world's best. Further, the exterior and interior aesthetics were also worked upon to give a finished product. Other than that, there were many new amenities that we had to give to passengers. Some features like the brake system, sealed gangway, automatic doors, etc, came from the allied manufacturers. A first for India was the feature that the door would open only once the train stops; unless the door closes, the train would not start. The train also had a modern toilet with vacuum evacuation of the dirt matter. These were the design components that went into making the train.

What were the various rigours of testing through the manufacturing process?
As this was a new type of a train, the testing aspect was crucial. Every part of the design had to go through rigorous testing on software packages to check the ability to withstand stresses. The bogey had to be simulated and the entire train had to be run through a package to see that the ride index and the lateral forces that can derail a train were within limits. The aerodynamic profile of the train was tested to see if it met the initial air resistance reduction requirement.

Most key components and equipment were tested through simulation software. Once the equipment was manufactured, the prototype of all equipment went through rigorous testing. We made sure that none of the rigorous testing prescribed internationally was short-circuited. Our target was to turn out the train by August 2018 but certain equipment had to be tested rigorously. Finally, when the train was assembled, it underwent a road worthiness test by RDSO. Testing was done at 180 kmph speed. It was introduced into commercial service only after it came out with flying colours from all the testing rigours.

What factors made manufacturing these trains relatively cheaper than assumed? What is the cost of manufacturing one train?
The economy of scale of just two trainsets did not justify importing or engaging any manufacturer, as their minimum demand would be for at least 15-20 trains. We, as a railway unit, were ready to make two trains. The cost of the design work, components and fat technology fees were saved, as everything was managed inhouse by us. We engaged the best manufacturers of the country at a relatively cheaper rate with the vision of being part of the revolution. All this resulted in the train being made at Rs 980 million whereas if we had imported 15 trains of similar designation and looks, including the technology fee, the train would not have cost anything less than Rs 2,250 million. However, to my understanding, the cost of each train has gone up to around Rs 1,100 million today.

Can you elaborate on the technological and sustainability aspects of these trains?
As the regular 20-vehicle trains are replaced by 16-vehicle Vande Bharat trains, it makes them 15-20 per cent more energy-efficient. They have efficient regenerative braking, which means the energy consumed is produced in the traction motors during braking. The energy generated in these motors is fed back to the line. So, when the train is braking, it is actually working like a powerhouse, which also results in less energy consumption. These are the main contributors towards the train being greener than other trains of the Indian Railways.

No product is perfect and needs some sort of fine-tuning for improvisation. What are the shortcomings of Vande Bharat trains that can be rectified?
To quote Shakespeare, “A fool thinks he's a wise man, but a wise man knows himself to be a fool.” There are people in high places who would say that a great train has been made and we have beaten the bullet train. We should realise what we have made and be proud of it; however, we should not be a prisoner of hype. We made a train that was near world class, but was not by any means so. In the first attempt itself, one cannot reach world-class levels. Having said that, in the next five to 10 years, we should aim to make it a world-class train.

I started with the exterior and interior finish but it still does not match the best in the world and needs a lot of improvement. The real comparison of the finish should be with an aircraft to find the differences. It is linked with the manufacture of the structure itself. We should aim to work to a tolerance of 0.5 mm. We could not do it in the first two trains but those are the things we must work on so that the exterior and interior looks of the train match the world-class level. Unfortunately, it is not happening now. Although higher numbers are being made, the trains are exactly the same as they were made earlier. Instead of too many numbers, we first need to focus on improving the quality. Broadly, I would not say anything is greatly missing. However, there were some fittings like the diffused light fitting that had many complaints and this needs to be addressed. We have to concentrate on improving the looks and finish of the train. As we are charging a higher fare, we owe it to passengers to give them a better experience, like an aircraft.

How many Vande Bharat trains have been manufactured till now and how many are on the bucket list for the next few years?
Our Prime Minister has been fashioning the train as a symbol of aspirational India. Soon, the railways realised that stopping this train won’t work. Beginning August 2022, three years after the first train was rolled out, the railways started making one train per month; today, three trains are getting made per month. ICF has an order to make 100 trains over the next two years. By 2025, we will witness 100 Vande Bharat trains from ICF running across the country. Further, in the last Budget, the Finance Minister had announced 400 more Vande Bharat trains, which have been tendered out to be manufactured in railway premises by private builders. In the next decade, I would not be surprised if we have 700-800 trains rolling out, thus changing the face of the nation.

However, the first priority should be to upgrade the infrastructure to accept 160 kmph trains. Also, the Ministry should concentrate on making the sleeper version instead of focusing too much on short distances. ICF is quite capable of making these versions. We do not have that much patronage for day trains. We have to make sleeper trains to run between cities at night to increase patronage.