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

42

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

45

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

48

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

51

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