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Icf History Essay

3921 words - 16 pages

EVOLUTION OF COACH BUILDING AT ICF INTRODUCTION: M/s Car and Elevator Manufacturing Corporation Ltd., Schlieren-Zurich (Switzerland) were invited by Indian Railways for collaboration in connection with the manufacture of all-steel, light-weight passenger coaches of modern design in India. An agreement between the Government of India and M/s Car and Elevator Manufacturing Corporation Ltd., was signed on the 28th May 1949. A supplemental agreement was concluded on the 27th June 1953. By the end of July 1951 an appropriate layout for the coach building factory with the prescribed capacity of 300 unfurnished coach shells a year had been worked out and submitted to the Board. Later the expected ...view middle of the document...

Stressed skin carriages possess very favourable static and dynamic qualities. This applies particularly to the resistance against torsional and bending stresses, which is considerably better than that of heavy standard carriages. The vehicle possesses extraordinary high compression rigidity, particularly over the entire length of the passenger compartments. The end portions i.e., lavatories possess lower compression rigidity and thus in case of accidents these parts would be destroyed first and thus absorb the collision energy. Hollow girders are far superior to solid girders so far as the utilisation of material is concerned. Although hollow girders have been known for some time, it was not originally possible to utilise them to the extent now made possible by the use of stressed skin construction. The hollow girder possesses a high moment of resistance and a high working capacity both in torsion and bending. It is thus eminently suitable for being dynamically stressed in every direction. It is at its best when uniformly thin girder walls are employed. The reduction in weight of the lightweight coaches has been achieved by making full use of the stressed skin construction and by the use of light alloy fittings, etc. The underframe, side walls and roof are united into what might be termed as a static tube representing the thin wall hollow girder consisting of steel sheets. Since thin are capable of dealing with compression and shearing stresses only to a very limited extent, the resistance must be increased. This has been achieved by the provision of suitable pressed grooves or welded ribs.

Corrugated sheets, carlines are utilised for the underframe and roof respectively and these deal to a large extent with the buffing stresses. The sidewall pillars together with the carlines and underframe cross menbers, form frames which ensure the necessary rigidity to the structure. The end walls are made of steel sheets. These, together with the sidewalls, floor and roof form a compression and bending resistant tube. The lavatory and the vestibules are less rigid than the central passengercarrying part of the vehicle. The above principles have been applied rigidly to the coach being manufactured at Integral Coach Factory. This was the design of the coach when the production started at ICF during 1955. Establishment of Furnishing Division: The production was inaugurated on 2nd Octorer 1955 and initially ICF manufactured only 12 coaches in the first year. As mentioned earlier, furnishing of coaches was carried out by the zonal Railway workshops. Categorised as conventional coaches, the first few years at ICF was totally dedicated to the production of conventional shells. All these were broad gauge shells only. Later during the year 1958, ICF started furnishing of coaches also in the shell division itself. During the year 1962, a separate furnishing division was set up and the production was inaugurated on 2nd October 1962. There after full-fledged...

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