Tag Archives: DRDO

DRDO has much to answer for its poor performance

India has been unable to increase its self-reliance capability despite taking several steps.

By Dinesh Kumar | Chandigarh | 21 January, 2018 – Sunday Gaurdian
On paper the Defence Research and Development Organisation (DRDO) comes across as formidable. It is currently engaged in about 70 projects that include making almost every major conventional weapon system and platform that major military powers are already manufacturing. From rifles and machine guns to tanks, fighter aircraft, airborne warning and control system, aircraft carrier and a wide array of missiles—surface-to-air, surface-to-surface and sub surface. In reality, the DRDO has much to answer for its performance.

The DRDO, entrusted with developing weapon systems for India’s defence requirement, is critical for ensuring a high degree of self-reliance. Its huge establishment comprises a partnership with over 40 academic institutions, 15 national science and technology agencies, 50 public sector undertakings including the nine defence public sector units, the 40 ordnance factories and the over 250 private sector industries. By 2008, an estimated 1,500 small and medium enterprises were engaged in supplying about 20% to 25% of defence components to defence firms.

Notwithstanding, however, India’s self-reliance continues to hover at 30% to 35% despite a series of measures taken by the government that has resulted in India continuing to remain overly import dependent for its defence requirements. India has been unable to increase its self-reliance capability from the current 30% to 35% despite a series of measures it has taken in the last two-and-a-half decades in particular. Much of even the existing self-reliance capability is based on licence manufacture and transfer of technology by foreign state-owned or private companies. What is more, the government itself has expressed doubts about the country’s capability to even develop core technologies in reports prepared by the parliamentary standing committee on defence.

The harsh reality is that India’s state-owned defence industry has been unable to even develop a rifle, let alone a tank or an aircraft engine. The DRDO has consistently been shifting the timeline for all projects, ranging from rifles to aircraft. Furthermore, the DRDO has been unable to successfully complete a single major project except for a few missile systems and the nuclear powered submarine, although the latter has several shortcomings in capability. The procurement process continues to be time consuming and the private industry remains mired in bureaucratic processes. Most of the private industry’s involvement currently is low scale and focused on making sub systems. It is yet to graduate to making complete weapon systems or highly sophisticated technologies as is the case with major defence companies in the US and Europe.

India’s mission to increase self-dependency for defence equipment to 70% remains a dream. In 1992, following the breakup of the Soviet Union, which had been India’s main source of weapons supply, catering to 70% of the country’s defence requirements, a defence ministry “Self Reliance Review Committee” conceived “a ten-year plan for Self-Reliance in Defence Systems”, which, starting from 1995, was aimed at increasing India’s self-reliance index to 70% by 2005. The defence ministry has now shifted its deadline to attain about 70% self-reliance by over two decades to 2027. But as of now, this seems unlikely in the next ten years.

Efforts of successive governments have failed despite two unprecedented decisions that were specifically aimed at facilitating the self-reliance process—(a) opening of the military-industrial complex to Indian private sector participation up to hundred per cent, and (b) opening up to foreign direct investment (FDI) permissible up to 26%, which was subsequently increased to 49% in 2014 and 100% in 2016.

The present government’s latest emphasis on “Make in India” is undoubtedly noble, but seemingly idealistic. It remains to be seen whether “Make in India” will translate into “Made in India” or remain “Assemble in India”, without intellectual property rights and design control. Perhaps there is wisdom in the advice of David Gross, a Nobel Laureate in Physics, who during a visit to India in January 2016 advised that in order to “Make in India”, the country should focus on first “Discover in India”, followed immediately by “Invent in India”, before it embarks on “Make in India”. But this seems unlikely, considering India’s inflexible, irrational and outdated bureaucracy and the fact that India overall has been spending a paltry 0.9% of its GDP on research and development, compared to 2.1% by China, 2.7% by the United States and 4.4% by South Korea.

India’s record of producing and exporting weapon systems is extremely modest. For example, India’s defence exports averaged a meagre US$88 million a year between 2006-07 and 2008-09, which marginally rose to $174 million in 2013-14 and $330 million in 2016. At a cursory level, the list of countries that have been importing Indian defence equipment is impressive, as it also includes the United States, United Kingdom and Russia. But a study of the equipment reveals that it is very rudimentary—flight control panels, forging equipment and electronic assemblies to the US, transmitting tubes to the UK and, to Russia, some spares and services for the Russian origin MiG-29 and Sukhoi-30 fighter aircraft. None of these are critical technologies or anywhere close to a complete weapon system or a weapon platform.

In contrast, even while China is a major importer of defence hardware, it is at the same time also self-sufficient in certain key military technologies along with being a major weapons exporter. It was the fifth largest exporter of defence equipment to developing countries between 2000 and 2007, the third largest global supplier between 2010 and 2014 following an arms export increase by 143% and ranked fourth between 2008 and 2015 in arms transfer agreements with developing nations. China’s defence exports to developing countries averaged over $3 billion annually between 2011 and 2014, more specifically $2.5 billion in 2007, $2.2 billion in 2008, $3 billion in 2009, $1.9 billion in 2010, $3.2 billion in 2011, $3.4 billion in 2012, $4.2 billion in 2013 and $3.2 billion in 2014 and $ 6 billion in 2015.

India’s state-owned military industrial complex is characterised by flaws at several levels. Internal criticism against the military-industrial complex range from the way the DRDO is conceptualised and structured, its tendency to over reach, technological limitations and incapability; coordination problems with, and changing specifications by, the users, the myriad responsibilities of the head of the DRDO, the continuing limited involvement of the private sector and the predominant role of generalist bureaucrats with no expertise in defence. Moreover, the bureaucratisation of Indian science has created a scientific-work environment with features comprising caution, rules, reviews, screenings, scrutinies, committees, controls, centralisation, delays, doubts, indecision, inaction, suspicion, friction, and less communication.

Until India increases its self-dependence for its defence requirements, India’s import bill is only expected to rise, making it a foreign-made Indian armed force. But such overdependence has come at a high price for the country and the armed forces, which for the last two-and-a-half decades has been battling depleting force levels and antiquity of weapon systems.

The author is a defence analyst

Why Indian Railways Need To Buy 3,350 Truckloads Of Cow Dung For Rs 42 Cr

Srinand Jha, January 6, 2018- IndiaSpend

 

 

 

 

 

 

 

 

 

 

 

The Indian Railways need to buy 3,350 truckloads of cow dung at Rs 42 crore in 2018 to “recharge”–add bacteria to activate degradation–leaky, malfunctioning ‘bio-toilets’ that it has fitted on 44.8% of trains and hopes to expand to all trains by 2018, according to IndiaSpend projections of data released by the national auditor to Parliament.

Bio-toilets are small-scale sewage-treatment systems beneath the toilet seat: Bacteria in a compost chamber digest human excreta, leaving behind water and methane. That’s how they were supposed to work.

The Comptroller and Auditor General’s (CAG) report on these bio-toilets echoes the findings of our November 2017 investigation into their widespread malfunctioning: The CAG found 199,689 defects in 25,000 toilets.

Responding to the CAG findings, the railway ministry said its criticism was “not correct” and that “some problems of choking were occurring on account of misuse of toilets by passengers”. An official note from December 20, 2017, said: “These issues are being dealt with promptly.”

“By November 2011, the performance issues of each design of bio-toilets were clearly showing up,” the note said. “Therefore, the ministry did not wait until the end of the trial period to make the decision (to order the procurement of bio-toilets from private manufacturers).”

Our November 2017 story quoted studies from the Indian Institute of Technology (IIT) Madras and IIT Kanpur that said the bio-toilets were no better than “septic tanks” and the water they let out no better than “raw sewage”.

Each bio-toilet requires 60 litres–or three large bucketfuls–of inoculum, a mix of cow dung and water, according to the December 19, 2017, CAG report. This inoculum begins the process of breaking down 3,980 tons of human excreta that is released untreated by trains on rail tracks nationwide every day.

The bio-toilets originally used a bacterium found in Antarctica by a defence scientist, who cultured it in 2005 and 10 years later, got a patent on its use. Over seven years to 2017, 97,761 such toilets were fitted in new coaches or retrofitted in existing Indian trains.

The railways went ahead with the toilet installation even though the flaw in the basic model designed by the Defence Research and Development Organisation (DRDO) had been pointed out by an expert panel in 2007. In an interview (to be published tomorrow), Vinod Tare, an IIT professor of environmental engineering, who headed this panel, told us that these bio-toilets had been found ineffective at two venues: Kumbh Mela, the massive gathering of Hindu pilgrims held every 12 years at a river bank, and the army base-camp at Siachen glacier.

The panel’s two-year study was completed in November 2017 by IIT Madras, as IndiaSpend reported on November 23, 2017.

The railways sent a rejoinder to our story–you can read it here–and soon after announced they were exploring airplane-style vacuum toilets.

The railways bought 3,600 litres of inoculum for Rs 68,400 in May 2016, said the CAG report. Based on this cost, we estimate that to recharge the 97,761 bio-toilets currently in use, the railways will need 23.46 million litres–or 3,350 truckloads–of cow dung.

With the railways failing to produce enough bacteria, the cow dung will be sourced from private sector at Rs 19 per litre. The railways have a workshop–with an installed capacity to generate 30,000 litres of bacteria each month–in Nagpur, but no action has been taken on a 2011 proposal to set up two more facilities, at Kapurthala and Perambur.

No clarity on funds or manpower for bio-toilet project

There is no clarity on two other critical issues relating to bio-toilets on trains: The infrastructure costs involved in installation, including procurement and installation of evacuation machines and hydraulic lifts, and anticipated expenses on training and deployment of manpower.

Further, if all 54,506 rail coaches are to be fitted with vacuum toilets atop the bio-toilets being installed–as is being planned–there will be an additional cost of Rs 10,900 crore. The current market price of a vacuum toilet unit is approximately Rs 200,000.

The additional expense might have been worth it if the bio-toilet scheme, 24 years in the making, had been efficient. But the CAG has amplified concerns about its performance and has endorsed the findings of the IndiaSpend investigation.

The flaws in bio-toilets, according to the CAG

In an evaluation of 25,000 toilets for the period under review (2016-17), the CAG detected 199,689 defects and deficiencies. Here are some major issues, according to the report:

Highest number of problems/ defects (41,111) found at the Bengaluru coaching depot, followed by Gorakhpur (24,495) and Wadi Bunder (22,521);
Complaints per bio-toilet were highest at the Bengaluru coaching deport (98), followed by Wadi Bunder (32), Rameshwaram (28) and Gwalior (17);
Of the 102,792 instances of choking, 10,098 (10%) cases reported in March 2017;
Of the 102,792 cases of choking in 25,080 bio-toilets, the highest (34%) were reported from Bengaluru. This implied that one bio-toilet got choked 83 times a year;
Choking incidents have risen from 2015-16: One bio-toilet got choked four times a year during 2016-17.
Quantity and quality of material used criticised by CAG

In an email dated May 21, 2016, to then defence minister Manohar Parrikar, Y Ashok Babu, a scientist at the DRDO, had alleged that a “nexus of bureaucrats and industrialists” was pushing for what was “nothing but gobar gas plants involving no technology”.

The CAG report too slammed the railways for the “quality and quantity” of material being procured.

As the report observed, there were complaints pending against seven of the nine firms against with which the Railway Board placed orders. These are: Ms JSL Life Style Limited, Ms Omax Auto Limited, Ms Mohan Rail Components Limited, Ms Rail Fab, Ms Amit Engineers, Ms Hindustan Fiber Glass Works and Ms Rail Tech.

In July 2017, the railways ministry barred three companies (Ms Rail Tech, Ms Rail Fab and Ms Hindustan Fiber) from being considered for railway contracts for an unspecified period. The ministry also proposed that the contract of another company, Ms Mohan Rail, be cancelled.

Negligence in testing of effluents and bacteria culture

The CAG report found that 12 coaching depots of nine railway zones had not finalised the annual maintenance and operating contracts (AMOCs) for bio-toilets.

“Evaluation of performance is a continuous process resulting in addition or deletion from the approved list,” the railways ministry said in a press note in response to the CAG report. It added that “all major coaching depots now had the AMOC contract, while this was progressively being extended to other depots”.

As the CAG found, Indian Railways have not adhered to the guidelines on testing the effluents released by bio-toilets. The tests had not been conducted at all at the Dhanbad coaching depot and records of the samples sent for testing and the results of these tests were not maintained at five coaching depots.

At the Lower Parel workshop in Mumbai, 18 drums of bacteria procured at a cost of Rs 68,400 in May 2016 had been lying unused even after their shelf life had expired.

After 2011, the railways placed bulk orders for the supply, installation and commissioning of approximately 80,000 bio-toilets. The CAG criticised the railways for failing to come up with a “standardized design” for these units. It also pointed to the “large scale proliferation” of 10,000 tanks in November 2011 “before test results of trials on seven different variants had been analyzed”.

Earlier news reports had suggested that the land-based variants of these toilets were unsuccessful.

This is the first of a two-part series. You can read our November 2017 report on railway bio-toilets here.

Next: ‘Railways Went Ahead With A Failed Bio-Toilet Model’

(Jha is a New Delhi-based freelance journalist.)

Tweets

‘Railways Went Ahead With A Failed Bio-Toilet Model’ IndiaSpend

Tech solutions to train-toilet problem exist, but ‘the intention to find a lasting solution is not there’. Bureaucrats only interested in fulfilling targets, ensuring tenures are trouble-free: IIT engineer & professor Vinod Tare tells us. http://bit.ly/2CIZKAY

Some yrs back Jairam Ramesh took initiative & DRDO installed some bio toilets in the villages near Wheeler Island. No one used them.
Biotoilets don’t work in Indian context

द.ध्रुव से आयातित खास बैक्टीरिया से लैस करवाए गये हमारी रेलों के बायो- टायलेट करोड़ों खर्च करके भी नारकीय क्यों बने हुए हैं? जानकारी ।

So much for biotoilets http://www.indiaspend.com/cover-story/why-indian-railways-need-to-buy-3350-truckloads-of-cow-dung-for-rs-42-cr-78722 

Wow, that’s some sh*t!

On-board treatment of human excreta in trains is difficult; evacuation facilities & treatment plants–for compost or biogas–can be set up in the rail yards: IIT’s Vinod Tare, head of 2007 team that studied bio-toilet project in Indian trains.

http://ift.tt/eA8V8J’Railways  Went Ahead With A Failed Bio-Toilet Model’ – IndiaSpend http://ift.tt/2CN31jx

Who took decision to install bio-toilets in Railway, it appears that decision was taken decades back but installed during UPA regime but NDA is blamed

Failed bio-toilet model?

Bio-toilet model used in Indian trains failed to work at 2013 Kumbh Mela and Siachen but railways still pushing for use in all trains. Our interview with engineer & prof Vinod Tare, head of 2007 IIT study on train bio-toilets. http://bit.ly/2CIZKAY

Huge waste of your and mine..The Indian taxpayers money

Cc @PiyushGoyal @PiyushGoyalOffc

A 2007 study, jointly conducted by the Lucknow-based Research Designs and Standards Organisation (RDSO) and IIT Kanpur, also concluded that excreta wasn’t being treated in the bio-digesters. The railways has not made this report public. http://www.indiaspend.com/cover-story/railways-went-ahead-with-a-failed-bio-toilet-model-17151 

they planted the septic tank in the coaches.

Dr @PiyushGoyal ji ये हो क्या रहा है

RTI-Army – Misutilization of Army manpower in DRDO

To                                                                                          23 December 2017

The CPIO, MoD (Army)
RTI Cell, G-6, D-1 Wing, Sena Bhawan
Integrated Headquarter of MoD (Army)
DHQ PO, New Delhi 110011

Hello,
Kindly provide me with the following information requested under the purview of the Right to Information Act, 2005 in respect of rules position to use army manpower deputed to DRDO for various assignments. It is observed that in DRDO scientists and services officers are using army jawans for their personal service, like cleaning private vehicles, using as driver in their personal cars in office hours and after office hours even in holidays. In VRDE, DRDO, Ahemadnagar Lt Col Praveen Kumar utilizing army manpower Sh  Vaidya Mahesh  in his personal service. The enclosed pictures are self explanatory.

Please find some pictures of Army jawans performing duty for private vehicles of Dr DP Singh Scientist, EMU, DRDO Dehradun engaged a private Scorpio in contract since few years. The vehicle is fully painted with Bharat Sarkar, Raksha Mantralay, EMU, DRDO etc.

  1. Please provide the rules position for utilizing army jawans for personal works by services officers deputed to DRDO and DRDO scientists.
  2. Whether it is allowed by Indian army (Yes/No)
  3. Any disciplinary action can be initiate by competent authority if it is come under misutilization of army jawans or other ranks (Yes/No)
  4. If yes then in case of services officers deputed in DRDO who will the competent authority.
  5. If yes then in case of DRDO scientists who will the competent authority.

Regards

Prabhu Dandriyal

21-Sunderwala, Raipur, Dehradun-248008

Phone – 0135- 2787750, Mobile- 9411114879,

e-mail id prabhudoon@gmail.com  website – www.corruptionindrdo.com

Enclosed

  1. Photographs from VRDE, DRDO, Ahemadnagar
  2. Photographs from EMU, DRDO Dehradun

Registration Number            MODEF/R/2017/53235

RTI – Railway- bacteria from low temperature areas in India were acclimatized

To                                                                                                        20th December 2017

Shri  RAKESH  KUMAR

D.D. (PG) &  C.P.I.O.

(Registration & Coordination)

R.No 05, RTI Cell / RB

Railway Board, New Delhi -110001

Hello,

Kindly provide me with the following information requested under the purview of the Right to Information (RTI) Act, 2005 in respect of IR’s para-wise reply to Article titled New Toilets In Indian Trains No Better than Septic Tanks: IIT Study” published in India Spend dated 23rd November, 2017. At para number 11 of the rejoinder, in reply it has been stated that instead bacteria from low temperature areas in India were acclimatized to low temperature and the bacterial species which had compromised activity at low temperature were supplemented (bioaugmentation) with selected group of bacteria isolated from lake sediment samples brought from Antarctica.

  1. Copy of patent If any applied for acclimatization process developed by DRDO, submitted to you by DRDO or  any other related documents,  which supported your statement  in reply of para 11.
  2. Kindly provide me a certified copy of safety certifications obtained from environmental agencies and bio safety agencies if you made them acclimatized through gene manipulation or any genetic engineering methods before releasing such bacteria into environment.

 

Regards

Prabhu Dayal Dandriyal

21-Sunderwala, Raipur, Dehradun-248008

Phone – 0135- 2787750, Mobile- 9411114879,

e-mail id prabhudoon@gmail.com  website – www.corruptionindrdo.com

Registration Number      MORLY/R/2017/54482

IR’s para-wise reply to Article titled “New Toilets In Indian Trains No Better than Septic Tanks: IIT Study” published in India Spend dated 23rd November, 2017

11. Lokendra Singh, former director of the DRDE, had, after an expedition to Antarctica, brought home psychrophilic bacteria that can survive in extremely low temperatures. The bacteria were mixed with cowdung and normal soil, which have methogens (micro-organisms that produce methane) capable of breaking down human excreta. This was then supplied to the manufacturers of rail bio-digesters. 11.  It is not true that all the bacteria involved in biodegradation process were brought from Antarctica. Instead bacteria from low temperature areas in India were acclimatized to low temperature and the bacterial species which had compromised activity at low temperature were supplemented (bioaugmentation) with selected group of bacteria isolated from lake sediment samples brought from Antarctica.

The basic microbiological and biochemical steps involved in bio-digester, gobar gas plant and septic tank are similar except that septic tank does not have methanogens instead lower fatty acids get converted into H2S gas by employing sulphate reducing bacteria. Another difference is that inoculum is not added to the septic tank whereas bio-digester is seeded initially with a known anaerobic microbial consortium. The major difference in bacterial composition used in bio-digester and other technologies is that bacteria are more efficient and work in wider temperature range including low temperature (cold active bacteria and not psychrophiles as reported in the news)

New toilets in trains no better than septic tanks: IIT-M study

Srinand Jha, November 23, 2017 IndiaSpend

 

 

 

 

 

 

 

 

 

 

 

A new kind of toilet using bacteria to break down human excreta has been deployed in Indian trains over four years to 2017, at a cost of Rs 1,305 crore, but this toilet is no better than a septic tank, the Indian Institute of Technology, Madras, has concluded after a two-year long study.

As many as 93,537 “bio-digesters”–as the toilets are called–have been installed in mainline express and mail trains by the Indian Railways. These are small-scale sewage-treatment systems beneath the toilet seat: Bacteria in a compost chamber digest human excreta, leaving behind water and methane. Only the water, disinfected later, is let out on the tracks.

That is how it is supposed to work.

However, sanitation experts and various studies–including commissioned by the railways–have pointed out that most of the new “bio-toilets” on Indian trains are ineffective or ill maintained and the water discharged no better than raw sewage.

“Our tests have found that the organic matter (human waste) collecting in the bio-digesters do not undergo any kind of treatment,” IIT professor Ligy Philip, who headed the latest study, told IndiaSpend. “Like in the septic tanks, these bio-digesters accumulate slush (human excreta mixed with water).”

The IIT study on bio-toilets, shared exclusively with IndiaSpend, was sponsored by the Bill and Melinda Gates Foundation and submitted last week to the union ministry of urban affairs.

Despite the criticism, an additional 120,000 coaches are to be fitted with these bio-toilets, jointly developed by the Defence Research and Development Organisation (DRDO) and the Indian Railways, by December 2018. This is likely to cost Rs 1,200 crore, the railways revealed on November 2, 2017, in response to a Right to Information (RTI) request.

The bio-digester project in the Indian Railways began during the previous United Progressive Alliance (UPA) regime. But the project has been speeded up under Prime Minister Narendra Modi’s Swachh Bharat (Clean India) campaign. The idea is to meet this target in time for the celebration of Mahatma Gandhi’s 150th birth anniversary in 2019, said railway ministry spokesperson Anil Kumar Saxena. The Swachh Bharat campaign has been dedicated by PM Modi to Gandhi.

Indian Railways are often described as the world’s biggest toilet: It ejects around 3,980 tonnes of faecal matter–the equivalent of 497 truck-loads (at 8 tonnes per truck)–onto rail tracks every day, according to a report released by the Comptroller and Auditor General (CAG) in 2013.

The network has 9,000 passenger trains with 52,000 coaches with toilets that discharge human waste on to rail tracks. Covering 65,500 km across the country, these trains transport 24 million passengers every day, the equivalent of the population of Australia.

Since 1993, the Indian Railways have been experimenting with a host of technologies used worldwide to replace the open discharge system. This included vacuum toilets based on suction, commonly seen in aircraft; “controlled-discharge” toilet systems (CDTS) which allow waste to be dropped only after a train acquires a speed of 30 kmph, thus keeping stations clean; and “zero-discharge” toilets, in which solid waste is stored, evacuated and then dumped in pits for composting and the liquid filtered for recycling.

In 2008, the railways decided to install the bio-digester model developed by the Gwalior-based Defence Research and Development Establishment (DRDE).

Responding to the criticism of the bio-toilet, government officials said that the flaws are being fixed. “The issues regarding the bio-digesters are of a minor nature and are being effectively addressed. Some changes (in design or execution strategies) are inevitable, as this is a continuous process,” said Saxena, the railway ministry spokesman.

Currently, there are nine units manufacturing these bio-toilets.

Questions raised about bacteria used in green toilets

Lokendra Singh, former director of the DRDE, had, after an expedition to Antarctica, brought home psychrophilic bacteria that can survive in extremely low temperatures. The bacteria were mixed with cow dung and normal soil, which have methogens (microorganisms that produce methane) capable of breaking down human excreta. This was then supplied to the manufacturers of rail bio-digesters.

“Because of the presence of a compound of bacteria, the bio-degradation process is set off in the toilet chambers–the bacteria eat up the organic matter (human excreta) and produce methane gas and water as byproducts,” Singh said.

The Indian Railways have also been toying with the idea of setting up two factories to mass produce this bacterium.

But Singh’s claims of a scientific breakthrough using the bacteria from Antarctica have been questioned on the following grounds:

The bacterium, Singh admitted, has not obtained an independent or a third-party certification from an organisation such as the UIC (Federation of European Railways);
The DRDO does not have a patent for the design or manufacture of these bio-toilets. A patent is necessary to market a commercial product. DRDO only has a patent for the design of “railway toilet tank”, as the organisation’s website reveals;
The railways do not maintain centralised data on the functioning of bio-digesters on parameters of effluent analysis, their charging or emptying locations;
These bio-toilets do not eliminate the problem entirely: Once the tank is filled, human excreta is allowed to drop down onto the tracks.
Three experts had flagged problems with bio-toilets

This is not the first time the railways’ bio toilet project has been criticised. A 2009 study jointly conducted by the Lucknow-based Research Designs and Standards Organisation (RDSO) and IIT Kanpur concluded that no treatment of human excreta was happening in the bio-digesters installed in railway toilets.

“We had found the discharge from these toilets as being no different from raw sewage,” said IIT professor Vinod Tare, who had headed the study, which the railway ministry has not made public.

On September 14, 2004, DRDO scientist Y Ashok Babu sent a letter to the then chief vigilance commissioner Pradeep Kumar, terming the bio toilets “farce (sic) technology”.

Sulabh International founder Bindeshwar Pathak–who had earlier been named the brand ambassador of the railways’ cleanliness mission–has also expressed serious reservations about the effectiveness of the “Antarctica bacteria” at a meeting with railway board officials in January 2016.

“I had recommended the use of removable steel tanks in train toilets and the installation of biogas digesters at the junctions,” Pathak said.

The bio-toilets had “more than 100% chance of getting choked”, said M Raghaviah, general secretary of the National Federation of Indian Railways, in an August 2015 letter sent to the Railway Board. “The carriage and wagons staff is routinely facing the inconvenience of cleaning up the choked tanks,” he said.

The DRDO bio-digesters were first installed at Siachen glacier in 2000 and subsequently at the 2013 Kumbh Mela, the massive Hindu festival that marks a solar eclipse, in Allahabad. Recent news reports (such as this report in the New Indian Express) have pointed out that bio-toilets are malfunctioning in trains.

Singh rejected these allegations. “Frustrated scientists who have never worked on the project are raising such issues,” he said. “Of course, there are some problems but these are being addressed by the railways. Bio-digester manufacturers do not have previous experience. So, some problems are emerging but issues will shortly get sorted out.”

Singh, who has assumed charge as the chairman of the Digesters and Bio-Toilet Manufacturers Association (DBMA) after his retirement from DRDE this year, said questions of “conflict of interest” did not apply in his case, as he held only an “honorary position with the DBMA”.

Incumbent DRDE director DK Dubey refused to comment in the matter and a questionnaire emailed to him remained unanswered until the time of writing. DV Kamboj, project in-charge at DRDE, said he was not authorised to speak to the media.

Bio-toilets are often choked, broken or malfunctioning

Documents available with IndiaSpend suggest that there are serious issues with the bio-toilet venture. At a high-level meeting convened by the railway board on October 26, 2017, with functionaries from 17 zones, the following concerns were emphasised:

Bio-digester toilets were giving off an overpowering stench on account of the improper functioning of mechanical peripherals fitted in them;
Toilets were getting jammed often, not only because passengers were tossing bottles, cigarette butts, gutka (chewable tobacco mix) packets and soiled sanitary napkins into them but also because mechanical fixtures such as valves were non-functional;
Water pressure available for flushing in these toilets was inadequate (bio-digesters need 5 litres of water per flush);
Mounting and securing apparatus of the toilet tanks were faulty, leading to regular breakage of rubber connector and safety wires.
An internal review of bio digesters conducted for September 2017 on five divisions of the Northern Railway Zone indicated 10% failures on account of internal choking in the Delhi division of Northern Railways; 15.7% cases of clutch wire failures and 19.4% failures of lab samples testing.

Cost of manufacture, fitment has climbed from Rs 52,000 to over Rs 75,000

During the last three years of the second UPA government (2011-14), 9,350 bio-toilets were fitted in trains but the figure rose by 539%, to 59,735, in the first three years of the NDA government (2014-17).

In the current financial year (2017-18), 24,215 bio-toilets had been fitted until August 30, bringing the cumulative figure to 93,537, the railways said in the RTI reply of November 2, 2017.

In this period, the cost of manufacture and fitment of bio-toilets climbed from an average of Rs 52,000 per unit to over Rs 75,000 per unit. After the imposition of the Goods and Services Tax (GST), this cost burden has spiked further, with the railways having to absorb the 18% levy.

“Cost escalation is inevitable, as manufacturing costs have been rising,” said Manoj Jha of Faridabad-based Arkin Technologies that manufactures and supplies bio-digesters to the railways.

In response to an RTI appeal from Dehradun-based activist Prabhu Dandriyal, the railways stated that the Hubli workshop of South Western Railways had been supplied 2,152 toilets at a cost of over Rs 22 crore during the financial year 2016-17. Based on this calculation, the current cost being borne by the railways works out to more than Rs 100,000 per unit.

By the time the task is completed, the railways are likely to exceed their budget of Rs 1,200 crore for additional bio-toilets. Arvind Dethe, a bio-toilet manufacturer based in Akola in Maharashtra, has been selling a similar toilet at Rs 6,000.

“Everybody engaged with the plan is aware that the current bio-digester plan is unlikely to achieve the goal of providing an environment-friendly and sustainable solution,” a railway official said, requesting anonymity because he is not authorised to speak to the media. “But officials are keeping quiet on account of pressure from the political leadership to fulfill the targets.”

As many as 95% of the bio-toilets fitted so far were faulty, claimed another official posted in the carriage and wagon department who did not wish to be named. His department is responsible for the maintenance of toilets.

DRDO scientist Ashok Babu, in his email of May 21, 2016, to then defence minister Manohar Parrikar, rubbished official claims about the bio-toilets, alleging that these were nothing but “gobar gas plants”.

“With basic training, a village mason can build such toilets,” he alleged. “The plan is being pushed by a nexus of officials and vendors.”

The railways have spent Rs 22 lakh on the repair of “faulty” bio-toilets in the Southern Railway zone alone, according to an October 10, 2017, RTI reply to Dandriyal, the Dehradun-based activist.

“Funds are not so much a constraint; but a bigger problem is that–on account of the business interests of the railways to run more and more trains–it becomes difficult to spare coaches for repair work,” said a railway ministry official who did not wish to be named. “Coaches with faulty toilets need to be marked ‘sick’ and moved to the nearest of the 29 workshops of the Indian Railways for repair. But the time and luxury for such things is not easily available with the Indian Railways.”

Railways now looking at vacuum toilets

Confronting “irresolvable issues” on the non-functioning of the DRDO toilets, the Indian Railways have begun exploring other options including the procurement of the vacuum toilets commonly used in aircraft or trains in western countries.

The Chennai-based Integral Coach Factory (ICF) has already floated a global tender to acquire vacuum toilets. “To begin with, these will be fitted in premier trains including the Rajdhani, Shatabdi and the Durontos,” a ministry official said.

Singh said that the idea was to develop “hybrid toilets” by fitting vacuum toilets atop the bio-digesters already installed. “Subsequently, lavatories will mainly have vacuum toilets, with just one big bio-digester installed in half portion of the guard’s cabin at the end of the train,” the official said.

This policy U-turn means not only that has time and money invested in the bio-digesters has been wasted but also that the railways will now need to pump in more funds to execute its green toilets plan

 

New toilets in trains no better than septic tanks: IIT-M study

By Srinand Jha The Economics Times, Nov 23, 2017
A new kind of toilet using bacteria to break down human excreta has been deployed in Indian trains over four years to 2017, at a cost of Rs 1,305 crore, but this toilet is no better than a septic tank, the Indian Institute of Technology-Madras (IIT-M) has concluded after a two-year long study.
As many as 93,537 “bio-digesters” — as the toilets are called –have been installed in mainline express and mail trains by the Indian Railways. These are small-scale sewage-treatment systems beneath the toilet seat: Bacteria in a compost chamber digests human excreta, leaving behind water and methane. Only the water, disinfected later, is let out on the tracks.
However, sanitation experts and various studies — including those commissioned by the railways — have pointed out that most of the new “” are ineffective or ill maintained and the water discharged is no better than raw sewage.
“Our tests have found that the organic matter (human waste) collecting in the bio-digesters do not undergo any kind of treatment,” IIT professor Ligy Philip, who headed the latest study, told IndiaSpend. “Like in the septic tanks, these bio-digesters accumulate slush (human excreta mixed with water).”
The IIT-M study was sponsored by the Bill and Melinda Gates Foundation and submitted last week to the Union Ministry of Urban Affairs.
Despite the criticism, an additional 120,000 coaches are to be fitted with these bio-toilets, jointly developed by the Defence Research and Development Organisation (DRDO) and the Indian Railways, by December 2018. This is likely to cost Rs 1,200 crore, the railways revealed on November 2, in response to a Right to Information (RTI) request.
The bio-digester project began during the previous United Progressive Alliance regime. But the project has been speeded up under Prime Minister Narendra Modi’s Swachh Bharat campaign. The idea is to meet this target in time for the celebration of Mahatma Gandhi’s 150th
Indian Railways is often described as the world’s biggest toilet: It ejects around 3,980 tonnes of faecal matter — the equivalent of 497 truck-loads — onto rail tracks every day, according to a report released by the Comptroller and Auditor General (CAG) in 2013.
The network has 9,000 passenger trains with 52,000 coaches with toilets that discharge human waste on to rail tracks. Covering 65,500 km across the country, these trains transport 24 million passengers every day, the equivalent of the population of Australia.
Since 1993, the Indian Railways have been experimenting with a host of technologies used worldwide to replace the open discharge system. This included vacuum toilets based on suction, commonly seen in aircraft; “controlled-discharge” toilet systems (CDTS) which allow waste to be dropped only after a train acquires a speed of 30 kmph, thus keeping stations clean; and “zero-discharge” toilets, in which solid waste is stored, evacuated and then dumped in pits for composting and the liquid filtered for recycling.
In 2008, the railways decided to install the bio-digester model developed by the Gwalior-based Defence Research and Development Establishment (DRDE).
Responding to the criticism of the bio-toilet, government officials said that the flaws are being fixed. “The issues regarding the bio-digesters are of a minor nature and are being effectively addressed. Some changes (in design or execution strategies) are inevitable, as this is a continuous process,” said Saxena.
Lokendra Singh, former director of the DRDE, had, after an expedition to Antarctica, brought home psychrophilic bacteria that can survive in extremely low temperatures. The bacteria were mixed with cow dung and normal soil, which have methogens (micro-organisms that produce methane) capable of breaking down human excreta. This was then supplied to the manufacturers of rail bio-digesters
“Because of the presence of a compound of bacteria, the bio-degradation process is set off in the toilet chambers-the bacteria eat up the organic matter (human excreta) and produce methane gas and water as byproducts,” Singh said.
But Singh’s claims of a scientific breakthrough using the bacteria from Antarctica have been questioned on several grounds, including the fact that the bacterium, as Singh admitted, has not obtained an independent or a third-party certification from an organisation such as the UIC (Federation of European Railways
Also, DRDO does not have a patent for the design or manufacture of these bio-toilets. A patent is necessary to market a commercial product. DRDO only has a patent for the design of “railway toilet tank”, as the organisation’s website reveals.
This is not the first time the railways’ bio-toilet project has been criticised. A 2009 study jointly conducted by the Lucknow-based Research Designs and Standards Organisation (RDSO) and IIT-Kanpur concluded that no treatment of human excreta was happening in the bio-digesters installed in railway toilets.
“We had found the discharge from these toilets as being no different from raw sewage,” said IIT-K professor Vinod Tare, who had headed the study, which the Railway Ministry has not made public.
On September 14, 2004, DRDO scientist Y. Ashok Babu sent a letter to the then Chief Vigilance Commissioner, Pradeep Kumar, terming the bio-toilets “farce (sic) technology”.
Singh rejected these allegations. “Frustrated scientists who have never worked on the project are raising such issues,” he said. “Of course, there are some problems but these are being addressed by the railways.”
Singh, who has assumed charge as the chairman of the Digesters and Bio-Toilet Manufacturers Association (DBMA) after his retirement from DRDE this year, said questions of “conflict of interest” did not apply in his case, as he held only an “honorary position with the DBMA”.
Documents available with IndiaSpend suggest that there are serious issues with the bio-toilet venture. These were discussed at a high-level meeting convened by the Railway Board on October 26, with functionaries from 17 zones.
During the last three years of the last government (2011-14), 9,350 bio-toilets were fitted in trains but the figure rose by 539 per cent, to 59,735, in the first three years of the NDA government (2014-17). In the current financial year (2017-18), 24,215 bio-toilets had been fitted until August 30, bringing the cumulative figure to 93,537, the railways said in its RTI reply of November 2.
In this period, the cost of manufacture and fitment of bio-toilets climbed from an average of Rs 52,000 per unit to over Rs 75,000 per unit. After the imposition of the Goods and Services Tax (GST), this cost burden has spiked further, with the railways having to absorb the 18 per cent levy.
“Cost escalation is inevitable, as manufacturing costs have been rising,” said Manoj Jha of Faridabad-based Arkin Technologies that manufactures and supplies bio-digesters to the railways.
In response to an RTI appeal from Dehradun-based activist Prabhu Dandriyal, the railways stated that the Hubli workshop of South Western Railways had been supplied 2,152 toilets at a cost of over Rs 22 crore during the financial year 2016-17. Based on this calculation, the current cost being borne by the railways works out to more than Rs 100,000 per unit.
By the time the task is completed, the railways are likely to exceed their budget of Rs 1,200 crore for additional bio-toilets. Arvind Dethe, a bio-toilet manufacturer based in Akola in Maharashtra, has been selling a similar toilet at Rs 6,000.

ToT holders of controversial DRDO bio toilet forms nexus in the name of Association

ToT holders of controversial DRDO bio toilet forms nexus in the name of Association. Till date these toilets are purchased by either central government or state governments at a huge cost. Dr Lokendra Singh who was once director of DRDE and so called inventor of bio digester technology after shifted alliance to  Bio Toilets ToT holders association as its chairman. Interesting point to be noted here is these toilets being installed by these ToT holders needs inspection and certification by DRDE Gwalior of which Dr Loknedra Singh was director and his earlier team members currently working at senior levels in DRDE are the certifying officials. As chairman of such association whose sole buyer is Govt. and  his earlier team members worked under him at DRDE  as certifying officials even layman can understand who are the people being benefited from such criminal nexus at the expense of tax payer money.

Made in India Drones: India’s worst nightmare ??

Published November 2, 2017 Indian Defence Research Wing
SOURCE: ABHOY ROY / FOR MY TAKE / IDRW.ORG

India’s quest to develop Unmanned Aerial Vehicle (UAV) started in early 90’s when India’s ADE (Aeronautical Development Establishment), a branch of DRDO was tasked to develop India’s first Nishant UAV based on India Army’s requirement for intelligence gathering platform over enemy territory, which had its first flight in 1995.

Exactly after a decade later, Indian army’s fleet of four home-grown Nishant UAV had suffered crashes and all were lost prompting Army to cancel any future plans to place any further orders for the Nishant UAV.

DRDO second attempts to develop a Medium Altitude Long Endurance unmanned air vehicle began soon after around 2003 with the development of Rustom-1 design based on Rutan Long-EZ Homebuilt aircraft developed by American based Rutan Aircraft Factory.

Rustom-1 was supposed to be Technology Demonstrator platform upon which India had plans to develop a Larger UAV with a flight endurance of over 24 hours in Predator Class. Rustom-1 had its first flight in 2009 and soon there were reports that Indian Army and Indian Navy were interested in using them to replace older Israeli supplied Searcher reconnaissance UAVs.

But few years down the line both Indian Army and Indian Navy decided not to pursue the project any further due to the slow pace of development and lack of meaning full sensor package. Rustom-1 still remains a Technology Demonstrator platform for its larger sibling and there is little hope that it will ever make into full-scale production drone.

Tapas (BH-201 ) which was earlier known as Rustom-II made its first flight last year, but soon it was confirmed in media reports that the first prototype was soon pulled out of flight trials to address technical issues with the program. According to media reports, the first prototype was over-engineered and suffered from weight issues and required considerable re-engineering of turboprop engine section and to its wing section.

The second prototype of Tapas (BH-201 ) is still going through considerable weight reduction measures and is prepped for sensor and payload integration which has already seen delays its first flight planned for in mid of 2017.

DRDO in 2014 again tested for the first time Panchi which is a wheeled version of the Nishant unmanned aerial vehicle (UAV) based on Army’s recommendation but it is still unclear if Army has made any requirement for Panchi UAV and it might also risk of heading dead end like Nishant.

The only project which seems to have got a considerable level of acceptance in Indian armed forces is light-weight Netra Quadcopter which DRDO developed with Mumbai-based Idea Forge and Indian Eagle mini-drone developed by HAL, along with Suchan developed by NAL , but a great deal of MALE and HALE Class UAV programs like Nishant, Panchi, Rustom-1, and Tapas have seen considerable delays in the program and there is no clear deadline when they will enter into production .

Conclusion

India still has a combined tri-service requirement for the acquisition of 150 medium-altitude long-endurance (MALE) UAVs for which Request for Information already has been floated by India earlier this year But the Unfortunate truth is that India doesn’t only have troubles perfecting drone technology but is also facing serious delays in projects which are far from over and still continues to face a considerable amount of technological challenges that India is now risk falling behind countries in the region on drone technology.

A solution could be to encourage Private Defence companies in India to come with similar projects which can either help fast track this projects or help develop alternative platforms which can be used by our armed forces to truly make ” Make in India ” Initiative of PM Modi a Success.