Final MOM of 39th MSG meeting.pdf - RDSO

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

MINUTES

OF

XXXIX MAINTENANCE STUDY GROUP

(ELECTRIC LOCO)

MEETING

HELD AT

NAGPUR, CENTRAL RAILWAY

ON

14th & 15th OCTOBER’ 2019

RESEARCH DESIGNS AND STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW – 226 011

Page 2 of 147

LIST OF PARTICIPANTS

S N Name (S/Shri) Designation

Railway Board

1 Rajesh Tiwari Member Traction

2 Manju Gupta AM(L)

3 Kishor Kumar EDEE/RS/RB

4 A. K. Goswami DEE/RS

RDSO

5 O. P. Kesari PEDSE

6 P. K. Saraswat DSE/TM

7 Aseem Kumar DSE/Pn.

8 Jitendra Yadav JDSE/TPS

9 Arvind Pandey JDSE/System

10 Giriraj Kishor DDSE/Mech

Central Railway

11 Anoop Kumar Agarwal CELE

12 Shiv Ram CWM/ELW/BSL

13 S.C. Chaudhari CWM/TMW/NKRD

14 Himanshu Ramdeo DEE/TRS/BSL

South Central Railway

15 A.K. Thourya CELE

16 T. Natraj Sr.DEE/ELS/LGD

East Coast Railway

17 Kalyan Patnayak CELE

18 M. Mahesh DEE/TRS/WAT

East Central Railway

19 J. R. Meena CELE

20 Goverdhan Kumar Sr.DEE/TRS/GMO

Eastern Railway

21 Manoranjan Biswas CEE/OP

22 D.V. Yadav Sr.DEE/TRS/HWH

North Central Railway

23 Anupam Singhal CELE

24 Pradeep Kumar Sharma Sr.DEE/TRS/CNB

North Eastern Railway

25 V.K. Sharma Dy. CEE

26 Nitesh Pandey DEE/TRS/GD

Northern Railway

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S N Name (S/Shri) Designation

27 Mohit Chandra CELE

28 Manish Pratap Singh Sr.DEE/ TRS/GZB

29 Dinesh Sharma ADEE/TRS/LDH

North Western Railway

30 Vivek Mishra Dy.CEE/TRD/HQ

South Western Railway

31 Anantha Guruswamy A Dy. CEE/TRD/HQ/SWR

South East Central Railway

32 Alok Sahay CELE

33 Rajesh Roshan Sr.DEE/TRS/ROU

34 Shashank Koshta DEE/TRS/BIA

South Eastern Railway

35 R. K. Tewari CELE

36 Jeet Ram Sr. DEE/TRS/SRC

Southern Railway

37 A. M. Chowdhary CELE

38 B. Ramesh Sr. DEE/TRS/RPM

West Central Railway

39 A.P. Labhane CELE

40 Vachhit Khare Sr. DEE/TRS/ET

Western Railway

41 M. K. Gupta CELE

42 Harikesh Meena Sr.DEE/TRS/BRC

CLW

43 A.K. Singh CEE/ D&D

44 Pankaj SEE/D&D

DLW

45 Anant Sadashiv CEE/Loco

IRIEEN

46 N.D. Turkar, Professor/IRIEEN/ NKRD

DMW

47 Manish Kumar Sinha CEE/Loco

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INDEX

SN ITEMS Proposed

by

Page

Nos.

Inaugural Session

Technical Session

1&2 1. Interoperability of locomotives for push-pull operation & VCU

software modification for neutral section negotiation.

2. Multiple unit operation (MU) of locomotives fitted with different

make VCU.

RB 10-12

3. Provision of crew voice and video recording system (CVVRS). RB 13-14

4. Procedure for measurement of wheel gauge & its tolerances. RB 15-17

5. Review of periodicity of major schedules (TOH & IOH) of WAP5 locos

in line with WAP7 locos.

WR 18-24

6. Breakage of gear Case Safety Device Clamp (Stopper) in WAP5 locos. WR 25-29

7. Zig for centering of spheri bloc with wheel set guide & torque arm

support for 3-phase locomotives & Fixture for fitment/removal of spheri

bloc used in 3-phase electric locomotives.

ER & RDSO 30-37

8. Reliability issues of VCB including-

(i) Set up for easy check up of VCB opening/closing time at in-situ

condition in 3-phase locomotive without utilization of additional

manpower and wastage of time.

(ii) Problem of water ingress in M/s Schenider make VCB.

(iii) Provision of M/s Indfoss make QPDJ instead of FESTO make

QPDJ in AAL VCBs.

ER, WR & SR 38-45

9. Provision of DPWCS in WAG9 locomotives having CDAC (ABB,

CGL) and TCN (BHEL & MEDHA) based control system

SER 46-47

10. (i) Modification of bypassing arrangement in after cooler circuit.

(ii) Modification in the design and provision of isolation of after cooler

drain system.

(iii) Issues related with Unloader valve.

WCR, CR & SR 48-53

11. (i) Modification for replacement of existing 47µf/640 V capacitors

with 22 µf/640 V capacitor in MRB circuit & 22 µF/640 V

capacitors with 10 µF/600 V capacitors in MRS circuit of 3-phase

locomotives.

(ii) Dual supply arrangement of MRB.

ECR & CR 54-57

12. (i) Reliability issues & further proliferation of Hotel Load Converter

including composite converter.

(ii) Provision of CT in other leg of Hotel load winding of Transformer

& additional monitoring channel in Converter control in WAP-7

locomotives.

(iii) Provision of Ammeter in output of HLC to monitor the load current.

(iv) Standardization of measurement of Hotel load IV coupler.

RB, ECR & SR 58-61

13. (i) Design of anti-falling traction motor arrangement in WAG9/WAP7

locomotives.

(ii) Status of ongoing motor support bogie lug modification.

RB & RDSO

62-66

14. Use of TM speed sensors for speed indication. RDSO 67-69

15. Paralleling of DIBLO diodes connected in important circuits like VCB,

Un-loader valve, CP Control, Contactor Control Electronics circuit etc.,

in 3phase locomotives.

SCR 70-71

16. Elimination of spurious messages on account of earthing of control

cables in 3-Phase locomotives.

SCR 72-74

17. Problem of excessive lateral play of MSU in three phase locomotives. SCR 75-80

18. Reliability issues of three phase loco brake system including:

(i) BP not dropping through DBC in E-70 brake system.

(ii) Failure of AFI gauges.

SCR, WR, CR, SR

& ECR

81-103

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(iii) Modification of air circuit in CCB.

(iv) Modification for tapping control pressure of unloader & auto drain

from MR-1 instead of Auxiliary Compressor pressure in locos

equipped with CCB brake system.

(v) Usage of reliable, precision range & low cost pressure switches for

E-70 and CCB brake systems.

19. Reliability issues of High-reach Pantograph and action plan for further

proliferation.

RB & SR 104-110

20. Adhesion improvement of WAP-5 & WAP-7 locomotives to avoid

wheel sleep.

RB 111-112

21. Problem of Bogie clearances in WAG-9 locomotive. CR 113-116

22. Review of maintenance kit of GR/SMGR. SR 117-118

23. Modification in Traction Motor bellow plate of WAP7 locomotive. WR 119-122

24. Reliability issues of TCN based CDAC VCU & development of test jig

for C-DAC design TCN based VCU in 3-phase locos.

RB 123-124

25. Conversion of GTO based propulsion system to IGBT based propulsion

system for WAG-9 in MTR (18 years).

SCR 125-127

Other Important points discussed during MSG other than agenda: 128-129

Part II (Review Items)- Status on decisions of 38th

MSG Meeting 131-147

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Inaugural Session

DRM/NGP address:

Nagpur division is grateful to Railway Board for choosing the Electric Loco Shed/Ajni for the venue

of 39th

MSG. We welcome all the delegates for the meeting. We have taken all the efforts to take

care of comfortable stay of participants for the meeting. If any shortcomings are noticed, please let

us know for further improvement & excuse for the same.

I am hopeful that present meeting will be very useful & give suitable direction for reliability

improvement of electric locomotives.

PCEE/CR address:

We got full co-operation for organizing the 39th MSG from Nagpur Division. I have been associated

with Electric Loco Shed/Ajni from the beginning when this shed was homing only conventional

electric locomotives. Since then, this has been a very long journey for Electric Loco Shed/Ajni. Now

it is fully developed with all the infrastructural facilities for maintenance of state of art 3-phase

electric locomotives. Ajni shed has contributed by giving innovative ideas for reliability

improvement of electric locomotives which has been noted by RDSO in issuing the technical

instructions.

Central Railway is grateful to Railway Board for choosing Electric Loco Shed/Ajni as a venue for

MSG meeting. I hope that deliberations shall be very useful & fruitful.

PEDSE address:

At the outset, I on behalf of RDSO extend a hearty welcome to all the delegates of 39th MSG

meeting at Nagpur. RDSO is grateful and thankful to PCEE/CR, DRM/NGP and their team of

officers and staff for having accepted the responsibility of organizing 39th MSG meeting in Electric

Loco Shed, Ajni and making an excellent arrangement for all the delegates. I also belong to Central

Railway right from the beginning of the career. I clearly remember the development of Electric Loco

Shed, Ajni. While working in Central Railway, we have noted a number of times the innovative

ideas and suggestions came from Electric Loco Shed, Ajni, which were followed later by other sheds

on Indian Railways. Since the production of electric locomotives has increased, there is lot of

responsibility on electrical engineers, particularly involved in maintenance and operations of electric

locomotives. During the quality audit done by RDSO from time to time, it has been noted that in

some of the cases maintenance practices have been diluted or not being followed in proper way

resulting into reliability issues. Therefore it is essential to ensure compliance of SMIs, TCs and MSs

issued by RDSO.

The first MSG meeting was held in 1968 in Electric Loco Shed, Tatanagar. At that time, electrical

department was having only 500 locomotives and electrified route kilometer of 3000. From that

position, we have travelled a long way. At present, we have under our control more than 5000 locos

and majority of traffic on electric traction. Therefore, reliability of locomotives has gained a lot of

significance. The MSG meetings have contributed a lot towards reliability. Several new ideas and

modifications have been originated in the past as a takeaway of the deliberations in MSG meetings.

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The present need is to ensure compliance of maintenance practices as well as thorough investigation

of the failures with an intention to find out the root cause of failures. Just reporting the failures may

not serve the purpose. In the past, Electric Loco Sheds have carried out wonderful investigation

since they were able to observe the failures closely. Correct failure investigation gives the input for

improvement in maintenance practices, improvement in design of equipment, change in material,

workmanship and condition monitoring.

Recently, we had a detailed discussion on reliability issues of traction converters in a meeting held

under the guidance of Member Traction on 28.09.2019 and number of issues have been flagged in

the meeting on which CLW and RDSO are working. In this MSG meeting, total 26 items have been

approved by Railway Board including one item of “Centre of Excellence”, for which CLW & SER

will carry out a separate presentation. For remaining items, RDSO note is available in the booklet

circulated to all the members. RDSO will try its best to address all the issues within three months, as

directed by Railway Board.

Deliberations of 39th MSG are going to be very useful under the guidance of Member Traction,

Addl. Member (Electrical) and Railway Board officials. RDSO is thankful to Railway Board and

Central Railway for facilitating the conduction of 39th MSG meeting.

EDEE/RS Address:

Failures of most of the critical equipments have increased. The cases of failures are more in newly

commissioned locomotives, which indicates that proper care is needed while carrying out assembly

work of locomotives in Production Units. At the same time, maintenance sheds should also ensure

compliance of all Maintenance Instructions without fail. In this regard, the up-gradation of skill and

knowledge of artisan staff who are carrying out the maintenance is very important. All the matters

referred by Railways to RDSO for this MSG Meeting should be addressed within three months’

time.

AM/Electrical address:

MSG Meeting should be held regularly to address the maintenance issues timely. Commissioning

time of new locomotives is very high. Production Units and Zonal Railways have to ensure that

locomotives are commissioned immediately after receipt of loco in the shed. Zonal Railways are

requested to give equal attention to locomotives failing in the territory of foreign Railways. South

Eastern Railway has taken good initiative for making “Centre of Excellence” at Bondamunda, which

is still under developing stage. Due to large scale electrification, the training of crew has become

very important. All the Production Units are requested to adopt uniform policy for vendor approval

to ensure proper quality & transparency in decision making.

MTR address:

Consequent upon 100% electrification, number of challenges are before electrical engineers. The

cost of diesel traction is high. Therefore, wherever electric traction is available, trains should be run

with the electric locos. This will reduce the fuel as well as maintenance cost. Electric Loco Sheds

should share the good works done by them with other sheds so that benefits could be multiplied. If

problem is tackled with collective efforts, solutions could be found out early. Electric Loco Sheds

should own the locomotives of foreign Railways also and give same attention as they give to their

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homing locos. Shed and workshop officers should spend more time on shop floor to give proper

direction for day-to-day maintenance. All the staff in the organization have equal importance and

only the roles are different. RDSO, Production Units and Zonal Railways should work together as

team to achieve the overall objectives of Indian Railways. The present target of loco production is

725 but it is likely to increase in time to come. The reliability of newly commissioned locomotives

is a cause of concern. DLW team should also be associated in inspection and quality control.

Maintenance instructions issued from time to time should be followed strictly and all concerned staff

should be trained accordingly. All the modifications and proposed improvements should be

implemented after carrying out proper tests and field trials.

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PART-I

New agenda items proposed for discussion with brief

descriptions

Page 10 of 147

Technical Session

New Item

Item no. : 1 & 2

Subject : 1. Interoperability of Locomotive for push-pull

operation & VCU software modification for

neutral section negotiation.

2. Multiple Unit Operation (MU) of locomotive

fitted with different make VCU.

Proposed by : Railway Board

File no. : EL/4.2.17

RDSO’s note:

Item no. 1: Interoperability of Locomotive for push-pull operation & VCU software

modification for neutral section negotiation:

Interfacing Control Document has been sent to OEMs and CLW. Comments are likely to be

received by Oct end from OEMs. Based on the same CLW will advice to OEM to incorporate the

modification in protocol for communication to various manufacturers.

During this process VCU software modification for neutral section negotiation shall also be

done by OEM.

REF: MOM of meeting held at Railway Board on 22-07-2019 and issued vide letter no. EL/4.2.17

dated 29-07-2019.

Item no. 2: Multiple Unit Operation (MU) of locomotive fitted with different make VCU:

MU of Medha and BHEL make propulsion have been already been tested. However later on

it was split. During reliability meeting held at RDSO on 28/9/2019 it was decided to make multi of

Medha and BHEL make propulsion in South Central Railway in 05 Loco sets. During the meeting

held on 28/09-2019, it was also decided to home same type of VCU fitted locomotives.

Since multi formation carried out in loco shed only it was decided in meeting on 28/09/2019

that effort should be made to make multi in same type of VCU for smooth loco operation.

Deliberations:

A meeting was held in RDSO on 10.06.2019 with a view to make all the locomotives inter-

operable for multi as well as push-pull operation. In this meeting, a draft ICD was finalized in

Page 11 of 147

consultation with all the OEMs of propulsion system. This draft ICD includes the communication

protocol. In general, OEMs are in agreement with proposed draft ICD. However, CLW is carrying

out minor modification in this draft ICD to take into account all the logics for operation as per

MICAS. Once all the communication protocol is made uniform, it would be possible for various

makes of TCN VCU to communicate with each other.

At present, following types of VCUs are in 3-phase locomotives:

i) M/s ABB & M/s CG Power – using C-DAC VCU

ii) M/s BT – using their own TCN compliant VCU

iii) M/s BHEL - using C-DAC VCU as well as TCN compliant VCU

iv) M/s Medha – using their own TCN compliant VCU

In addition to above, in MICAS VCU are also working in locomotives turned out at CLW.

At present, inter-operability is needed among all above makes of VCUs.

M/s Medha and M/s BHEL make VCUs were tested for multiple operation in ECoR as well

as Electric Loco Shed, LGD. However, it was informed that these multis were later on broken. SER

pointed out that in their territory, BHEL and Medha could not work in multi operation. It was

directed that multi formation among various makes of VCUs should be made preferably in SER or

Electric Loco Shed, Gomoh, where multi-operation is in use in sufficient numbers. EDEE/RS

pointed out that while finalizing the ICD, CLW should advise OEMs to upload the modified

software in one of the Zonal Railways, preferably SER. Thereafter, multi operation should be tested.

On successful tests and trial, the draft ICD should be finalized to avoid any problem later on within a

month time.

CLW also stated that the present draft ICD will take care of inter-operability among various

makes of TCN VCU only. This does not cover locomotives working with MICAS VCU software.

As far as neutral section modification is concerned, the software has been tested by M/s BT

and M/s BHEL. MICAS VCU software already modified by CLW and working satisfactorily.

Therefore, remaining two other VCUs, i.e. Medha and C-DAC, should also be tested with modified

rakes for neutral section operation in push-pull mode.

CLW will convene a meeting for draft ICD finalization at the earliest with all concerned

propulsion manufacturers. ICD will be finalized by CLW by Nov. 2019.On finalization of ICD,

propulsion manufacturers will implement this in new supply and will be jointly tested by

CLW/RDSO. After validation of ICD, software patch will be reloaded by Zonal Railways in existing

locomotives. Software modification for Neutral Section negotiation will be carried out

simultaneously with above modification.

Recommendations:

1. ICD modification may be carried out in few locomotives by the firms directly in Zonal

railways (preferably in SER). The performance may be evaluated and modification required

in ICD may be done simultaneously. After successful validation in Zonal Railways, it should

be implemented in new and existing locomotives.

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2. Trials for neutral section modification for C-DAC and Medha make should also be done for

modified rakes in the Railways, where such modification for coach wiring has been

completed.

Railway Board’s decision:

May be accepted. Target date for compliance is 31.03.2020.

Page 13 of 147

New Item

Item no. : 3

Subject : Provision of crew voice and video recording system

(CVVRS).


File no. : EL/0.1.3/Driver

RDSO’s note:

i) CVVRS is provided to ensure effective and temper proof video and voice recording of

locomotive cab and track view for post event analysis.

ii) In compliance of RB directives, Electrical Directorate/RDSO has issued spec for CVVRS

bearing no. RDSO/2015/EL/SPEC/0118, Rev. ‘0’ on 17.09.2015.

iii) MP Dte./RDSO has also issued spec for CVVRS in the name of LCVRS.

iv) As per RB directive vide their letter no 2009/Elect.(TRS)/441/6 Pt. dated 17.11.2015,

“CLW to provide CVVRS in newly built locomotives without field trials, however in

phase-I only passenger locos to be cut-in. To be reviewed after one year.”

v) Further, Railway Board vide letter no. 2009/Elect.(TRS)/440/4 dated 10.11.2017 CLW

has to provide CVVRS initially in 20 locomotives and to monitor the performance to

decide the action plan for provision on regular basis.

vi) As per RB letter no. 2009/Elect. (TRS)/441/6 Pt. dated 09/08/2019, RDSO is in the

process of revising the previously issued specification.

vii) In the revised specification, the additional requirement of CVVRS for diesel locomotives

besides other improvements have been included to have common specification for

CVVRS for electric/diesel locomotive.

viii) A meeting was held with OEMs and stake holders in RDSO on 13.09.2019. After this,

final draft of revised specification has been uploaded on RDSO website on 30.09.2019

for 15 days and will be finalized/issued afterwards.

Deliberations:

Group was informed that draft specification is available on RDSO website and if somebody

wants to give any suggestions than same may be sent to RDSO so that same can be incorporated.

PEDSE stated that whenever the CVVRS is provided, 1st unit shall be offered to RDSO for its

prototype testing to validate the system whether it is in order or not. The system will be verified after

it is fitted in the locomotive & performance of system i.e. quality of recording (video & voice) will

be verified in running state of loco.

LCD screen for camera’s monitoring give more comfortable and user friendly result to know

camera’s health and connectivity. Without display monitoring screen we cannot get connectivity and

camera’s health report easily. Zonal Railways stated that this requirement is not required as it will

distract the attention of LP/ALP.

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Recommendations:

1. The Zonal Railways may give suggestions on final Draft Specification of CVVRS, which is

available on RDSO website.

2. There will be 4 cameras per cab of electric locomotive.

3. Whenever ZRs/PUs places order, the first unit shall be type tested & the test shall be done

by providing the CVVRS in locomotive & observing its performance in running

locomotive. The recording quality shall be checked & if found in order than only prototype

clearance should be given otherwise firm shall be asked to improved upon that.

(Note: At the time of sending the draft MOM, the specification no. RDSO

/2015/EL/SPEC/0118, (Rev.‘0’) issued on dated 24.10.2019 and uploaded on RDSO

website by taking into account all the comments received from ZRs/PUs and MP

Directorate of RDSO.)


May be accepted. RDSO should associate in prototype clearance. RDSO to ensure

compliance of requirements as stipulated in specification for clear and audible recording of voice

with appropriate noise reduction.

Item no. : 4

Subject : Procedure for measurement of wheel gauge and its

tolerances.


File no. : EL/3.2.108/Wheel

RDSO’s Note:

As per Motive Power report no. MP.Misc.330 (Rev.00)

back to back distance of the wheels on a wheel set. For checking wheel gauge, average of three

measurements at equal spacing on the inner periphery of the two wheels on the same axle is to be

recorded as shown in fig. 1.

As per Motive Power Directorate Note n

for measurement of wheel gauge width i.e. distance between inside gauge face of rim of the wheels

on the same axle is given in RDSO drawing

taken in un-loaded condition in a level track. As asked by Central Railway, the same has already

been communicated by Electrical D

The procedure is already chalk

Page 15 of 147

New Item

Procedure for measurement of wheel gauge and its

tolerances.

Railway Board

EL/3.2.108/Wheel

As per Motive Power report no. MP.Misc.330 (Rev.00) of Nov.’ 2017, wheel gauge is the



Fig. 1

Motive Power Directorate Note no. SD.INV.WA 4.1 dated 06.02.2018,the procedure


on the same axle is given in RDSO drawing no. CSL-2230/M and as per that, measurement shall be

loaded condition in a level track. As asked by Central Railway, the same has already

been communicated by Electrical Directorate of RDSO vide letter no. 3.2.108 dated 16.03.2018.

The procedure is already chalked out and Zonal Railways are following the same.

Procedure for measurement of wheel gauge and its

of Nov.’ 2017, wheel gauge is the



o. SD.INV.WA 4.1 dated 06.02.2018,the procedure


, measurement shall be

loaded condition in a level track. As asked by Central Railway, the same has already

o. 3.2.108 dated 16.03.2018.

ed out and Zonal Railways are following the same.

Page 16 of 147

Deliberations:

Zonal Railways pointed out problems in wheel gauge, when measured during IC schedule.

They are finding out wheel gauge values beyond permissible service limit during measurement in

on-load condition during IC schedule. It is not possible to measure the wheel gauge under off load

condition during IC schedule. Members also felt the need to analyze the data of wheel gauge in off

load and under load condition for various types of locos, so that its variation can be studied for

providing a margin for measurement of wheel gauge under load condition during service. Zonal

Railways raised the issue of measurement of wheel gauge during accident enquiry. They were

advised to insist for measurement of wheel gauge under no load condition only in such cases. Zonal

Railways should ensure use of ‘S’ web wheels only. DWM pointed out to make the wheel sets from

PUs/workshops in middle of the range i.e. 1596 mm.

Zonal Railways were advised to adopt procedure for measurement of wheel gauge and its

tolerances as per the guidelines given below by Motive Power Directorate of RDSO:

(i) Measurement shall be taken in un-loaded condition in a level track.

(ii) For checking wheel gauge, average of three measurements at equal spacing (at 120°

angle) on the inner periphery of the two wheels on the same axle is to be recorded.

(iii) Measurement shall be done with the help of std. wheel width gauge for wheel as per

RDSO drawing no. CSL-2230/M.

(iv) Wheel width with std. wheel width gauge for wheel as per RDSO drawing no. CSL-

2230/M for BG (1676 mm) should be recorded in the following format as given in Table

1.

Table 1: Wheel gauge measurement

Description New Wheel

Gauge

Width

Limit of wheel

(during

service)

Track

Position

Wheel

Condition

Standard Value 1596±0.5mm 1596

(+3.0 /-0.5) mm

Level

(Tangent)

Un-loaded

Measured Value at first

point

Measured Value at

120° angle from frost

point

Measured Value at

240° angle from frost

point

Average value of above

three

Recommendations:

1. Zonal Railways, PUs and workshops should send the details of wheel gauge records (loco

wise) in loaded/unloaded condition to RDSO. Thereafter, RDSO should review and issue

suitable guidelines to Zonal Railways.

2. The measurement of wheel gauge should be done in off load condition only during accident

enquiry cases.

Page 17 of 147


May be accepted. RDSO to issue standard format for uniform data and procedure must be

finalized within one month of issue of the MOM.

Page 18 of 147

New Item

Item no. : 5

Subject : Review of periodicity of major schedules (TOH & IOH)

of WAP5 locomotives in line with WAP7 locomotives.

Proposed by : WR

File no. : EL/3.1.35/16

Note of proposing Railway:

Brief:

The periodicity of major schedule of 3-phase coaching WAP5/WAP7 locomotives as per

Railway Board letter no. 97/Elect(TRS)/440/18/44 (3-phase), dated. 23.02.07 and RDSO's letter no.

EL/3.6.1/1 dated 19.10.2016 is as under:

Maintenance

Schedule Existing Periodicity

TOH 18 months for WAP-5 locomotives

24 months for WAP-7 locomotives

IOH

4.5 years + 6 months or 12 lakh kms whichever is earlier for WAP-5

locomotives

4 years + 6 months or 12 lakh kms whichever is earlier for WAP-7

locomotives

POH 9 years + 6 months or 24 lakh kms whichever is earlier.

From above table the periodicity of TOH of WAP5 locomotives is 18 months whereas of

WAP7 is 24 months. The periodicity difference of 6 months between ‘TOH’ of WAP5 & WAP7

locomotives. This 06 months difference leads to one additional TOH of WAP5 locomotive before

IOH.

Maintenance

schedule of WAP5

DOC TOH1

(18 Months)

TOH1A

(36 Months)

IOH

(54 Months)

Maintenance

schedule of WAP7

DOC TOH1

(24 Months)

IOH

(48 Months)

The superstructure of both the type of locomotives is almost same. Roof and all the

equipment in machine room are identical. Traction Motors are not removed in both schedules TOH1

& TOH2, in case WAP5 locomotive only greasing done and run test is being done to identify defects

if any.

The only difference in Bogie & under gear parts of both the types of locomotives.

Page 19 of 147

In addition, the warranty period of costly must change items like spheri bloc, membrane,

Brake pad etc. is 24 months from date of commission and 30 months form date of supply whichever

is earlier. However currently in WAP5 locomotives these items are being replaced within warranty

period i.e. in 18 months only.

The equipments are replaced in every major schedule i.e. 18 months. Explanation is given

below:

1. Spheri Bloc:

Three phase locomotives are equipped with spheri blocs for shock/Jerk absorbing. These are

provided on TM mounting, axle box guide links and gear case support in WAP5 locomotives. Total

36 numbers of. spheri blocs provided in each locomotive.

• Earlier as per RDSO letter no. EL/3.1.35/16 dated 12.02.12, the Spheri blocs were Must

change during IOH Schedule only.

• Then RDSO as revised vide letter no EL/3.1.25./16 dated 28.03.17, Spheri blocs are Must

change item of TOH / IOH.

• The periodicity of replacement of Spheri blocs is decreased from 54 Months (i.e. IOH

Schedule) to 18 Months (i.e. TOH schedule) in case of WAP5 locomotives.

• As per OEM (M/s BHC Gummi metal GmBH, Germany) the average life of Spheri bloc is 3-

4 years. The warranty period of Spheri bloc is 24 months from date of commission and 30

months form date of supply whichever is earlier. However currently in WAP5 locomotives

the Spheri blocs replaced within warranty period I.e. in 18 months only.

• After revision of must change schedule from IOH to TOH, the first TOH of 14 nos.

locomotives was carried out. The Spheri bloc removed and found in good condition.

• The unscheduled arising of Spheri bloc has been analyzed on age basis (from 01.04.2012 to

30.06.2018).

SN Age of failure TM TM support

arm

Axle Guide

link

G/C Torque

arm Total

1 0-1 2 1 0 3

2 1-2 2 4 2 8

3 2-3 2 3 18 23

4 3-4 8 12 4 6 30

5 >4 13 4 11 28

Grand Total 27 24 4 37 92

• From the above table it is evident that the failure of Spheri blocs is majorly after 3 years of

service life.

• At present shed replacing the Spheri blocs in every major schedule i.e. every 18 months. This

activity takes more time as well as man power consumption. This activity also required

lifting of locomotive & removal of TM.

Page 20 of 147

2. Brake Pad:

WAP5 locomotives are equipped with disc brake arrangement; the brake pad is an integral

part of brake caliper which mounted on wheel disc and activate during braking. Total 16 pairs brake

pad is provided in each locomotive.

• As per RDSO letter no. EL/3.1.35/16 dated 12.02.12, the brake pad is Must change during

TOH/ IOH Schedule.

• The warranty period of brake pad is 24 months from date of commission and 30 months form

date of supply whichever is earlier.

• At present shed replacing the brake pad in every major schedule i.e. every 18 months. It is

replaced within the warranty period.

• During first TOH, it is seen that thickness of the brake pad found around 14 to 16 mm i.e.

wear about 8 to 10 mm in 18 months. (Thickness of new Brake Pad – 24 mm & Condemning

size – 6 mm). As per above, the life of brake pad is 30 to 36 months.

3. Membrane:

In WAP5 locomotives, the mechanical transmission is done with Crown Gear Coupling.

Membrane is an integral part of Crow Gear Coupling which ensures lubrication oil intact in the

crown gear coupling. Total 8 membranes are provided in each locomotive.

• As per RDSO letter no. EL/3.1.35/16 dated 12.02.12, the membrane is Must change during

TOH/ IOH Schedule.

• The warranty period of membrane is 24 months from date of commission and 30 months

form date of supply, whichever is earlier.

• The average life of membrane is 24 to 30 months. At present shed replacing the membrane in

every major schedule i.e. every 18 months. It is replaced within the warranty period.

• This activity takes more time as well as man power consumption. This activity also required

lowering of Gear Case.

Age Profile(year) No. Of failures

Less than 1yr. 14*

1-2 37*

2-3 42

3-4 11

4-5 9

5-6 1

Grand Total 114

* The 51 nos. failed membranes for the period less than 2 years (i.e. under warranty failure) were

due to defective lot supplied by firm at CLW. The same has been replaced by firm. The performance

of replaced membrane found satisfactory till date.

• From the above table it is evident that the failure of membrane is majorly after 3 years of

service life.

Page 21 of 147

• At present shed replacing the membrane in every major schedule i.e. every 18 months. This

activity takes more time as well as man power consumption. This activity also requires

lowering of gear case.

The manpower and Material required for replacement during every major schedule

(TOH/IOH) is as under:

Manpower:

SN Item Number

persons

Time taken Man hour

A SPHERI BLOC.

1 TM sphere block 3 16 hrs 48

2 TM arm sphere block 3 8 hrs 24

3 Axle Guide link 16 SB 2 12 hrs 24

4 G/C Torque arm 8 SB 2 8 hrs 16

B MEMBRANE

1 Gear Case Lowering 3 16 hrs 48

2 TM side membrane 2 32 hrs 64

3 Gear Case side membrane 2 32 hrs 64

4 Gear Case Fitment 3 16 hrs 48

C BRAKE PAD

1 Replacement of Brake Pad 2 8 hrs 16

Total Man hours 352

Material Cost:

SN ITEM Nos./WAP5 Cost/ S. bloc Total Cost

A SPHERI BLOC

1 Axle guide link 16 Nos. 12179 194864

2 Gear case Torque arm 08 Nos. 11732 93856

3 Traction motor 12 Nos. 18731 224772

Total cost Spheri Bloc 513492

B Membrane 0

TM & Gear Case Side 16 20600 329600

C Brake Pad 16 33063 529008

Total 1885592

BRC shed suggestion:

The major schedule (TOH/IOH) of WAP5 locomotives may be revised same as WAP7

locomotives i.e. TOH schedule after 24 months in place of 18 month and IOH schedule after 48

months in place of 54 months.

By revision of periodicity of WAP5 following benefits

Full warranty service of equipment/ items will be achieved.

Page 22 of 147

Saving of material cost of must change items of one whole TOH. As by revision of

periodicity of Major schedule, one TOH will be skipped before IOH.

Existing schedule

of WAP5

DOC TOH1

(18 Months)

TOH2

(36 Months)

IOH

(54 Months)

Proposed schedule

of WAP5

DOC TOH1

(24 Months)

Skipped IOH

(48 Months)

Saving of manpower.

Availability of more locomotives on line for passenger services.

BRC shed has also given the failure details.

RDSO’s Note:

Northern Railway vide letter no. 230-Elect/TRS/79, Pt-VI, dated 27.02.2019 has also requested

RDSO for making the major schedule of WAP5 loco same as that of WAP7 loco. The existing

maintenance schedule of WAP5 & WAP7 loco is as under:

Maintenance

Schedule Periodicity Duration

Trip inspection (TI) 4500 kms or one trip, whichever is later*

2 hrs

IA 90 days 4 hrs IB 180 days 6 hrs IC 270 days 8 hrs

TOH 18 months for WAP-5 locos 24 months for WAP-7 locos

6 working days

IOH

4.5 years + 6 months or 12

lakh kms. whichever is

earlier for WAP-5 locos 4

years + 6 months or 12 lakh kms. whichever is

earlier for WAP-7 locos

WAP-7 - 11 working

days WAP-5 - 20

working days

POH

9 years + 6 months or 24

lakh kms. whichever is

earlier- for WAP-5/WAP-7 locos

28 working days

*On trial basis for one year

The comparison of WAP5 & WAP7 locos brings out the following:

1. There are practically no differences in the electrical equipment provided in the

superstructure of the two classes of locos.

2. In under frame, both locos have got similar type of fabricated bogies frames.

3. Traction motors in WAP-7 loco are axle hung nose suspended (Co-Co), while in WAP-5

loco, TMs are fully suspended (Bo-Bo).

4. Spheri blocs on bothWAP-5 or WAP-7 locos same & can be scheduled for change during

the IOH/TOH.

5. WAP-5 loco is provided with Hurth coupling, wherein the life of one of the sub-

assembly i.e. membrane is 1.5 years.

Page 23 of 147

6. As per the performance report received from the shed, failures of membrane is as under:

Failures of Membrane year-wise for under warranty and out of warranty:

SN Year Pop Fail

ure FRPCPY

Under Warranty

FRPCPY Out of Warranty Under

warranty Out of Warranty

1 2016-17 424 20 49

4.72 11.56

2 2017-18 552 15 58

2.72 10.51

3 2018-19 744 53 67

7.12 9.01

4 2019-20 (up to May)

768 12 14

9.38 10.94

7. Though the replacement schedule is for 1.5 years, approximately 90% of membranes are

giving service life of 2 years or more.

8. Therefore, it is feasible to prolong the maintenance schedule of TOH to 2 years for

WAP5 loco by replacing the membrane in the schedule preceding TOH at the interval of

2 years.

Deliberations:

WAP5 & WAP7 are passenger locomotives and therefore their maintenance schedule should

be same. Since WAP5 is provided with Hurth Coupling wherein the membrane has to be replaced in

18 months and for this requirement, its TOH periodicity has been kept as 18 months. RDSO stated

that as per performance report of Membrane, 90% of membranes are giving service for 24 months or

more. As such, the TOH schedule of WAP5 can be increased to 24 months same as that of WAP7

loco. Some members said that if TOH of WAP5 loco is changed to 2 years, then POH shall either be

changed to 8 years or 10 years to meet the revised TOH schedule.

Some Members raised the issue of dampers also and suggested that imported dampers may

be allowed to use in WAP5 loco as being used in WAP7 loco. Zonal Railways expressed that the

performance of indigenous make sphere blocs may take some time to stabilize, therefore, Zonal

Railways suggested for the use of imported spheri blocs in coaching locos. Zonal Railways also

suggested that RDSO should review the letter no. EL/3.1.25/16 dated 28.03.2017, wherein it is

indicated that spheri blocs to be replaced in MOH/TOH. As spheri blocs are giving average life of 4

years or more, therefore replacement periodicity should be 4 years for all types of 3-phase

locomotives. RDSO should issue a revised replacement schedule for spheri blocs.

Recommendations:

1. The TOH of WAP5 loco is revised to 24 months from existing 18 months. While keeping

the periodicity of POH unchanged.

2. Replacement schedule of spheri blocs in coaching loco should be at par with WAG9/9H

loco i.e. at the interval of 4 years as suggested by Zonal Railways.

Page 24 of 147

3. The failures of the spheri blocs /dampers of indigenous sources may take some time to

stabilize since being developed for the first time in India. Therefore, for time being in

coaching locos, only imported spheri blocs/dampers should be used as requested by all

Zonal Railways.


• May be accepted.

• RDSO to collect regular feedback from Zonal Railways for technical evaluation and

further action as required.

Page 25 of 147

New Item

Item no. : 6

Subject : Breakage of Gear Case Safety Device Clamp (Stopper) of

M/s Mackiel/ Kolkatta in WAP5 Locos.

Proposed by : WR

File no. : EL/3.135/23


Brief History:

ELS BRCY holding 62 numbers of. WAP5 locomotives, out of which 59 numbers of. locos

are provided with Crown Gear Coupling Drive.

There have been cases of Gear Case fallen down on line due to breakage / Crack in the

mounting lug of aluminum Gear case. To avoid the risk of falling of bottom half of aluminum Gear

Case on line in the event of breakage of mounting lug, RDSO has issues Modification sheet no.

RDSO/2013/EL/MS/ 0424 REV.‘0’ dated 21.03.2013 and drawing no. SKEL/5003 sheet 1-11.

To implement RDSO MS no. 0424, ELS/BRCY has procured 152 nos. Safety device from

M/s Mackiel/ Kolkatta vide COS/CCG P.O. 22-15-1582-1-65017 dated 22.02.2016. Material

received on 20.04.17.

ELS/BRCY has provided 140 nos. (35 locos) Safety Device on locos as on 30.06.18.

Problem experienced:

• The problem of breakage of safety clamp (Stopper as per RDSO drawing no. SKEL/5003

sheet 11/11) at bent portion. Which causes falling the Safety clamp on line and resulting in

loosening of nut/pin and hanging of lever arm.

• Out of 140 nos. Safety device provided in BRC based WAP5 locos, 111 nos. safety clamps

found broken/missing on line with in 4 to 6 months of service.

• Joint investigation with Firm M/s Mackiel/Kolkatta carried out on 31.07.18 (Enclosed as per

Annex.-1). The firm has agreed to improve quality of Safety Clamp and accordingly 100 nos.

clamps supplied against broken clamps, but still clamps is getting broken.

Page 26 of 147

RDSO to issue necessary guidelines to avoid breakage of Safety Clamp.

Page 27 of 147

Annexure – 1

RDSO’s Note:

Meeting was held on 20.12.2018 with t

corrective measures to stops cracks in safety devise stopper. Vide letter no. MCPL/RDSO/SEDE

HC/19-20 dated 31.08.2019, M/s Mackeil has informed that they have modified stopper drawing no.

SKEL-5003 Alt.0 (Sheet 11/11). Modifications done by M/s Mackeil, Kolkata have been examined by

RDSO and found in order. Firm has already supplied 10 nos. of stopper as per modified drawing to

ELS/BRCY for the purpose of fitment and trial. The trial is under way. RDSO (Electr

has been revised with proposed modifications as RDSO drawing

(Rev.1). Based on feedback, stopper as per modified drawing may be regularized.

Page 28 of 147

Meeting was held on 20.12.2018 with the firm at RDSO and firm was advised to make

corrective measures to stops cracks in safety devise stopper. Vide letter no. MCPL/RDSO/SEDE

20 dated 31.08.2019, M/s Mackeil has informed that they have modified stopper drawing no.

11/11). Modifications done by M/s Mackeil, Kolkata have been examined by


ELS/BRCY for the purpose of fitment and trial. The trial is under way. RDSO (Electr

has been revised with proposed modifications as RDSO drawing no. SKEL-5003(Alt.0) Sheet 11/11


Annexure– 2

he firm at RDSO and firm was advised to make

corrective measures to stops cracks in safety devise stopper. Vide letter no. MCPL/RDSO/SEDE-

20 dated 31.08.2019, M/s Mackeil has informed that they have modified stopper drawing no.

11/11). Modifications done by M/s Mackeil, Kolkata have been examined by


ELS/BRCY for the purpose of fitment and trial. The trial is under way. RDSO (Electrical Directorate)

5003(Alt.0) Sheet 11/11


Page 29 of 147

Deliberations:

Western Railway informed that after modification in safety device (i.e. increasing thickness of

plate to 8 mm and reducing the thickness of washer), no case of breakage of safety device has been

notices in modified version. This modification appears to be useful. NR pointed out for the provision of

a split pin. Moreover, the performance of direct drive provided in 20 WAP5 locos was also discussed

.Zonal Railways were requested to monitor the performance of direct drive in WAP5 locos. CLW has

placed an order for 20 more numbers of direct drives for WAP5. Out of this, order for 08 loco set direct

drives is on M/s IGW. Zonal Railways may give their performance report, so that decision for this type

of drive for regular cut-in can be taken.

All Zonal Railways agreed to adopt modified gear case safety device clamp (stopper) as per

RDSO’s drawing no. SKEL/5003 (Alt. 0), (Rev.1).

Recommendations:

1. ZRs should provide modified Gear Case Safety Device Clamp (Stopper) as per RDSO’s

drawing no. SKEL/5003 (Alt.0), (Rev.1). RDSO may issue suitable technical instruction for

this.

2. Zonal Railways should give performance feedback for direct drive provided in WAP5 locos.


May be accepted.

Page 30 of 147

New Item

Item no. : 7

Subject : Zig for centering of spheri bloc with wheel set guide &

torque arm support for 3-phase locomotives & Fixture for

fitment/removal of spheri bloc used in 3-phase Electric

Locomotives

Proposed by : ER & RDSO

File no. : EL/3.1.35/12


Problem:

The wheel set guide, which is bolted to the axle box housing and to the bogie frame, provides a

longitudinal guide for the axle box housing. The wheel set guide is fitted with spheri blocs at each end,

which provide positive longitudinal guidance while allowing negligible resistance to lateral movement.

Spheri bloc fitted in the wheel set guide allows the axle lateral movement without undue restrictions.

To minimize undue restriction centering of spheri bloc with wheel set guide is needed which may

reduce axle box running warm cases as well as high metal content in grease of axle boxes.

Torque support of Traction motor is suspended in between motor support and holder for TM

suspension. If spheri bloc is mounted perfectly by centering with torque support, no uneven load will

transmitted to motor support and holder which will provide reliability of motor support and holder and

will reduce the damaging tendency of rubber portions of spheri blocs and will increase self life.

Solution:

To reduce axle box running warm cases, high metal content in grease of axle boxes and for

arresting pre mature failures of spheri blocks, centering of spheri bloc with wheel set guide is required.

In this connection, Electric loco Shed, Howrah developed two Zigs, one for centering of spheri bloc

with wheel set guide and another for centering of spheri bloc with torque arm support of Traction motor

to meet up the requirement.

Observation:

Census of arising, before/after introducing of Zigs observed as follows:

Data before introducing of Zigs

Year Axle box warm

cases

High Metal

content

Premature failure of

spheri bloc

2017 - 18 12 6 10

Page 31 of 147

Data after introducing of Zigs till date

Year Loco no. Date Axle box warm

cases

High Metal

content

Premature failure of

spheri bloc

2018 – 19

30372 17.04.18 0 0 0

30323 17.05.18 0 0 0

30457 04.06.18 0 0 0

30458 10.07.18 0 0 0

30369 13.07.18 0 0 0

30468 28.07.18 0 0 0

30370 18.08.18 0 0 0

30455 19.09.18 0 0 0

30371 11.10.18 0 0 0

30469 28.10.18 0 0 0

30487 14.11.18 0 0 0

30322 20.01.19 0 0 0

30295 22.01.19 0 0 0

30506 26.02.19 0 0 0

30478 15.04.19 0 0 0

30205 26.04.19 0 0 0

30504 07.05.19 0 0 0

30529 30.05.19 0 0 0

30508 26.06.19 0 0 0

30328 13.07.19 0 0 0

30503 24.07.19 0 0 0

30490 30.07.19 0 0 0

30524 08.08.19 0 0 0

30525 20.08.19 0 0 0

30454 31.08.19 0 0 0

Description of Zigs:

S N Description Photograph

1 Zig for centering of spheri

bloc is being used (in top or

bottom position) for

inserting spheri bloc in

torque support of Traction

Motor.

Spheri bloc Torque support Zig provided at bottom

Page 32 of 147

Spheri bloc Torque support Zig provided at top

2 Zig for centering of spheri

bloc with wheel set guide.

(Zig.-1)

Zig.-1

Technical data:

1. Thickness of spheri bloc = 80 mm.

2. Thickness of wheel set guide = 74 mm.

Hence, for centering sphere-block, 3 mm. groove depth has

been provided in zig.

3 Zig for centering spheri

bloc with torque support

of Traction motor (Zig.-2)

Zig.-2

Technical data:

1. Thickness of spheri bloc = 80 mm.

2. Thickness of TM torque support = 70 mm.

Hence, for centering spheri bloc, 5 mm. groove depth has been

provided in zig.

Working procedure:

During fitment of spheri bloc Zig.-1/Zig.-2 is placed at the bottom of wheel set guide as well as

TM torque support. After pressing the spheri bloc against wheel set guide it will allow only 3 mm. at

Page 33 of 147

both side of the same for proper centering and 5 mm. for the TM torque support at both side for proper

centering accordingly.

Materials required:

25 mm. Thick MS Plate.

DRAWING:

Drawing no. TRS/HWH/EL- 773/19 is attached herewith.

Page 34 of 147

RDSO’s Note:

Problem:

Generally most of the Zonal Railways are fitted spheri bloc in torque arm, axle guide link,

Traction motor support arm, gear case used in three phase Electric Locomotives manually by press

machine without any zig/fixture due to which there is possibility of poor alignment of spheri bloc to

the component. This may cause failure of spheri bloc.

Zonal Railways had also expressed that the design of Zig/fixture is required to achieve better

alignment of spheri bloc to the components on fitment.

Solution:

During meeting held at RDSO on 21.08.2019 on reliability issues of spheri bloc, it was

pointed out that ELS/TKD has already developed fixture for fitment/removal of spheri blocs. RDSO

has visited ELS/TKD to study the design details of the same. During visit a demonstration of

fitment/removal of spheri bloc on torque arm & axle guide link was observed and working of fixture

has been found satisfactory. This fixture works automatically by a power pack of 70ton.

However this is only for fitment/removal of sphere ibloc for torque arm, axle guide link

used in WAP7/WAG9 electric locomotives.

RDSO is in process to study on feasibility of modification in this fixture for following

purpose also:

i) Fitment/removal of spheri bloc of axle guide link, Traction motor support arm and gear case

fitted in WAP5 locomotive.

ii) Feasibility of providing arrangement to measure axial wear of spheri bloc on same fixture.

Working of Zig/Fixture:

From the study carried out at ELS/TKD following observations were made on

fitment/removal of spheri bloc on fixture.

1. Fixture with power pack (oil circulating pump) of 70t and accessories of fixture are shown in

Fig-1, 2 & 3.

Page 35 of 147

Fig. 1: Zig/Fixture

Fig. 2: Power Pack (oil circulating pump)

Hole for fitment/removal

of torque arm spheri bloc Hole for fitment/removal

of axle guide link spheri

bloc

Guide plate

slot for

alignment

Operating liver

Pressure gauge

Page 36 of 147

Fig. 3: Accessories for fixture

A. Removal of Spheri bloc:

1. Position the component fitted with spheri bloc on respected hole made on the fixture.

2. Ensure that spheri bloc collar is on hole by touching with hand from bellow side.

3. Position removing cup above the spheri bloc, ensuring contact around the entire perimeter of

the spheri bloc collar.

4. Apply suitable pressure by operating power pack liver until the spheri bloc removed.

5. Repeat the procedure for the other spheri bloc

B. Fitment of Spheri bloc:

1. Position the component with respective hole made on fixture.

2. Support the other end of component by position the guide cup in eye. If other end of

component is fitted with spheri bloc, no positioning of guide cup is required.

3. In case of axle guide link it should be placed on respected hole such that face of the axle

guide link may parallel to the face of fixture.

4. Position the spheri bloc on the eye of component, align the center line of the cross-pin bolt

hole by inserting a pin through spheri bloc cross-pin bolt hole to guide plate slot built on

fixture.

5. Position providing cup above the spheri bloc, ensuring contact around the entire perimeter of

the spheri bloc collar.

6. Ensure the spheribloc is square with the component eye.

Guide cup Pin Providing bush Removing bush

Page 37 of 147

7. Insert pin through hole made in providing cup to guide plate

8. Apply suitable pressure on providing cup by operating power pack lever to press the spheri

bloc into the eye.

9. Repeat the procedure for the other spheri bloc.

C. Precautions:

During fitment/removal process on fixture following precaution should be ensured

1. Remove any burrs or scratches from the spheri bloc collar and the eyes as necessary.

2. Apply a thin film of machine oil, or other suitable lubricant, to the spheri bloc collar.

3. If there is no movement in spheri bloc after applying initial pressure, please check position of

spheri bloc on hole.

Deliberations:

Jig (top & bottom) for centering of spheri blocs with wheel set guide & torque arm support

proposed by ER and Fixture for spheri blocs for fitment/removal were discussed. RDSO shall

develop design drawings for fitment/removal of spheri blocs for TM torque arm, axle guide link used

in WAP7/WAG9 power pack of 70 tonne (it should work automatically) after examining/studying

the Jig/Fixture setup available with ELS/TKD.

RDSO shall also develop separate design drawings for fitment/removal of spheri blocs for

axle guide link, traction motor support arm & gear case fitted arm in WAP5 with using common

power pack of 70 tonne.

Recommendations:

RDSO will finalize the design and drawing of jig/ fixture for removal/fitment of spheri blocs

for WAP7/WAG9/WAP5 & issue guidelines to Zonal Railways for implementation in Electric

Locomotive Sheds/shops/PUs.


May be accepted. RDSO to issue guidelines within two months from issue of MOM.

Page 38 of 147

New Item

Item no. : 8

Subject : Reliability issues of VCB including:

(i) Set up for easy checking up of VCB opening/closing

time at in-situ condition in 3-phase locomotive

without utilization of additional manpower &

wastage of time.

(ii) Problem of water ingress in M/s Schneider make

VCB.

(iii) Provision of M/s Indfoss make QPDJ instead of

FESTO make QPDJ in AAL VCB’s.

Proposed by : ER, WR & SR


Note of proposing Railways:

(i) Notes of Eastern Railway:

Problem:

In 3-phase locomotives, frequent message of ‘VCB stuck in ON/OFF position’ appears in DDS.

This message also leads trouble of ‘Main power OFF’. The message generates either due to slow

opening/closing time of VCB or due to other reasons. Whenever, this message generates, checking up

of closing/opening time of VCB with operation analyzer is required. In this situation VCB is to be

stripped out from locomotive for analysis which is involved with additional manpower and excess time

of about 16 man-hours along with crane operation.

Solution:

To get rid of this trouble, Electric loco Shed, Howrah developed a set up through timer by

which opening/closing time of VCB can be checked easily in-situ position (without removing VCB

from locomotive). The total operation may be completed in fifteen minutes only without involvement

of any additional manpower.

Page 39 of 147

Details of set up:

Working procedure:

To achieve opening/closing time of VCB, 110 VDC supply is to be taken from loco battery and

coupler to be connected with VCB male G-mota connector. After connecting, by operating pick

up/drop out switch, corresponding closing/opening time of VCB is displayed on timer display screen.

The Rest button starts every operation initially counting from zero.

Materials required:

1 no. Timer unit.

Schematic block diagram of VCB opening/closing set up

Block Diagram of VCB closing opening timer circuit

Page 40 of 147

(ii) Notes of Western Railway:

Problem:

The failure rate of M/s Schenider make VCB is very high, total 27 nos. till 30.06.018. The

failure occurs due to ingress of water, which is a type defect of M/s Schenider make VCB. Due to water

ingress, heavy rusting is found on shunt assembly, piston assembly, actuator rod, Aux. Switch

operating rod and relay valve assembly. Therefore, these parts required to be replaced in these VCBs.

04 nos. failed VCBs are kept in shed waiting for attention from firm.

Joint inspection has been done many times regarding this problem but M/s Schneider could not

rectify the problem. 02 nos. of VCB failed within 18 months after attending by firm for the same

reason. Although, BRC shed has completed RDSO SMI no. RDSO/2014/EL/SMI/0281 (Rev-‘0’) dated

27.06.14 regarding use of loctite 518 in place of RTV1080 to seal upper and lower insulator & RDSO

SMI no. RDSO/2015/EL/SMI/0285 (Rev-‘0’) dated 23.09.15 regarding use of RTV 1080 sealant in M/s

Schneider make 22 CB VCB in conventional & 3-phase, problem hasn’t been resolved.

During the joint inspection with firm on dated 05.01.18, following observations were noticed.

• 03 nos. VCB checked and variation in Groove Depth & Flange Step noticed. Old VCB (before

2014) Groove Depth and Flange Step higher side compare to new one (after 2014).

• As per measurement it is concluded that the compression in ‘O’ Ring in the range of 01 mm is

quite low enough to permit moisture ingress inside the VCB.

Page 41 of 147

• BRC shed suggested the firm that depth of the Groove of lower flange will be reduced from 05

mm to 04 mm for increasing the compression between upper and lower flange of VCB.

• BRC shed has suggested to firm that if size of O ring between upper and bottom flange will be

increased then compression will be increased between upper and lower flange which will

decrease the failure of VCB due to water ingress.

Action Plan:

On the basis of ELS BRCY suggestion, firm was agreed to increase the compression & reduce

the size of groove from 05 mm to 04 mm and on dated 05.07.18. Firm has also stated that 03 sample

made with modified groove dimension were tested with water spray and result found satisfactory.

Modified VCBs will supply to ELS BRCY for performance review. (Joint note enclosed at Annex.-C)

The ELS BRCY has given the details of the failure of Schneider/ AREVA make VCB.

(iii) Notes of Southern Railway:

Problem: M/s AAL make VCBs are provided with M/s FESTO make QPDJ with a cut in pressure of

3.6 kg/cm2 and cut out pressure of 3.3kg/cm

2. FESTO QPDJs are prone to pressure setting variations

and malfunctioning. (Failure details are enclosed.) Also only AAL is using this kind of QPDJ. M/s

BTIL and M/s Schneider are using Indfoss QPDJ. Cost of 01no FESTO make QPDJ is around

Rs.25,000/-compared to Indfoss make QPDJ cost of Rs.3000/-

In this context it is economical and reliable to replace FESTO make QPDJ with Indfoss make

QPDJ in AAL VCBs. ELS/ED had already modified 1 no. M/s AAL VCB SL. no. VCBA 1410092 on

03.03.18 and has been provided in locomotive no. 28026 locomotive in 27.03.18 and is found to be

working satisfactorily, since then.

Suggestion:

M/s AAL may be advised to provide Indfoss QPDJ in AAL make VCBs. It will be economical

due to less cost, reliable due to trouble free operation of Indfoss QPDJ and also railways will have

better chance of interchangeability with other makes of VCBs.

Page 42 of 147

RDSO’s Note:

(i) On ER Proposal:

• At present, the closing & opening time of VCB is measured through CRO wherein the probe is

connected at shafting head and gives the actual opening & closing time of VCB.

• Through proposed scheme, the closing & opening time will include the time for activation of EP

valve also and will not be possible to measure the actual opening & closing time of VCB. With

measured opening/closing time with proposed arrangement, it will be difficult to locate the

problem area i.e. whether the problem is inside VST (spring) or in outside (EP valve) VST.

(ii) On WR Proposal:

Problem: Water ingress in M/s Schenider make VCB:

• The ingress of water in VCB is due to leakage from joints and presence of moisture in

inlet air causing rusting .

• Water ingress & in-turn rusting was reported by railways earlier also. Based on

suggestion from firm and railways, SMI No 285 for re-application of RTV sealant type

1080 was issued. Zonal Railways have reported that with application of RTV water

ingress and rusting continues.

• The problem was further investigated and it was found that the O ring of bottom

insulator flange is not covering the groove completely, therefore the groove has been

reduced from 5 mm to 4 mm and lock tight is being applied to plug any gap between

joints.

Page 43 of 147

• With this modification, the firm has conducted water jet test and water ingress was not

observed. Further to prevent rusting material of some parts have been changed to

stainless steel and rest have been power coated. This modification already has been cut

in.

• However since the exhaust of EP valve opens in the VCB chamber, if the inlet air is not

dry, moisture in air can get deposited and result in rusting. The firm was told to find a

solution to this.

• Locomotive shed should maintain air-dryer of the locomotive in good condition to

supply moisture free air to VCB. For this special maintenance instruction (SMI) No 305

have been issued.

• Kanpur shed has made 9 holes of 8 mm diameter in the bottom cover plate of the VCB

just below the exhaust port to give a vent to moisture. This has given good dividend and

they have not observed rusting so far.

• Based on positive feedback, Zonal Railways and the Firm are being advised to

implement the provision of suitable holes on the bottom plate of VCB.

(iii) On SR Proposal:

After conducting consistency prototype testing M/s AAL make VCB with Indfos make pressure

switch during Nov’16, clearance was accorded to M/s AAL for manufacturing & supply of VCB with

Indfoss make pressure switch. At present, M/s AAL is supplying VCB with Indfoss make pressure

switches.

Page 44 of 147

Deliberations:

(i) ECR explained the arrangement for measuring the closing & opening time of VCB in-situ

position. The opening & closing time includes the opening & closing time of magnet

valves also. One of the Railways said that the problem of opening /closing time only

appears in M/s Schneider make VCBs & that has started after changing of pressure

setting from 6 kg to 6.5 kg.

(ii) RDSO had done the quality audit for VCB & report has been sent to all Zonal Railways.

The report is also available on RDSO website. The report includes the action plan to be

followed by Railways to improve the reliability of VCBs of all make. If after

implementation of various action plan, the performance of M/s Schneider make VCB is

not improving then only option is to downgrade the firm. RDSO has already

implemented all the suggestions as proposed by WR & VCBs are cut-in accordingly &

firm is supplying the new VCBs with all improvements as suggested.CLW shall insist the

firm to carry out modification.

(iii) SCR has done some modifications in VCBs i.e. shifting of QPDJ after buffer/timing

chamber, paralleling of self & feedback interlock, magnet valve with Rotex make &

provision of quick RTV etc & these modifications have given good results. Members

suggested that air-dryer shall be re-introduced & CLW shall start providing it. Even after

deleting this from specification, firm is supplying it.CLW will again make the provision

of air-dryer in the VCB specification & its fitment shall be ensured by CLW.

(iv) SER stated that they have revised their description to delete the Festo make pressure

switch from their procurement. However, ECR informed that they do not have any

problem with Festo make pressure switches.]

(v) VCB suppliers are already providing air-dryer along with VCB as a part of kit .In

conventional loco, it was being provided. However, it is not being provided in 3-phase

locos. Since , there are problems of moisture in VCB , Zonal Railways pointed out to

provide air dryer in 3-phase locos also as being done in VCBs of conventional electric

locos.

Recommendations:

1. SCR will send the details of modifications to RDSO/CLW and all these modifications

will be implemented in few other sheds and based on the performance feedback, same

will be implemented on regular basis or otherwise.

2. Action plan has already been issued for various make of VCBs vide Quality Audit report

no. RDSO/2016/EL/TAR/009 Rev. ‘0’ issued in July’2016. Same shall be perused &

there are certain work to be carried out by shed & certain work by firm.

3. CLW is advised to provide air dryer as firm is providing along with supply and NR has

very good experience with air dryer as failures due to moisture & others are not reported.

Page 45 of 147

For this purpose, conventional loco VCB specification to be adopted where there is

provision of air-dryer for VCB of 3-phase locomotives.

4. FESTO make pressure switch shall be deleted from AOH kit.


• May be accepted. RDSO to examine why recommendations of audit reports are not

implemented so far by firms & Zonal Railways under advice to this office.

• RDSO to ensure implementation of recommendations of audit report at the earliest.

Page 46 of 147

New Item

Item no. : 9

Subject : Provision of DPWCS in WAG-9 locomotives having CDAC

(ABB, CGL) and TCN (BHEL & MEDHA) based control

systems.

Proposed by : SER

File no. : EL/3.1.3/DPWCS


South Eastern Railway is running 29 pairs of WAG-9 locomotives with DPWCS arrangement

(M/s ARC - 24 pairs & M/s LWT - 5 pairs) over various graded sections of South Eastern Railway.

Further proliferation of DPWCS has stopped as other WAG-9 locomotives are provided with either

CDAC or TCN based control systems. CLW & RDSO should develop scheme for provision of

DPWCS in these locomotives also.

RDSO’s Note:

• Meetings held with OEMs of propulsion system at CLW for development of standard

software for all types of control system (CDAC, BT & Medha).

• The details of standard Interface signals & application logic in-form of Interface Control

Document (ICD) has been furnished to OEMs of Propulsion system by CLW. The OEMs of

Propulsion systems are in process of modifying their software accordingly so that DPWCS of

any make can be integrated with either make of VCU.

• According to decision taken during last ESC, RDSO has issued the specification for

Interoperable DPWCS meant for 3-phase & conventional electric locomotives. Production

Units can place developmental orders on existing firms as per this specification, so that

prototype testing of DPWCS with different type of propulsion system can be done.

Deliberations:

SER said that there is no problem in providing DPWCS in MICAS based 3-phase

locomotive. But, in new locomotives having TCN or CDAC based VCU, DPWCS cannot be fitted.

RDSO after detailed deliberations with OEMs for a year has issued the specification for

interoperable DPWCS and as per this specification, M/s ARC & M/s Lotus has developed their

DPWCS and their testing has been done by RDSO. As per this specification, different make of

DPWCS can communicate with each other in same train formation. The interfacing of DPWCS with

different make of VCUs is not in the scope of specification. To achieve interoperability, indigenous

make Radio from M/s Bharat Electronics Limited (BEL) has been developed. SER said that both the

issues i.e. interoperability among different make of DPWCS and working with different make of

VCUs is yet to be resolved.

Page 47 of 147

The issue involves interoperability at two levels i.e. (i) Interoperability among various make

of VCUs with different make of DPWCS & (ii) Interoperability among various make of DPWCS

which will be achieved if radio equipment & communication protocol is identical for DPWCS.

Therefore, interoperability has to be dealt at two levels.

Till interfacing of DPWCS with different make of VCU is done, CLW shall not provide

DPWCS in new locomotives.CLW said that they have provided the standard Interface Control

Document (ICD) to OEMs of VCU for changing their software accordingly & expected to be

completed by end of Dec’2019.The modified VCU software shall be proved in existing loco fitted

with DPWCS preferably in SER before accepting any supply with new orders. CLW shall convene a

meeting with OEMs of VCUs and ask them to change their VCU software as per ICD.

Recommendations:

1. CLW should proliferate TCN based VCU having compatibility of DPWCS.

2. To achieve interoperability among different make of DPWCS, BEL make OR similar radio

shall be used.


May be accepted. The supply of present tender shall only be accepted after clearance of

prototype duly resolving both the issues. RDSO may associate in prototype clearance.

Page 48 of 147

New Item

Item no. : 10

Subject : (i) Modification of bypassing arrangement in After Cooler

circuit.

(ii) Modification in the design of after cooler drain system.

(iii) Issues related with Unloader valve.

Proposed by : WCR, CR & SR

File no. : EL/3.2.19 (G) & EL/3.2.19/3-phase


10(i):

Problem Experienced:

It is seen that there is no arrangement of bypassing the after cooler during failure of after

cooler due to CRO or leakage. This is causing failure of loco on line.

Suggestion:

• To avoid the loco failure on line due to failure of after cooler, an arrangement has been made to

bypass the after cooler by providing 03 nos. of additional isolating cock in the loco no. 27119

during TOH on date 08/02/16.

• By this modification, line failure of locos can be avoided after CRO or leakage from after

cooler. Material (per loco) for bypass the after cooler circuit are as under:

SN Material Size Quantity

1 Isolating Cock without vent 1 ¼’’ 03 Nos.

2 Union Coupling Male-Female 1 ¼’’ 04 Nos.

3 Union Tee 1 ¼’’ 02 Nos.

4 Adopter 1 ¼’’ * 1 ¼’’ 04 Nos.

5 Thread Piece 06 Nos.

6 M.S. Seamless Pipe 1 ¼’’ 1 metre

7 M.S. Clamp with nut bolt 1 ¼’’ 03 Nos.

8 Clamp support strip 250mm*40mm*3mm 03 Nos.

Photo of bypassing arrangement in After Cooler circuit is as under:

Page 49 of 147

10(ii)

Problem Experienced:

After cooler drain pipes have been damaged several times in the past due to CRO or external

hitting, which has become the reason for line failure of electric locomotives. According to MS-308

dated 29.10.01, after cooler drain pipes should be connected to the hole located on the bottom side of

the after cooler bottom cover by using elbow union coupling. After cooler drain pipe ground

clearance is very less in existing design and there have been more chances of external hitting. Elbow

couplers and adopters got damaged more often due to hitting on line.

Modification Suggested:

In Itarsi based electric locomotives, a local modification of after cooler drain system has been

carried out from the last 5 years in which drain pipes are not connected to holes located on the

bottom portion of the after cooler bottom cover. Instead, after cooler bottom cover is uncoupled and

two ½ inch holes are drilled in both sides and ½ adapter is welded to it. Then pipes are coupled using

½ inch socket. With this modification, there has been no case of failure of after cooler drain cock

broken. At the time of draining the after cooler, moisture and water drained completely due to air

pressure available in the after cooler.

Page 50 of 147

Modified Existing

Solution: It can be done in 2 ways:

1. The modification mentioned above should be carried out in sheds to improve the

reliability of the loco.

2. During POH schedule of loco as after cooler is a must change item during POH

schedules. CLW drawing no. CLW/ES/SK-2/A-11 may also be modified.

Work to be done:

To perform the above modification, following steps needs to be carried out:

1. Uncouple the after cooler bottom cover.

2. Two hooks provided to hang dummy plugs to be cut through welding and two ½ inch

holes to be drilled on both the locations.

3. ½ inch adapter to be welded on both the sides.

4. Couple the bottom cover with gasket.

5. ½ inch union coupling or socket to be coupled to the adapter welded to the cover.

6. ½ inch pipes with drain cocks to be connected on both the sides and pipes to be

clamped properly.

7. Dummy to be provided in both the holes located on the bottom side of the cover.

8. Leakage to be checked after completion of work.

Material required:

1. ½ inch adapter (adapter removed from the bottom hole can be reused)

Page 51 of 147

2. ½ inch pipeline one meter approx(removed pipe can be reused)

3. ½ inch socket or ½ inch union coupling 2nos (new)

4. ½ inch dummy 2 nos. (new)

5. ½ inch drain cocks 2 nos. (new)

Material Render Surplus:

1. ½ inch adapter -2 nos. (reuse)

2. ½ inch elbow-2 nos. (spare)

3. ½ inch pipe- 2 meter approx.

4. ½ inch drain cocks- 2 nos. (reuse)

Applications:

All Conventional Electric locomotives.

Special Note:

After the alteration mentioned above, modified after coolers will be provided to all the shed

and shops of Indian Railways which will reduce the cases of line failures caused due to damage of

after cooler drain pipes. Hence it will ultimately contribute to improve the reliability of electric

locomotives.

10(iii):

Problem:

As per RDSO Modification no.0412, the unloader valve isolating cocks are being provided by

CLW during manufacturing. It is find very difficult to isolate the cock in case of any failure in mid-

section especially CP-1 unloader valve isolating cock which is not accessible.

Solution:

The same is to be relocated in a convenient location for easy maintenance.

Page 52 of 147

Unloader cut out cock available in centre of under frame

Unloader cut out cock relocated to body side for

easy access

RDSO’s Note:

10(i):

• WCR had reported that there is no arrangement of bypassing the after cooling during failure

of after cooler due to CRO or leakage. WCR had proposed a scheme for provision of

bypassing the after cooler.

• The after cooler is in middle portion of locomotive under frame and chances of failures due

to CRO are very less.

• If failures of after coolers are more due to CRO / leakage, the proposed modification can be

carried out.

• Isolation of after cooler will affect the air quality (since air will contain moisture) and will

affect the reliable functioning of pneumatic circuit.

10 (ii):

1. RDSO vide MS/308 dated 05.11.2001 had prescribed modification to prevent damage

of/breakage/failures of after cooler drain cock due to external hitting.

2. Proposed revision of modification sheet no. 308 is simple in nature.

3. Based on the experience of WCR, this can be implemented.

10 (iii):

i. Southern Railway had informed that location of CP-1 unloader valve isolating cock is not

accessible and requested to relocate it for easy access.

ii. However, no such problem is reported by other Zonal Railways.

iii. In case of unloader valve getting defective, and LP is unable to isolate its isolating cock, loco

can be worked by isolating the one relevant CP.

Page 53 of 147

iv. Zonal Railway may implement this modification on trial basis in few locomotives and

provide feedback to RDSO. If feedback found satisfactory, the Modification sheet no.

RDSO/2012/MS/EL/ 0412, Rev ‘0’ dated 22.08.12 may be reviewed.

Deliberations:

1. The matter was discussed in detail. Zonal Railways expressed that there is no need to change

in after cooler circuit.

2. RDSO vide MS/308 dated 05.11.2001 had prescribed modification to prevent damage

of/breakage/failures of after cooler drain cock due to external hitting. WCR proposed

revision of modification sheet no. 308 to improve it further. However, most of the railways

reported that they have implemented MS/308 in all locos and the arrangement is working

well. Problem of external hitting of the drain cock is very rare and as such no further

modification is required.SER stated that MS 308 is sufficient. Protection guard is included in

MS.

3. Southern Railway informed that location of CP-1 unloader valve isolating cock is not

accessible and requested to relocate it for easy access. During the discussion this problem

was also reported by other Zonal Railways also and they were of the opinion that this

proposal of SR may be accepted.

Recommendations:

1. The proposal of bypassing the after cooler is not acceptable.

2. The proposal of revision in MS-308 is also not desirable.

3. Zonal Railways may implement modification of shifting the existing isolating cock for

unloader valve for CP-1.RDSO will issue the addendum to Modification sheet no.

RDSO/2012/MS/EL/ 0412, Rev ‘0’ dated 22.08.12.


May be accepted.

Page 54 of 147

New Item

Item no. : 11

Subject : (i) Modification for replacement of existing 47µf/640 V

capacitors with 22 µf/640 V capacitor in MRB circuit

& 22 µF/640 V capacitors with 10 µF/600 V

capacitors in MRS circuit of 3-phase locomotives.

(ii) Dual supply arrangement of MRB.

Proposed by : ECR & CR

File no. :


(i) Notes of East Central Railway:

ELS/GMO has noticed six nos. of failures of MRBs (CGL-01 & Ranjan-05) & 17 nos. of

failures of MR Scavenge Blowers (CGL-11 & Ranjan-06) during the period-2018-19 & 2019-20 (Up

to Aug’19) of M/s CGL & Ranjan makes. These failures have taken place mainly due to high

terminal voltage in the stator windings. To overcome this problem, ELS/GMO has carried out a

modification with the replacement of existing 47µF/640 V capacitors with 22µF/640 V capacitors in

MRB start circuit & 22µF/640 V capacitors with 10µF/600 V capacitors in MRS circuit. After

replacement of these capacitors, the terminal voltage of MRBs & MRSs get reduced from 560 volt to

470 volt at the time of starting without significantly reducing the flow of air delivery. Also, if the

contactor with timer (54.2/1) fails to open after 10 seconds, it will not damage the winding due to

high voltage during run. The subject modification has been implemented in 13 Locos in MRB circuit

& 42 locos in MRS circuit & no failure of any MRB or MRS on account of its burning has been

noticed by the Shed so far. The photographs of burnt MRB & MRS of M/s CGL/Ranjan make &

schematic circuit diagram of existing & modified circuit is given below:

Photographs of burnt MRB/MRS of WAG-9 Locomotive:

Page 55 of 147

(ii) Notes of Central Railway:

At present MRBs in 3-phase locomotive work on split phase supply arrangement. This supply

is not balanced. The MRB voltages & currents measured in locomotive 32117 on 16.05.2018 are as

below:

MRB

Supply voltage (V) 409 V 394 V 417 V

Current (A) 5.7 Amp 4.7 Amp 2.5 Amp

Due to unbalanced supply there is overheating of windings of two phases of MRB. For last

03 years nos. of MRBs taken out from service due to overheating are as below:

Year 2015-16 2016-17 2017-18

No. of MRB taken out from service 09 01 09

The split phase supply arrangement for MRBs is to ensure MRB working during cooling

mode. Initially ELS/AQ has modified supply arrangements for MRB-2 from split phase to Auxiliary

converter no. 2. This arrangement is in service in 13 locomotives having CGL make Auxiliary

converter for more than 02 years. This arrangement is working satisfactorily & no failure of MRB-2

is reported in modified arrangement. However in this arrangement MRB-2 is not working in cooling

mode.

ELS/AQ has again modified MRB supply arrangements so that during cooling mode MRB

works on split supply arrangement and during driving mode MRB works on Auxiliary Converter-2

supply.

This dual supply arrangement is implemented in locomotive no. 32117 (MRB-2) from

12.05.2018 & is working satisfactorily till date. The proposed supply arrangement for MRB will

reduce MRB failures due to balanced supply during driving mode.

RDSO’s Note:

(i) On ECR Proposal:

• As per CLW specification No. CLW/ES/3/0020 (for MRB) & CLW/ES/3/0022(for MRS),

the specified rating of capacitors is as under:

For MRB: starting 69µF/900V AC, running 22µF/900V AC

For MSR: Starting & running both -22µF/900V AC

• The rating of capacitor has been considered in line with characteristics supply available from

Auxiliary Converter through transformer & besides influence on voltage wave form due to

interferences by converter.

• Based on the detailed performance report from ECR decision on the changed value of

capacitance may be taken.

(ii) On CR proposal:

Page 56 of 147

The present system of supply is from traction transformer (Single phase 415 V). Circuit is as

under:

Therefore, at present its supply is independent of Traction Converter & Auxiliary Converter.

This provision has been made to ensure machine room cooling without operation of traction &

auxiliary converter.

This help to work the loco in cooling mode. After implementation of proposed scheme of CR,

it will lead to disturbance in above design feature. This will also require complicated circuit & major

modification which will affect the reliability.

Deliberations:

ECR explained their proposal & stated that with reduced value of starting capacitance, the

motor burning cases have not been notices in modified motors even though the timer is failed. As

per ECR, after providing capacitance of reduced value, the performance of MRB & MRS is found

satisfactory and as such modification may be implemented.SER stated that the change in the

capacitance value will not solve the problem. Infect quality of motors and its rewinding needs

improvement.

NR stated that they have provided 3-phase supply to the motor in place of 1-phase from

BUR-2 .After this , there is no problem of burning of motor.NR also stated that burning of motor is

not due to capacitance value instead it is due to malfunctioning of timer. Zonal Railways stated that

there was not much relevance of cooling mode and same may be removed. 3-phase motor shall be

provided in place of 1-phase motor and should be fed from Auxiliary converter-2. Removal of

cooling mode will not affect the performance since in TCN based locos, the electronic components

MRB

Page 57 of 147

are less and temperature rise is also less due to IGBT. The instruction should be issued for removal

of cooling mode. Zonal Railways stated that scavenger motors should be wound with corona wire

which will improve its performance and CLW will make necessary provisions in the specification for

this purpose. Change in capacitance value & modification in control circuit is not required.

Recommendations:

(i) The cooling mode shall be eliminated.

(ii) 3-phase motors rewound with corona wire shall be used for MRB & MRS and it will

be fed from BUR-2.

(iii) This will be implemented in new as well in existing locomotives.


May be accepted.

Page 58 of 147

New Item

Item no. : 12

Subject : (i) Reliability issues & further proliferation of Hotel

Load Converter including composite converter.

(ii) Provision of CT in other leg of Hotel load winding of

Transformer & additional monitoring channel in

Converter control in WAP-7 locomotives.

(iii) Provision of Ammeter in output of HLC to monitor

the load current.

(iv) Standardization of measurement of Hotel Load IV

Coupler.

Proposed by : Railway Board, ECR & SR

File no. : EL/11.5.5/6 (Part)


12(ii) & (iii):

i) In locomotives equipped with Hotel Load Converters (HLC), input current of HLC-1 is

monitored by Traction Converter-1 & that of HLC-2 by Traction Converter-2 while any one

or both HLC can be made operational through one traction converter. In case of isolation of

Traction Bogie-1, Loco is running with traction bogie 2 but there is no provision for

monitoring of input current of HLC-1 by traction bogie 2. Similarly, in case of isolation of

Traction Bogie-2, there is no provision for monitoring of input current of HLC-2 from

traction bogie 1. In such condition, it is unsafe to run the concerned Hotel Load converter.

To overcome this problem, it is proposed to provide additional CT for each HLC to facilitate

monitoring of input current of each HLCs by both the Traction Converters.

ii) At present there is no facility for monitoring the load current through IVC of coaches in the

locos equipped with Hotel load converters.

To overcome this problem, it is proposed to provide 02 (two) Ammeters in each cab for

HLC-1 & 2 to facilitate monitoring of load current of coaches.

12(iv):

Problem:

Recently, breakage of cover of Hotel Load Converter IV coupler have been experienced

frequently in the locomotives (no

Solution:

It is suspected that there might have some kind of hitting or collision with locomotive

coach during either coupling or negotiation of curve.

Hence, the Hotel Load IV Coup

has been increased between coupler and coach end wall from 10

Un-Modified Circuit

Reducing length

to 250 mm from

305 mm

Page 59 of 147


os.-30426, 30477 & 30482) during train working.

It is suspected that there might have some kind of hitting or collision with locomotive

during either coupling or negotiation of curve.

Hence, the Hotel Load IV Coupler hood length has been reduced by 55

has been increased between coupler and coach end wall from 10 mm to 100 mm.

Modified Circuit Modified Circuit

Before Modn

10mm gap

After Modn

100 mm gap


30426, 30477 & 30482) during train working.

It is suspected that there might have some kind of hitting or collision with locomotive &

ler hood length has been reduced by 55 mm. Thus the gap

mm.

Modified Circuit

Before Modn

10mm gap

After Modn

100 mm gap

Page 60 of 147

RDSO’s Note:

12 (i):

Reliability issues reported from Railways from time to time is resolved. At present, there is

no such major reliability issues with hotel load converter including composite converter reported

from user Railways.

Regular cut-in of 2x500 kVA hotel load converter is being carried out in WAP7 locos being

turned out from PUs.

The present status on development of Composite Converter which to be fitted in WAP5 locos

is as under:

SN Firm

(Order)

Supply status Remarks

1. M/s ABB

(10 sets)

4 sets (3 in WAP5, 1 in

WAP7)

Prototype unit supplied Feb

2018, Commissioned in

loco 30140 in May 2018

Three more units supplied

and commissioned.

Six sets under

commissioning at CLW.

2. M/s BHEL

(5 sets)

Prototype unit supplied in

May 2019

Under Commissioning at

CLW.

3. M/s CGL

(5 sets)

-- Firm is developing the item

Preliminary Design

Document submitted.

In the meeting, CLW was advised to accelerate the development of Composite Converter so

that all WAP5 locomotives being turned out from CLW must be fitted with Composite Converter

having hotel load converter.

12 (ii):

Input hotel load current is monitored by traction converter. There may be three fallowing

scenarios:

1. Normal operation without isolation of any traction converter.

2. Electrical isolation of Traction converter. In this case control electronics of traction

converter remains live and keeps monitoring the hotel load converter current.

3. Manual isolation of traction converter.

In scenarios 1 & 2 above HLC current is under monitoring by traction converter. Only

scenario 3 needs attention. However, HLC have their own input over current protection, which work

irrespective of traction converter. Thus, it is felt that the suggested modifications are not required.

However, the Railways may share their experience.

Page 61 of 147

12 (iii):

Output current of hotel load converter is monitored by hotel load converter itself. Also, there

is provision of output over current monitoring. As such, provision of additional CT in the output of

HLC is not felt necessary. However, the Railways may share their experience.

12 (iv):

Present Hotel load couplers are as per the design compatible with Power car. This is in use

for a long time without problem. IT is already standardize and no change is recommended in present

Hotel load coupler. Staff needs training for its proper connections to the power car. WR is already

having enough experience, thus other Railways may follow the practice of WR. However, the

Railways may share their experience.

Deliberations:

1. At present 6 Sets of composite converters are under commissioning at CLW. NR shared their

experiences with Composite converter provided in 3 WAP-5 and in 1 WAP-7 locomotive.

Initially there was problem of Motor Protection Circuit Breaker(MPCB) tripping in coaches

hauled by WAP-5 locomotive. M/s ABB studied problem and rectified it by changing the

capacitors. WR requested to nominate M/s ABB make newly fitted composite converter

locos to ELS/BRC.NR requested to nominate 2 new locomotives to them also.

2. It was deliberated that over current and earth fault protection already exists in HLC for

overload and earth fault. Therefore, this modification is not desirable. Moreover, it will

complicate the circuit and reliability problems may arise. Moreover, provision of

measurement of hotel load current is already present.

3. SR reported breakage of HLC couplers .Zonal Railways has already started doing desired

modification as suggested by SR. CLW has already issued modified drawing and it is also in

regular cut-in.

Recommendations:

1. CLW was advised to accelerate the development of composite converter, so that all WAP-5

locomotives are turned out from CLW fitted with composite converter.

2. Provision of additional CT and Ammeter to monitor the hotel load current is not desirable.

3. Loco sheds/shops should modify Hotel load converter coupler cover as per CLW drawing no

CCD-HL-P73-085 dated 26/09/17.


May be accepted.

Page 62 of 147

New Item

Item no. : 13

Subject : (i) Design of anti-failing traction motor arrangement in

WAG9/WAP7 locomotives (proposed by RDSO).

(ii)Status of ongoing motor support bogie lug

modification (proposed by Railway Board).

Proposed by : Railway Board & RDSO

File no. : EL/3.1.35/2 (TMS)

RDSO note for item 13(i):

Failures of TM mounting bogie nose in trade bogies were reported by Railways. To avoid

such type of failures RDSO issued modification sheet no. MS-443 Rev. ‘0’ for modified motor

support on all three positions., modifications on motor supports have been carried out on the basis of

FEA analysis and Replacement work of unmodified motor support with modified motor support is

still under process.

Meanwhile cases of falling traction motor on line had been reported by Zonal Railways in

case of breakages of unmodified motor support even after provision of safety sling to RDSO SMI

No. RDSO/2011/EL/SMI/0269 Rev. ‘1’ dated 16.03.2016.

Considering the seriousness of issue, adequacy of strength of safety slings was deliberated in

detail. Complete load calculation on safety sling in case of braking of motor support assuming

30g(for bogie mounted) and 100g (for axle mounted) shock load as per IEC 61373:2010 is as per

table below:

1 Force on motor support

With 30g shock load With 100g shock load

216kN (21.68T) 585kN (58.71T)

2 Safety sling requirement as per IS 2266:2002

(1770 grade, steel core, & 6XV25 construction)

Diameter = 19mm

Minimum length requirement (as per IS

2762:2009):

19X70=1330mm(1.33m)

Diameter = 32mm

Minimum length requirement (as per

IS 2762:2009):

32X70=2240mm(2.24m)

3 Safety sling as per SMI 269 Rev. 1

Diameter 12mm

Length for TM1,2,5&6 1510+3mm

Page 63 of 147

Length for TM3 & 4 1810+3mm

From the above, it is noted that provision of 32mm dia sling is not feasible since it will

require a length of minimum 2.24m where requirement is only for 1810mm (max.), However, 19mm

sling is feasible but it will only cater the requirement of 30g shock load which is prescribed for bogie

mounted equipment as per IEC. As such a heavy cross-section of safety slings are impractical and

will not serve the purpose.

Proposed arrangement:

1. An alternative solution as design of anti-failing traction motor arrangement was discussed

during the meeting cum workshop held at ELS/GZB on 25.07.2019.

2. For finalization of the proposed design and its feasibility of proper fitment the sample

developed by the firms i.e. M/s Ashika Commercial Pvt. Ltd, Kishangarh, Rajasthanand

M/s Anup Malleables Ltd., Dhanbad, a demonstration was held in ELS/CNB on

03.09.2019 in presence of officer/staff of ELS/CNB by RDSO. During this demonstration

fitment arrangement was found satisfactory with minor dimensional/correction as

discussed on shop floor at ELS/CNB.

3. It was decided to provide anti – falling traction motor arrangement in one loco by firms as

under:

(i) M/s Ashika Commercial Pvt. Ltd, Kishangarh, Rajasthan at ELS/AQ

(ii) M/s Anup Malleables Ltd., Dhanbad at ELS/TATA

During such fitment RDSO representative will be present as this is a prototype being done

for first time.

4. Based on satisfactory fitment and trial decision for its regular adoption shall be taken in

consultation with Railway Board/CLW.

5. As decided by RDSO vide RDSO letter no. EL/3.1.35/2 (TMS) dated 04.09.2019, M/s

Ashika Commercial (P) Ltd., Kishangarh, Rajasthan make samples of anti-falling traction

motor arrangement have been fitted successfully in loco no. 31388 WAG9H at location

TM no. 3 of bogie no. TG-308B & TM No. 4 of bogie no. TPP-70B only as shown in Fig.

1 & 2.

Page 64 of 147

6. For fitment of M/s Ashika make proposed design on TM3 location measuring cam welded

on pivot transom shown in Fig. 3 below shifted suitably.

Fig-3

7. During fitment of the samples gap of 10 mm between U-Bolt & bolt of TM mounting

plate was ensured. After this modification provision of safety sling is not feasible.

8. Since, samples for location TM no. 1 & 2 are designed for WAG9HC/WAP7 loco so

while providing these samples on WAG9H locomotive fitted with TBU/PBU, pneumatic

pipes were being fouled.

9. Since on 30.09.2019 only WAG9H locomotive available with ELS/AQ was fitted with

TBU/PBU so it was decided that fitment of samples for location TM No. 1, 2 & 3 will be

fitted by firm in presence of staff of ELS/AQ on one no. WAP7 loco whenever available.

Fitted anti-

falling traction

motor

arrangement

Bottom portion of

‘U’ bolt

Fig. 1 Fig. 2

Measuring cam

10mm gap

between u bolt &

bolt of TM

mounting plate

Page 65 of 147

10. The arrangement of M/s Anup make proposed design was finalized as shown in Fig

3.Fitment of this design at ELS/TATA has planned on 23 & 24 of Oct’ 2019.

Fig-3: (M/s Anup make proposed design)

RDSO note for item 13(ii):

Vide letter no. EL/3.1.35/2 (Bogie-3ph) dated 08.07.2019, RDSO has advised all the Zonal

Railway to carry out following action on priority for improving the reliability of motor supports of

bogies of WAP7/WAG9/WAG9H:

(i) To carry out one cycle of MPT and DPT of motor supports of the unmodified bogies as

prescribed in Special Maintenance Instruction no. RDSO/2011/EL/SMI/0269, Rev. ‘1’

dated 16.03.2016.

(ii) To provide safety sling of design prescribed in Special Maintenance Instruction no.

RDSO/2011/EL/SMI/0269, Rev. ‘1’ dated 16.03.2016.

(iii) To replace the unmodified motor supports (having filet radius of 8R or less on upper

face) as per CLW drawing no. 1209-01-112-009 alt ‘1’ by modified motor support having

filet radius 15R as per CLW drawing no. 1209.01-412-186 & 187 in all bogies (CLW &

trade) on priority as already advised vide letter no. EL/3.1.35/2 (Bogie-3Ph) dated

21.03.2017.

(iv) The condition of the spheri blocs of TM support torque arms should be checked during

all the maintenance schedules. The spheri blocs with cracked/damaged rubber

components should be replaced as advised vide letter no. letter no. EL/3.1.35/2 (brake

lever) dated 11/16.02.2016

(v) Replacement of spheri blocs must be ensured as per periodicity of replacement advised

vide letter no. EL/3.1.25/16 dated 28.03.2017.

Fitted anti-failing traction motor arrangement

Page 66 of 147

(vi) To follow all other prescribed instructions related to improving reliability of motor

supports.

Deliberations:

Design of anti-failing traction motor arrangements in WAP7/WAG9HC locomotives proposed

by RDSO have been discussed.

• ‘U’ bolt type anti-failing arrangement of TM in WAP7 bogie was provided under

overhauling on 10.10.2019 in ELS/AQ.

• Above arrangement shown at shop floor on 15.10.2019 by the participants.

• It was pointed that strengthen of modified lug should also be checked for its adequacy

before proliferation.

• All instruction issued by RDSO till dated shall be followed. Replacement of modified lugs

should be done on priority.

Recommendations:

In principle, anti-falling arrangement provided in the bogie of WAG9/WAP7 is in order.

Adequate trial should be done for its satisfactory working before its proliferation.


May be accepted. RDSO to carry out Quality audit of M/s Anup.

Page 67 of 147

New Item

Item No. : 14

Subject : Use of TM speed sensors for speed indication.

Proposed by : RDSO

File no. : EL/2 2.9/10

RDSO’s Note:

At present, PG (Pulse generator) having speed sensors are provided in ESMON

(speedometer) to sense & indicate the speed of locomotive. The PG is mounted on the axle & prone

to failure owing to various reasons i.e. ingress of grease, dust deposition on sensor, water ingress in

PG, breakage of driving fork, connector (SENSCON) breakage, external hitting by ballast etc. The

PG contributes to approximately 40% of the total failures of ESMON.

In 3- phase electric locomotive, TM speed sensors are being used to provide the slip-slide

control of locomotive. RDSO is planning to eliminate the use of PG for speed sensing in 3 phase

Electric locomotive. Instead of PG, speed sensors of TM to be utilize for speed input to ESMON.

The use of TM sensors will not only remove the requirement of PG but will address the failures

caused by PG and in turn will make the ESMON more reliable.

Existing scheme:

Page 68 of 147

Proposed Scheme:

Meetings were convened at RDSO with OEMs of ESMON to discuss the development of

ESMON using speed input from TM speed sensor.

One of the OEM developed the ESMON using speed input from TM speed sensor in place of

axle mounted PG. The other OEMs of ESMON were advised to submit the scheme for taking speed

inputs from TM speed sensors instead of Pulse Generator (PG) in 3- phase electric locos. RDSO will

examine the various schemes & will finalize/standardize the scheme based on field trials of various

schemes.

Deliberations:

RDSO explained the proposal to the Group. The existing arrangement of speed sensing in

ESMON through pulse generator (PG) was also discussed.

Tapping of speed pulses from Traction Motor speed sensors will eliminate the requirement

of Pulse Generator (PG).CLW stated that this scheme has certain issue with regard to working of

TM speed sensors in case of TM failure/bogie isolation. It was pointed out that TM speed sensors are

active speed sensors & when TM fails, speed pulses will not be available. The availability of speed

signals will be there till supply to TM speed sensor is available even if respective TM is

failed/isolated or bogie is isolated. There will be provision of selecting the TM gear ratio & PG slot

nos. in the interface unit. RDSO stated that scheme is not under regular cut-in instead it is in trial and

only after agreement of group, scheme will be adopted. With provision of interface unit, existing

Master & Salve ESMON will be there and only PG will be eliminated. Tapping of speed signal from

TM speed sensors will have redundancy as far as sensors are concerned. The scheme is economical

as compared to PG and is more reliable. This scheme is already implemented in diesel locomotives.

Page 69 of 147

RDSO should work out the cost & scheme may be tried. If scheme is found in order, then will be

adopted on regular basis.

Recommendations:

Proposed scheme shall be tried in 50 locomotives i.e. 10 numbers each in 5 sheds and based

upon performance feedback further action with regard to adoption of scheme will be taken

accordingly. In this regard, developmental tender may be done by PUs as per the Functional

Requirement Specification (FRS) to be issued by RDSO.


May be accepted. Proposed scheme shall be tried in coaching locos. In addition to

performance cost comparison may also be carried out before further proliferation.

Page 70 of 147

New Item

Item No. : 15

Subject : Paralleling of DIBLO diodes connected in important

circuits like VCB, Un-loader Valve, CP Control, Contactor

Control Electronics circuit etc., in 3- phase locomotives.

Proposed by : SCR

File no. : EL/11.5.5/1


Problem & Proposal:

To avoid on line failures of 3phase locos due to carbonization because of slackness in

between male pins & female sockets in blocking diode sets, Diblo-5 & Diblo-8 provided in SB

panels.

Five nos. of DIBLO -5 & one no. of DIBLO -8 Blocking diode sets having male pins are

mounted in each SB Panel on a base provided with female socket. DIBLO -5 & 8 blocking diode

sets consist of packs of five diodes and eight diodes respectively. Clips to hold these blocking diode

sets are very flimsy. DIBLO -5 & DIBLO -8 sets are connected in circuits of Pantograph, VCB, Un-

loader, Head Light, CP Control, Control Electronics Contactor and signal lamp circuit etc., A hylam

sheet is to be clamped on all the six diode boxes in each SB Panel to avoid the vibrations as shown

in photograph-1 as per the modification Sheet No. RDSO/2017/EL/MS/0467, Rev.0 dated 07.12.17.

However, this modification had helped in bringing down cases but not solved permanently the main

issue of slackness of the diode male/female contacts. In view of practical problems in carrying out

hard wiring to eliminate the existing plug-in type arrangement of blocking diodes, instructions were

given to clean and check the contacts for proper size in every IOH.

After completion of the modification suggested by RDSO in all locos of SCR, no. of on line

failures of these blocking diodes were reported. On investigation, it was found that the main cause of

failures was carbonization because of looseness in between male pins & female sockets mostly in

Diblo-5 blocking diode sets.

Further, male pin of blocking diode set of one make does not match exactly with the wired

base on the panel of other make.

Carbonization in between male Pins & female Contact Sockets causes transient /intermittent

failures of the locomotives.

To avoid such failures, it is proposed for paralleling of Diblo-5 diodes connected in

important circuits like VCB, Un-loader valve, CP Control, Contactor Control Electronics circuit.

Page 71 of 147

Trials & Observations:

This modification was first carried out in loco no.31149 WAG-9/LGD on 31.08.17 during MOH

and so far completed in 151 locomotives (WAP7-47, WAG9-104). So far no abnormality in DIBLO

diodes of these locomotives is noticed.

Modification works to be carried out:

In spite of securing by clamping sheet as per the modification sheet, it was noticed that

contacts are becoming loose due to wear and tear leading to failure. To overcome this, it is proposed

to parallel the diodes connected in the important circuits. Accordingly nineteen (19) circuits were

identified for paralleling.

Out of which, in six circuits, paralleling of diodes can be done by simply shorting at the input

side of the diode. In other thirteen (13) circuits, paralleling is to be done with the spare diodes.

Following are the spare diodes available in the diode boxes.

RDSO’s Note:

RDSO has already issued draft modification sheet and invited comments from Zonal

Railways. On receipt of remark this will be finalized by Oct-2019.

Deliberations:

Zonal Railways expressed concern about quality of Diode pins. Cases of bad or loose

contacts are being notices during service due to poor quality of male-female connector & pins. It is

noted that male-female connection are not proper. Zonal Railways expressed the need to specify the

connectors properly. CLW should check the specification. Moreover, quality audit for inspection &

testing of connectors should be done jointly by CLW and RDSO within a month time. Paralleling

may just enhance the life of circuit but not prevent diode failure as such. Quality audit of supplier

firm should be done by RDSO and CLW jointly. BRC shed has carried out this modification in

different manner and is also reliable. ZRs pointed out that some of makes connectors are better

.However, re-designing of DIBLO diode connectors by providing Gimota make. Wago connectors

should also be studied to eliminate the problem all together. RDSO/CLW should review the design

and suggest changes if necessary.

Recommendations:

1. Suggestion given by SCR may be implemented by Zonal Railways to prevent the failures.

2. CLW and RDSO should review the present scheme and carry out quality audit of the firm by

associating SCR.

3. CLW/RDSO to review the design and explore the possibility of using Wago connectors.


May be accepted.

Page 72 of 147

New Item

Item No. : 16

Subject : Elimination of spurious messages on account of earthling

of control cables in 3-phase locomotives.

Proposed by : SCR

File no. : EL/3.135/2 (Elect)


There are many cases of intermittent failures of three phase locomotives on account of earth

fault and later being concluded as checked found normal.

For example,

1) In locos equipped with E-70 brake system, any earth fault on cables 2111A & 2111B

causes “Brake Electronics Fail”. Out of two cables 2111A & 2111B if one cable gets feed

due to energisation of the respective cab and the second cable gets feed due to earth fault

in the second cable connected circuit leads to “Brake Electronics Fail” message.

2) Recently, 10 nos. of M/s AAL make couplers and 03 nos. SCB make couplers have

flashed in three phase locos of ELS/LGD leading to on line loco failures. In most of the

cases, tracking took place between pins and coupler body leading to earth fault.

At present the locomotive battery earth fault detection circuit has two centre point earthed R-

R resistors and this causes a potential of 48 V on any cable after touching to ground.

This is leading to spurious signal high read by the card.

Now by changing the resistors to 2R-R or R-R/2 instead of R-R, the rise of potential in the

event of earth fault can be reduced to 35V which is not considered as signal high by the card and

spurious failures on account of earth fault can be avoided.

This modification has been carried out on trial basis as follows:

1) 2R+R scheme modification implemented in Six WAP7 locos.

2) R+R/2 scheme modification implemented in Four WAG9 locos.

Performance of both the schemes are under observation.

Modification scheme:

Schematic diagram enclosed.

Page 73 of 147

Material required:

Diverter Resistance 393 Ω - 2 nos.

Application to the class of locomotives:

All 3-phase locomotives.

Page 74 of 147

RDSO’s Note:

There are different ratios of potential divider used to detect the earthing in the electric circuit.

The proposed combination will also be one of the ways to improve the earth fault detection

mechanism. Modification appears to be useful.

Deliberations:

Earthing of control cable leads wrong operation of reed relay of electronic cards. This

generates various types of spurious messages due to leakage current at nearly 48 volts from floating

ground of midpoint of potential divider used of earth fault circuit. Modification may be done by

changing R-R potential divider circuit to 2R-R or R-R/2 potential divider circuit.

Recommendations:

Modification of R-R/2 potential divider circuit may be implemented in 10 freight

locomotives by each shed having WAG-9 locomotives. RDSO will issue detailed scheme for this

circuit modification. Sheds to give feedback within a month after implementation, so that final MS

may be issued.

Quality of M/s AAL make coupler is not upto mark. RDSO may take appropriate action to

improve the quality.


May be accepted.

Page 75 of 147

New Item

Item No. : 17

Subject : Problem of excessive lateral play of MSU in three phase

locomotives.

Proposed by : SCR

File no. : El/1.3.10/3


A large number of MSU NDE bearing seizure cases and breakages of supporting ring fixing

socket head bolts in 3 phase locos were reported at ELS/LGD during 2015-16 and 2016-17.

Subsequently, RDSO carried out technical audit on maintenance practices of MSU at ELS/LGD,

CLW & ELW/BSL and recommended corrective measures in March, 2016.

A team of Senior Supervisors of ELS/LGD was deputed to RYP Shops of SCR and studied

the various problems associated with MSU maintenance during overhauling, with respect to OEM

Manual and found the design/manufacturing factors leading to DE& NDE side bearing failures.

Summary of observations is appended below.

Driving End side:

Causes of breakage of supporting ring fixing bolts at driving end of MSU are:

a. Lack of adequate counter balancing of lateral thrust, since inadequate gap (‘C’ clearance)

between supporting ring and suspension tube due to improper machine/component

tolerances during manufacturing.

b. The inner labyrinth in the MSU has width less than the width of the step provided on the

labyrinth seat in the MSU housing which does not provide adequate counter balancing of

axial forces (lateral thrust).

c. Supporting rings are getting bent on tightening the supporting ring bolts during

assembling of MSUs due to inadequate thickness of support ring.

d. Usage of non standard bolts.

e. Throwing of Oil on to the Face of the Wheel in the DE side due to the breakage of the bolt

provided to hold the outer labyrinth on DE side to prevent the leakage of oil.

NDE Side:

Following are the reasons of NDE bearing seizure.

a. Lack of lateral thrust in the NDE end bearing fitment leading to rotation of labyrinth. b. Grease is not coming through outlet since no matching of grease outlet path in the inner

Page 76 of 147

labyrinth caused due to shearing off of guide pin. This leads to rotation of labyrinth in the MSU housing. This is due to lack of lateral thrust as well as interference in the housing.

c. Excessive lateral play after 3 to 4 years of service is due to present bearing arrangement does not adequately accommodate lateral thrust.

Further, to avoid the online failures of MSU in 3 phase locos, practice of measuring lateral

play of MSU was initiated since November-15 during major schedules and special repairs, as a

preventive measure. Wheel sets having lateral play of MSU more than 1.0 mm are being withdrawn

from service and being sent to shops for MSU overhauling. There are no clear guidelines in the

schedule maintenance instructions of 3 phase locos issued by RDSO vide Letter no. EL/3.1.35/16,

dated 07.02.12, where as in conventional locos lateral clearance of MSU is being checked as per

RDSO SMI/217 dated 24.02.2000 during major schedules. ELS/LGD is permitting Lateral clearance

up to 1.0 mm where as the specified limit in SMI (No, 217) is 0.05 to 0.25 mm.

As per the reports submitted by ELS/LGD & CLW, RDSO issued modification sheet MS-

456 to ensure adequate lateral thrust on driving end of MSU by ensuring proper ‘C’ clearance.

However, the problem of excessive lateral play and non availability of grease sample at NDE MSU

bearing for checking the metal content are still not addressed by the modification sheet No. 456.

In three phase locomotives, cylindrical roller bearings of the NJ with HJ angle ring was

adopted for MSU unlike tapper roller bearing arrangement in WAP4, WAG7 and WAP5

locomotives. The increase in lateral play is attributed to the phenomenon of roller, thrust collar and

NDE inner racer wear observed in three phase locomotive MSU bearings. Details of number of

wheel sets sent for MSU overhauling due to excessive lateral play since 2015- 16 to 2019-20 till

August are furnished below.

S

N

Type of

loco 2015-16 2016-17 2017-18 2018-19

2019-20

(Till Aug-19)

1. WAP7 19 Nos. 53 Nos. 40 Nos. 47 Nos. 32 Nos.

2. WAG9 27 Nos. 31 Nos. 35 Nos. 33 Nos. 11 Nos.

Total 46 Nos. 84 Nos. 85 Nos. 80 Nos. 43 Nos.

The increase in arising of MSU overhauling is attributed to excessive lateral play being

observed during major schedules and as a result, three phase locomotives are getting detained for

want of wheel sets.

From the study of bearing fitment arrangement, it is understood that lateral clearance is the

gap between track width of NDE bearing minus width of thrust collar and NDE roller width.

Basically it is the gap available on both sides of roller to move axially/laterally. The NDE bearing in

the MSU is a locating type bearing and it is designed to take the axial load. From the theoretical

values obtained from M/s FAG for various components, the range of lateral play and the

arrangement of lateral play is given in the annexure-I. As per the tolerances specified for various

components, the range of axial play is 0.147 to 0.215mm (Detailed sketch given in Annexure-I

and as shown in the sketch W1+W2 is the lateral play) and service limit as per OEM is 0.25 to

0.48 mm (Copy of OEM manual enclosed).

On dismantling a wheel set found with excessive lateral play, rubbing marks are noticed on

the rollers of bearing and the width of collar of NDE racer and thrust collar getting worn out during

service. As the wear will increase the gap, the lateral play is increasing in the course of service. This

problem is not noticed on the rollers of DE bearing as it is not of locating type and racers are not

having collar. The photographs showing the groove formation on the rollers of NDE bearing are

shown below.

Uniform wear developed during service Close view of worn out rollers

on all rollers of NDE bearing

One wheel set with excessive lateral play has been re

providing new thrust collar and found lateral play reduced to 0.8mm which has proved the fact, i.e.

wear of the rollers, thrust collar and NDE racer is contributing towards lateral play.

Long term Measures:

As the taper roller bearings are designed to t

cylindrical roller bearing is causing wear of rollers, thrust collar width and collar width of inner

racers of NDE bearing which is leading to excessive lateral play during service, it is suggested to

Page 77 of 147



on all rollers of NDE bearing

One wheel set with excessive lateral play has been re-assembled without changing the bearing and by



As the taper roller bearings are designed to take both radial and axial load and the usage of





assembled without changing the bearing and by



ake both radial and axial load and the usage of



provide appropriate/equivalent type tapper roller bearing in place of cylindrical roller bearing,

similar to MSU bearings of conventional locomotives.

Short term Measures:

Firms should be impressed upon to supply the thrust collar, NDE inner racer alone instead

entire bearing unit. In the event of excessive lateral play, only the thrust collar and NDE inner racer

can be replaced to ensure lateral play less than 1mm.

Possibility of procuring thrust collars alone with different width of collar to bring the lat

play into acceptable limit may be explored. Firms shall be approached for supplying the same.

One wheel set with excessive lateral play has been re

bearing and by providing new thrust collar and found lateral play reduc

proved the fact, i.e. wear of the rollers, thrust collar and NDE racer is contributing towards lateral

play.

Page 78 of 147

appropriate/equivalent type tapper roller bearing in place of cylindrical roller bearing,

similar to MSU bearings of conventional locomotives.

Firms should be impressed upon to supply the thrust collar, NDE inner racer alone instead


can be replaced to ensure lateral play less than 1mm.

Possibility of procuring thrust collars alone with different width of collar to bring the lat


One wheel set with excessive lateral play has been re-assembled without changing the

bearing and by providing new thrust collar and found lateral play reduced to 0.8mm which has


appropriate/equivalent type tapper roller bearing in place of cylindrical roller bearing,

Firms should be impressed upon to supply the thrust collar, NDE inner racer alone instead of


Possibility of procuring thrust collars alone with different width of collar to bring the lateral


assembled without changing the

ed to 0.8mm which has


Page 79 of 147

RDSO’s Note:

1. NU-1964 bearing is used on DE side and NH-1044 bearing is used on NDE side in MSU.

2. SCR had informed that problem is mainly observed in NDE side bearing after service life

of about 4 to 5 years. No such problem is observed on DE side bearing.

3. 3-phase loco MSU bearing is must change item in POH.

WAG9 12 years ± 6 months or 24 lakh kms. whichever is earlier

WAP7 9 years ± 6 months or 24 lakh kms. whichever is earlier

4. MSU overhauling of WAG9, WAG9H & WAP7 locomotives is prescribed at the time of

re-discing (nearly at the time of IOH around service life of 12 Lakh km) by SMI-300

dated 2.11.2016.

5. During overhauling, condition of MSU bearings to be checked and bearings to be

changed on condition basis during overhauling, if required.

6. To achieve the adequate ‘C’ clearance in MSU assembly in WAG9/WAP7 class of

locomotive, RDSO had issued modified drawing of supporting ring vide modification

sheet no. RDSO/2017/EL/0456 Rev. ‘0’ dated 09.01.2017.

7. RDSO had also specified for procedure for measurement of ‘C’ clearance vide Technical

Circular no. RDSO/2019/EL/TC/0151 Rev. ‘0’ dated 24.04.2019.

A. Short Term Measure Suggested by SCR:

8. SCR had suggested to provide NDE thrust collar with different width and NDE inner race

alone in case of excessive lateral play instead of entire NDE bearing.

9. RDSO had conducted a meeting with bearing manufacturers at RDSO on 10.10.2019.

10. During the meeting, firms opined that excessive lateral play may not be due to bearing. It

may also be due to other components like labyrinths and fitment.

11. Joint investigation of a MSU with excessive lateral clearance will be carried out by

RDSO along with bearing manufacturers at Wheel shop.

12. Firms had also opined that changing of bearing components like inner race or thrust

collar separately and using old outer race and rollers is not recommended.

13. Firms had recommended to replace complete NDE bearing in case of excessive lateral

play.

14. It is suggested that NDE bearings may be replaced during MSU overhauling in case of

excessive lateral play.

B. Long Term Measure Suggested by SCR: 15. The existing design of MSU drive system of WAG9/WAP7 class of locos consists of

Cylindrical Roller Bearing (CRB). The driving end bearing is mounted on the gear hub

itself and lubricated through gear oil. Normally Taper Roller Bearings (TRB) along with

grease lubrication is used for MSU bearing applications.

16. RDSO had proposed to use TRB on the MSU and prepared specification no.

RDSO/2006/EL/SPEC/0047 Rev. ‘1’ in February 2007 for ‘Design, Development,

Manufacture and supply of modified MSU drive system for WAP7/WAG9 locomotives’.

17. The specification provides for segregation of gear case lubrication and MSU bearing

lubrication and provision of TRB in MSU.

18. Railway Board had placed a developmental order no. 2008/Dev. Cell/IML-4/1 dated

28.07.2008 on M/s Timken for ‘Design, Development, manufacture and supply of

modified drive system’ for 21 loco sets (16 loco sets +5 loco sets).

Page 80 of 147

19. As per PO, firm was to supply prototype unit (1 loco set) of MSU drive system within 3

months. Field trial of 6 months was prescribed.

20. Drawings & QAP of modified MSU for WAG9/WAP7 locomotives had been

provisionally approved vide RDSO letter no. EL/1.3.10/3 dated 24.07.2009.

21. M/s Timken supplied 6 number of modified MSU. One MSU with gear of KPC had been

fitted in one loco 31488/KYN (one wheel set) and dispatched for service on 5.03.2014.

22. However, remaining 5 number of modified MSU could not be assembled by M/s Timken

at CLW till now. Target of 31.12.2019 given to M/s Timken for completing the assembly

during the meeting on 10.10.2019.

23. Railway Board had also placed developmental Order no. 2008/Dev. Cell/IML-4/2, dated

08.09.2008 on M/s SKF for 18 loco sets (14 loco sets +4 loco sets) of modified MSU

drive system.

24. As per PO, firm has to supply prototype unit (1 loco set) of MSU drive system within 3

months. Field trial of 6 months was prescribed.

25. Drawings for manufacturing & supply of MSU assembly and components of modified

suspension Unit drive system for WAG9/WAP7 had been provisionally approved vide

RDSO’s letter no. EL/1.3.10/3 dated 09.03.2011.

26. M/s SKF had not yet supplied any material to CLW. During the meeting at RDSO held

on 10.10.2019, M/s SKF was advised to expedite.

Deliberations:

1. Western Railway informed that no such cases of excessive lateral play observed by them.

2. South Eastern Railway informed that in 20 -25 percent cases, bearing is replaced during

IOH of MSU. South Eastern Railway is requested to provide details of such cases and

analyze them for Goods/Passenger service application.

3. South Central Railway was requested to identify one wheel set with excessive lateral play

and offer it for joint investigation by RDSO and bearing manufacturers at wheel shop.

4. RDSO will also carry out audits of wheel set assembly procedure at ELW/BSL and

CLW.

5. Complete NDE bearing needs to be replaced if required, instead of replacement of NDE

thrust collar with different width and NDE inner race alone as suggested by SCR.

Recommendations:

1. Technical investigation of wheel set with excessive lateral play will be carried out by

RDSO jointly with SCR and bearing manufacturers at Wheel Shop. Quality audit of

wheel shop (ELW/BSL) will also be carried out by RDSO for MSU assembly procedure.

2. Complete NDE bearing should be replaced on condition basis, whenever required.

3. CLW to expedite the fitment and trials of Modified MSU Drive System supplied by M/s

Timken.


• May be accepted.

• Quality audit of wheel shop of CLW will also be carried out by RDSO for MSU

assembly procedure.

Page 81 of 147

New Item

Item No. : 18

Subject : Reliability issues of three phase loco brake system

including:

(i) BP not dropping through DBC in E-70 brake system.

(ii) Failure of AFI gauges.

(iii) Modification of air circuit in CCB.

(iv) Modification for tapping control pressure of

unloader & auto drain from MR-1 instead of

Auxiliary Compressor pressure in locos equipped

with CCB brake system.

(v) Usage of reliable, precision range & low cost

pressure switches for E-70 and CCB brake systems.

Proposed by : SCR, WR, CR/SR & ECR

File no. : El/3.2.19/3-phase


18(i):

RDSO circulated a technical report no. RDSO/2016/EL/IR/0168, Rev. ‘0’ in July, 2016 on

Reliability of Brake System, wherein vide Para no. 2.7 the problem of BP pressure not falling down

on application of Brake (DBC) was deliberated and the cause of failure was attributed to cracked

solder joints of signal connector pin carrying transducer signal and lack of intactness of guiding

strips in brake electronics rack. Action plan was also given by RDSO. However, under such

conditions, brake system should have been designed for application of brakes to avoid any untoward

incidents.

System Design problem:

In E70 brake system, the Control card of Brake electronic rack controls the BP pressure

through E70 valve as per the LP’s command given through Driver Brake Controller (DBC (A9)).

The feedback of BP pressure is sensed through the control reservoir pressure transducer. The same

feedback of BP pressure is also taken by VCU for generation of "S/R-Interlock: Auto Brake" to

restrict speed below 10 kmph in the event of BP pressure drops below 4.75kg/cm2.

If the control transducer signal is open circuited, may be due to defect in the transducer or

cable, then the control card considers BP as zero even though BP is 5kg/cm2. The control card

controls EP valves in the E70 panel in such a way that BP is equal to LP’s demand sensed through

DBC handle position. As Control card senses BP as zero, it keeps on creating BP up to 5.4kg/cm2

Page 82 of 147

(equal to PRV setting on E70 valve) in every position of DBC except in emergency. This is due to

BP demanded by LP is more than the BP read by control card i.e. O kg/cm2 due to defective

transducer and as control card keeps on creating BP. The above scenario is simulated in 30309

locomotive by opening fixed plug "C" of control transducer (the signal is sensed through pin no. D

(Circuit diagram enclosed) and found that BP is not dropping in the positions "Initial" and "full

service" and it is dropping only in "emergency" position of DBC.

The status of BP pressure for different positions of DBC, when control transducer output

goes to zero is tabulated below.

DBC Handle

Position

Demanded

BP

(kg/cm2)

Control Reservoir

Pressure sensed

through transducer

(kg/cm2)

Actual BP

Output from E70

Valve

(kg/cm2)

Release 5.4+/-0.05 0 5.4 +/- 0.05

RUN 5.0 +/- 0.05 0 5.4+/-0.05

Initial 4.6+/-0.05 0 5.4 +/- 0.05

Full Service 3.35+/-0.1 0 5.4+/-0.05

Emergency 0 0 0

It is evident from the above table that LP will not be able to drop BP through DBC except in

Emergency and in all other handle positions BP will get overcharged to 5.4kg/cm2 when the control

transducer output gets open circuited. As there is no redundancy in the system, no message is

generated indicating the faulty transducer. Non availability of brake except in emergency position is

a threat to safety and it is violating the principle of "fail safe design" and it is necessary to review

and correct the system design to ensure safety.

18(ii):

Brief History:

AFI gauge has been provided in three phase locomotives, to indicate the flow of air in Brake

pipe. Whenever train gets parted, or air flow is increased, AFI gauge indicates

glowing of LSAF and sounding of buzzer. Also message of ALARM CHAIN PULLING will appear

on screen. As due to uncoupling / parting, the BP pressure start expelling at very fast rate, resulting

into sudden drop in MR pressure which leads

reservoir”.

Problem Faced:

1. Cases of breakage of air flow indicator glass are very high, reported by all zonal railways.

Earlier before 2014, 08 mm acrylic glasses were used in AFI gauges. These acrylic

gauge had high no. of failures due to glass breakage. Total no of cases observed in 2013

2014 were 25 out of 64 and FRPCPY was 39.06.

Page 83 of 147


pipe. Whenever train gets parted, or air flow is increased, AFI gauge indicates



into sudden drop in MR pressure which leads to Priority-1 message on screen “Low Pressure Main

Cases of breakage of air flow indicator glass are very high, reported by all zonal railways.

Earlier before 2014, 08 mm acrylic glasses were used in AFI gauges. These acrylic

gauge had high no. of failures due to glass breakage. Total no of cases observed in 2013

2014 were 25 out of 64 and FRPCPY was 39.06.


pipe. Whenever train gets parted, or air flow is increased, AFI gauge indicates the same along with



1 message on screen “Low Pressure Main

Cases of breakage of air flow indicator glass are very high, reported by all zonal railways.

Earlier before 2014, 08 mm acrylic glasses were used in AFI gauges. These acrylic glass AFI

gauge had high no. of failures due to glass breakage. Total no of cases observed in 2013-

Page 84 of 147

2. Glass material was changed from 8 mm acrylic to 8 mm polycarbonate material but still the

failure rate did not reduce. Further, 8 mm polycarbonate glass was replaced by 12 mm

polycarbonate material in year 2015-2016. FRPCPY was reduced to 12.96 in year 2015-

2016, but the problem of breakage of glass didn’t resolve.

3. Further, design modifications were carried out. Inside chamber size was reduced from 39-49

mm to 19-20 mm. The space between needle and glass was increased from 4.2 mm to 5.5

mm. 5 modified chamber gauges were provided in BRC Locomotives, but the breakage of

glass didn’t stop.

FRPCPY of AFI gauge glass broken cases

2016 – 17 2017 – 18 2018 – 19 (till June)

EQUIPMENT

POP No. of

cases

FRPCP

Y

POP No.

of

cases

FRPCPY POP No. of

cases

FRPCPY

M/s TOPGRIP

12 mm

polycarbonate

glass

64 06 9.38 80 05 6.25 80 03 45

M/s MIDLAND

9.5 mm

polycarbonate

glass broken

cases

46 01 2.17 70 07 10 70 03 17.14

M/s FAIVELEY

12 mm

polycarbonate

glass

28 01 3.57 30 03 10 30 - -

Total 138 08 5.8 180 15 8.33 180 06 26.67

Firm 2013-2014

08 MM

acrylic glass

2014-2015

08 mm

polycarbonate

glass

2015-2016

12 mm

polycarbonate

glass

2016-2017

12 mm

polycarbonate

glass

TOPGRIP 19 29 05 06

Page 85 of 147

MIDLAND - 01 02 01

FAIVELEY 06 06 07 01

TOTAL 25 36 14 01

POPULATIO

N

64 76 108 130

FRPCPY 39.06 47.37 12.96 4.62

ELS/BRCY request RDSO to examine the matter with firm and provide permanent solution.

18(iii):

Note of CR:

Brief History:

In M/S Knorr-Bremse India ltd. make CCB Brake system fitted WAG-9 locomotive’s

pressure developed by auxiliary compressor (baby CP) during initial charging is utilized by panto

magnet valve, VCB, unloader valve (02 nos.), Auto drain valve and drip cup with Auto drain valve.

Problem faced:

If there is any air leakage in unloader valve, auto drain valve and drip cup with auto drain

valve sufficient air pressure will not be there to raise the pantograph and to close the VCB as the

minimum pressure required is 5 kg/cm2. Also the auxiliary compressor would be continuously in

working condition, when the pressure falls below 6 kg/cm2 as the setting of its governor is 6 kg/cm

2

to 8 kg/cm2. This may result in over heating of auxiliary compressor which will eventually lead to its

burning.

Modification Required:

To avoid such situation it is proposed that auxiliary compressor air pressure should be used

only for panto and VCB circuit. For unloader valve, auto drain and drip cup with auto drain valve

MR air pressure is to be used. Such type of circuit already exists in E-70 brake system.

The above modification has been implemented for trial basis in locomotive no.31514 on

dated 28.03.2018 and it is working satisfactory till date.

Material Required:

1. Male Connector:

a. 3/8” x 10 mm tube – 02 nos.

b. ¼” x 10 mm tube – 02 nos.

c. 1/8” x 10 mm tube – 01 no.

2. 3/811

isolating cock without vent – 01 no.

3. EP valve Rotex – 01 no. (Rotex model no. 3081C with foundation).

4. 10mm copper annealed pipe – 6 meters.

5. Straight coupling 10mm OD – 01 no.

6. ‘T’ branch (10mm x 10mm x 10mm) OD – 01 no.

Page 86 of 147

7. T’ branch (12mm x 12mm x 12mm) OD – 01 no.

8. Dummy 3/8” OD – 01 no.

The schematic diagram is attached herewith as Annexure-I.

Annexure-I

Note of SR:

Problem:

In CCB-II brake system Pilot pressure for the unloader valve is taken from CPA circuit. Any

Leakage occurs in unloader valve or pipeline circuit leads to Auxiliary pressure leakage and further

panto will not rise.

Solution:

The unloader valve pilot pressure is to be taken from MR circuit instead of CPA circuit in

M/s Knorr Bremse make CCB-II brake system provided locos to avoid MCPA pressure leakage in

the Unloader Valve circuit. It is also mentioned in MOM of M/s Knorr Bremese with RDSO dated

03.05.18. One loco 30413 was modified and found working satisfactorily.

Page 87 of 147

18(iv):

At present 69 nos. of Gomoh based 3-phase locomotives are equipped with CCB brake

system of M/s KBIL make. It has been observed that in the Locos equipped with CCB brake system,

the Control pressure of unloader & auto drain has been taken out from auxiliary compressor circuit,

hence in case of any leakage from unloader or auto drain valve, RS pressure cannot be maintained by

Auxiliary Compressor thereby resulting in non-raising of pantograph on line. Whereas, in Locos

equipped with E-70 brake system of FTRTIL, control pressure of unloader & Auto drain is taken

from MR-1 circuit, so the issue of non-maintaining of RS pressure by Auxiliary compressor does not

arise. 14 Nos. failures have been noticed on this account so far.

To overcome this problem. It is proposed to tap the control pressure of unloader & Auto drain

from MR-1 circuit instead of Auxiliary Compressor pressure circuit in the Locos equipped with CCB

brake system similar to Locos equipped with E-70 Brake system of FTRTIL.

CCB Pneumatic circuit

Page 88 of 147

18(v):

1. In E70 and CCB brake systems, 14 Nos. of pressure switches are used for various

applications. Pressure switches of Square D or Eaton make are used in E-70 brake system,

whereas only Eaton make pressure switches are used in KBIL make CCB brake system.

These pressure switches are failing frequently, mainly due to pressure setting disturbance.

Apart from the high failure rate, there are costlier as compared to Indfos/Danfoss make

pressure switches which are used in conventional locomotives, since long. Reliability of

Indfos/ Danfoss make switch is also better than SQUARE-D /EATON make switches.

2. Pressure switch provided in Brake cylinder circuit of E70 brake system is set for cut in at

0.65 Kg/Cm2 and cut out at 0.2 Kg/Cm

2. FTIL is using SQUARE-D make pressure switch

for this application with operating range of 0.1 to 5 bar and minimum differential pressure of

0.2 bar. With low operating range and low differential pressure setting, erratic behaviour of

the pressure switch is noticed. Hence, a precision range pressure switch is required for this

purpose.

Observations:

Eaton make pressure switches provided in locomotives with CCB 2.0 brake system are

failing frequently mainly due to setting disturbance. Failure details of these pressure switches for the

last three years are enclosed in the Annexure-I. EATON make pressure switches are available in E-

70 brake system also in recently received new locos. However, M/s KBIL is providing their part

number on EATON pressure switches, whereas M/s FTIL is not providing their own part number.

Details of model Nos., makes, operating ranges and actual usage & settings of different pressure

switches provided in CCB2.0 and E-70 Brake systems are given in the enclosed Annexure-II.

E-70 brake system:

In old locos, three models (GAWM4, GAWM5 & GAWM6) of Square-D make pressure

switches were used for eleven different applications. However, in the recently received new locos,

only one type/ model pressure switch of Eaton make for all eleven different applications used i.e.

only MCS-11 type pressure switch (Eaton Part no.60947-5-1) with maximum operating pressure of

11 Kg/cm2 and minimum differential pressure of 0.3kg/cm

2.

CCB 2.0 brake system:

Eaton pressure switches with KBIL part nos., and four types i.e. 1135829, 1135830, 18469,

192268 were used for eleven different circuits. Though M/s KBIL has given four different numbers

but shed is not able to identify original Eaton numbers.

From the above, it may be noted that precision range pressure switches are not used for

different applications by both the firms. This is the main reason for pressure switch setting

disturbances.

Further, pressure switch is not a must change item even in POH schedule. There is no

specified periodicity for replacement and is being replaced only on condition basis. As there is no

Page 89 of 147

periodical replacement, the failure rate of pressure switches would further increase after certain

service (not defined) period which could affect reliability of loco.

Trials:

To overcome the above problems, SCR has replaced the existing failure prone, high cost and

wide range Square D make (Type: GAWM-4) pressure switches with better working and proven

Pressure switch of Indfos make (Type: RT-112X) initially in 15 locomotives for brake cylinder

circuit on trial basis. After noticing satisfactory working, 57 more (G9-22; P7-35) locomotives were

provided with Indfos make pressure switch in brake cylinder circuit since Feb 2016. No abnormality

has been noticed in these locos for the last three years.

Further five Nos. wall mounted pressure switches were replaced with equivalent Indfos make

in two locos i.e. 31175 on 10.02.17 and 31176 on 08.03.17. For the last two and half years, these

pressure switches have been working satisfactorily.

In view of poor reliability and high cost of Square-D/EATON make pressure switches, SCR

identified Indfos/Danfoss, a reputed make precision range pressure switches available in the market.

Equivalent Indfos/Danfoss make pressure switches suitable for different applications of 3 phase

locomotives are mentioned in the Annexure-II.

Accordingly all 14 Nos. of Square D make pressure switches (Five pressure switches are of

wall mounted and nine pressure switches are of panel mounted) were replaced with equivalent

Indfos make pressure switches in loco no. 31250/LGD during Apr’17. So far no failures of Indfos

make pressure switch is noticed in this loco. Photographs depicting provision of Indfos make

pressure switches in place of Square D make pressure switches along with accessories (modified

base plate, adopters, and clamps with bolt & nuts) required for modifications are enclosed in the

Annexure.

In all the above locos pressure switches are working satisfactorily.

Cost savings:

Saving of about Rs.4,23,900/- per loco could be achieved. Cost comparison statement is

enclosed as Annexure-IV.

In view of poor reliability and high costs of Square-D / EATON make pressure switches, it is

recommended to adopt reliable, precision range and cost effective pressure switches in three phase

locos.

Page 90 of 147

Annexure –I

FAILURE DETAILS OF KBIL MAKE PRESSURE SWITCHES FOR THE PERIOD 2017-

18, 2018-19 & 2019-20 (UP TO JULY’ 19)

S.No Loco

No

Date Equipment Failure details Action taken

2017-18

1 31474 08.06.17 Panas PS Erratic operation ,dust & water

formed.

Cleaned and adjusted

2 30430 23.09.17 RGCP-1&2 Erratic operation. Adjusted

3 31617 29.09.17 RGCP-1&2 Setting disturbed Adjusted

4 31166 30.05.17 RGCP Air leaking Diaphragm

5 30582 17.10.17 RGCP-01 Air leaking& Setting disturbed Replaced under warranty

2018-19

1 31652 12.09.18 RGCP Diaphragm broken Replaced under warranty

2 31618 18.09.18 RGCP Setting disturbed Adjusted

2019-20 (Upto Jul 19) 1 30407 27.06.19 PANS Air leaking Gasket given up

2 31531 03.07.19 PAN.l PS Air leaking, Gasket perished. Gasket Replaced by firm

FAILURE DETAILS OF SQUARE-D MAKE PRESSURE SWITCHES OF E70 BRAKE

SYSTEM FOR THE PERIOD 2017-18, 2018-19 & 2019-20 (UP TO JULY’ 19)

S.No Loco

No


2017-18

1 31120 29.06.17 AFL Air leaking Diaphragm given up

2 30560 11.10.17 RGCP Malfunctioning Adjusted


2018-19

1 31189 06.06.18 AFL Air leaking Diaphragm become hard


3 30258 18.12.18 BC Setting disturbed Adjusted


5 30275 12.01.19 RGCP Erratic operation Adjusted

6 31123 16.01.19 AFL Malfunctioning Adjusted

7 31133 07.03.19 Emer.BP-69 Air leaking Diaphragm become hard

8 31252 15.02.19 AFL Malfunctioning Adjusted

9 31463 09.03.19 AFL Setting disturbed Adjusted

2019-20 (Upto Jul 19)


Page 91 of 147

FAILURE DETAILS OF EATON MAKE PRESSURE SWITCHES OF E70 BRAKE

SYSTEM FOR THE PERIOD 2017-18, 2018-19 & 2019-20 (UP TO JULY’ 19)

S.No Loco

No


2017-18


2018-19


2 30671 13.07.18 BP-69 Disturbed condition Adjusted


4 30587 23.11.18 BP-69 Setting disturbed Adjusted



7 30610 14.02.19 Aux. comp Setting disturbed Adjusted

2019-20 (Upto Jul 19)


2 30670 03.08.19 RGCP Erratic operation adjusted

Page 92 of 147

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Page 97 of 147

Page 98 of 147

RDSO’s Note:

18(i):

• A meeting was held at RDSO on 03.05.2018 with Zonal Railways and representatives of M/s

FTRTIL & M/s KBIL to discuss the issue. MOM was issued vide letter no. EL/3.2.19/3-

Phase dated 08.05.2018.

• M/s FTRTIL investigated the matter and reported various reasons of failure related to bad

workmanship during manufacturing of electronics cards like wiring/soldering, loose

connection, breakage of strands of a wire.

• M/s FTRTIL had carried out one round of field check of all E-70 brake panels electronic

cards for any loose connection, breakage of strands in wires, setting of card in rack etc. in SE

Railway based locomotives.

• M/s FTRTIL developed “System Operated Automatic Emergency Brake” (SOAEB) for E70

system to address this issue as a fail- safe measure. In case when BP is not dropped by A9 in

service zone, then penalty brake will be activated through SOAEB.

• Presently, 3 units of SOAEB are working in one loco each in ELS/ TATA, RPM & AQ

(31658/TATA from 23.03.18, 30366/RPM from 31.03.18 & 31368/AQ from 29.06.18) for

field trial.

• Firm has developed a new sub vendor M/s Avalon, Chennai for electronic cards and procured

10sets. Six sets of electronic cards are put in service at ELS/GZB for field trial.

Improvements in devices used with new sources are as below:

Component Grade of device

IC MIL grade

Resistors Automotive grade with temperature rating increased

from125 O

C to 155 OC

Diodes Temperature rating increasedfrom 125 O

C to 150 O

C

Zener Diodes Temperature rating increased from 125 O

C to 200 O

C

Capacitors Electrolytic, film and ceramic with temperature rating

increasing from 85 O

C to 125 O

C

Relays, Connectors As existing

• To overcome the problem of burning of resistances R62 and RL5 firm has included the

following new developments of the control card:

Trace width will be increased to handle higher current.

Copper thickness of PCB will be increased near to two times

Power rating of R62 will be increased from 6.5W to 8 W

Power rating of R63 will be increased from 2.5W to 5 W.

Based on performance of brake electronic cards supplied by new source M/s Avalon further

decision shall be taken for cut in for new supplies of brake system as well as replacement of

existing cards.

18 (ii):

• Earlier failures cases of Air Flo

M/s Top Grip had incorporated modifications by increasing thickness of polycarbonate glass

from 8mm to 12mm, Inside chamber size reduced from 39

between glass and needle incr

carried by the other source also M/s Midland. During the meeting held at RDSO on

29.01.2018 on E-70 brake system, Zonal Railways had reported that field performances of

gauge glass of Air Flow indicato

issued vide letter no. EL/3.2.19/3

• M/s. TOPGRIP INDUSTRIES, Hyderabad, during meeting held at RDSO on 19.12.18 shown

a presentation of better type of pressure gauges having both

readings and proposed for use in electric locomotives for MR+FP, BP, BC1+2 & AFI in a

cluster of 04 gauges in place of existing arrangement, the photograph of cluster of gauges is

shown below. The cluster has the provision of co

various pressure ranges/values, configurable movement of pointer in AFI gauge, USB

charging, flash memory & RAM of 128MB, GSM connectivity for one way communication

through mobile services & optional relay outputs f

Cluster of 4 gauges proposed in place of existing gauges in cab1&2

• The cluster had been provided in two WAG9 locos at ELS/TKD for field trial purpose on

loco no. 32184 cab 1 dated 14.02.2019 & loco no. 31409 cab2 da

• Performance is under monitor.

Page 99 of 147

Earlier failures cases of Air Flow gauges of M/s Top Grip were reported by Zonal Railways,


from 8mm to 12mm, Inside chamber size reduced from 39-49 to 19

between glass and needle increased from 4.2 mm to 5.5 mm. Similar improvements were


70 brake system, Zonal Railways had reported that field performances of

gauge glass of Air Flow indicator had improved after these modifications by firm. MOM

issued vide letter no. EL/3.2.19/3-Phase dated 30.01.2018

M/s. TOPGRIP INDUSTRIES, Hyderabad, during meeting held at RDSO on 19.12.18 shown

a presentation of better type of pressure gauges having both digital & analog display of



shown below. The cluster has the provision of configurable alert messages, messages for



through mobile services & optional relay outputs for controlling external devices etc.


The cluster had been provided in two WAG9 locos at ELS/TKD for field trial purpose on

loco no. 32184 cab 1 dated 14.02.2019 & loco no. 31409 cab2 dated 24.07.2019.

Performance is under monitor.

w gauges of M/s Top Grip were reported by Zonal Railways,


49 to 19-20mm and space

eased from 4.2 mm to 5.5 mm. Similar improvements were


70 brake system, Zonal Railways had reported that field performances of

r had improved after these modifications by firm. MOM

M/s. TOPGRIP INDUSTRIES, Hyderabad, during meeting held at RDSO on 19.12.18 shown

digital & analog display of



nfigurable alert messages, messages for



or controlling external devices etc.


The cluster had been provided in two WAG9 locos at ELS/TKD for field trial purpose on

ted 24.07.2019.

Page 100 of 147

18 (iii) & (iv):

• The problem of air leakage from unloader valve reported earlier by ZRs was analyzed by

RDSO as well as M/s KBIL. The analysis revealed that there was inherent design defect of

unloader valve resulting air leakage. M/s KBIL has developed modified unloader valve in

line with M/s FTRTIL make ULV being used in E70 System, same to be replaced in place of

existing ULV as per RDSO’s letter no. EL/2.3.19/3-Phase/CCB dated 24.07.2018.

• M/s KBIL had replaced all the existing ULVs with modified ULVs upto Sept’2018 and cut in

the same in new supplies from Sept’2018 onwards. Moreover M/s KBIL has committed to

change pneumatic supply of ULV, ADV with drip cup form MR1 in their new supplies to

CLW in due course.

• RDSO vide letter no. EL/2.3.19/3-Phase/CCB dated 31.01.2019, had accepted the proposal

of M/s KBIL to change the pilot pressure supply for ULV, ADV, auto drain valve with drip

cup, TC1, TC2 & Filter cubicle cock from MR1 directly instead of auxiliary compressor

reservoir, on trial basis in two locomotives each at ELS: RPM, LGD, AQ, TATA & TKD.

This is the retro fitment arrangement made on the panel.

• The modification had been carried out on trial basis in following locomotives:

SN Loco No/Type of

Loco

Rly/Shed Date of fitment Performance

1 31474/WAG9 SCR/LGD 06.03.19 Satisfactory vide their letter

dated 25.07.199 2 31618/WAG9 SCR/LGD 17.03.19

3 31545/WAG9 WCR/TKD 22.12.18 Satisfactory vide their letter

dated 20.09.19

4 39012/WAP7 SER/TATA 19.01.19 Satisfactory vide their letter

dated 28.06.19 5 39013/WAP7 SER/TATA 22.01.19

6 31551/WAG9 CR/KYN 05.02.19 Satisfactory vide their letter

dated 09.09.19 7 31573/WAG9 CR/KYN 20.02.19

8 30417/WAP7 SR/RPM 06.02.19 Performance is still awaited

9 30424/WAP7 SR/RPM 29.01.19

• Decision on adaption of the proposed modification in all existing CBB fitted locomotives

may be taken based on feedback from Zonal Railways.

Page 101 of 147

Retro fitment arrangement in CCB panel

• The firm has recently submitted proposal to incorporate the above desired changes in

pneumatic circuit inside the manifold which is under examination.

18 (v):

• Details of failures of different make pressure switches are given by SCR:

Make 2017-18 2018-19 2019-20 (Upto

July)

Remark

M/s Eaton in E-

70

1 7 2 10-All cases of setting

disturbed

M/s Square D in

E70

3 9 1 07-Case of setting disturbed

06-Cases others

M/s Eaton in

CCB

5 2 2 05-Case of setting disturbed

04-Others

Total 9 18 5 32 out of (14*277=3878)

pressure switches.

Population 3010 3514 3878 Total 14 switches per loco

FRPCPY 0.29 0.51 0.04 22 cases out of 32 are of

related to pressure setting.

• M/s Faively vide letter no. FTRTIL/2012-13/RDSO-E70 Dated 29.12.12 proposed to replace

the pressure switches of M/s Square D make to M/s Eaton (former Moeller make) pressure

switches.

• M/s FTRTIL vide letter no. FTRTIL/2012-13/RDSO-E-70, dated 18.01.13 stated that M/s

Eaton make pressure switches are used in LHB design coaches and a number of applications

worldwide for locomotive and metro applications.

Page 102 of 147

• FRPCPY of pressure switches is less than 0.5 %.

• RDSO discussed the issues in various reliability meetings and studied the matter, it was

noted that setting of pressure switches were not done properly.

• SMI no. RDSO/2019/EL/SMI/0327, Rev ‘0’ dated 11.02.19 describing the procedure for

setting of pressure switches at various required pressure values as well as lock the set values

of all the applications for pressure switches being used in E-70 & CCB brake systems.

Deliberations:

1. The problem of BP not dropping through DBC in E-70 brake system was discussed. This

happens mainly due to failure of control card in brake electronics. M/s FTRTIL developed

“System Operated Automatic Emergency Brake” (SOAEB) for E70 system to address this issue

as a fail- safe measure. In case when BP is not dropped by A9 in service zone, then penalty

brake will be activated through SOAEB. Zonal Railways expressed regarding focus on

reliability of cards rather than adding more equipment, which will lead to increase in cost and

reliability issues. Regarding electronic cards failure, ZRs reported that most of the failures of

electronic cards were in locos commissioned after 2014. After 2014 M/s Triphase is the vendor

of M/s FTRTIL who is manufacturing these cards. The firm has now developed new source for

electronic cards i.e. M/s Avalon and they have provided till now electronic racks in 6 locos at

ELS/GZB for trials.

2. WR reported problem of failures of AFI Gauges even after modifications in BRC based 3-phase

locomotives, though the FRPCPY has reduced. NR and SCR informed that they are taking

polycarbonate glass from M/s Yogya/ Mathura and they do not have problem of breakage of

glass of AFI gauge. New type of cluster of gauges provided by M/s Topgrip in two locos of

ELS/TKD was appreciated by Zonal railways. Its performance has been reported satisfactory by

TKD shed where it is working for more than 6 months time. OEMs of Brake System should

consider it for using this new type of gauges for improving the reliability in their new supply.

3. Modification in air circuit of CCB as developed by M/s KBIL as a retro fitment solution was

reported to be successful by Zonal Railways. This modification was carried in 9 locos and are

working fine since installation wherein the pilot pressure supply for ULV, ADV, auto drain

valve with drip cup, TC1, TC2 & Filter cubicle cock was changed from auxiliary compressor

reservoir to MR1 directly.

4. Usage of reliable, precision range & low cost pressure switches for E-70 and CCB brake

systems was discussed in the group. SCR has proposed low cost Danfoss/Indfoss make pressure

switches. During the discussion ZRs reported that performance of Square D make pressure

switch is better than the existing Eaton make.

Recommendations:

1. Officials from DLW, RDSO, ELS/ LGD and ELS/RPM will conduct a quality audit of the new

source for electronic cards developed by M/s Faively for brake system. If the performance of

cards from new source is found satisfactory, then the firm will have to replace the control cards

having manufacturing defect.

Page 103 of 147

2. Zonal Railways/PUs should provide polycarbonate glass of good quality, which should be

replaced during IOH schedule. CLW/RDSO are requested to advise approved vendors to use

polycarbonate glass for AFI gauges as well as LCD gauges on trial basis for new locos to

improve the reliability of the gauges.

3. Modification in air circuit of CCB as proposed by KBIL and working satisfactory in 9 locos

should be carried out on regular basis.

4. RDSO should review the performance of various make of pressure switches by collecting

failures data from Zonal Railways.


May be accepted.

Page 104 of 147

New Item

Item no. : 19

Subject : Reliability issues of High-reach Pantograph and action

plan for further proliferation.

Proposed by : Railway Board & SR

File no. : EL/2.2.1/High Reach


Problem:

CLW/CRJ has made centralized procurement of High reach pantograph type WBL 85HR out of

which, 10 nos. of high reach pantographs had been supplied to ELS/ED by M/s SCHUNK metal &

carbon India (P) Ltd./Bangalore. These 10 numbers of pantographs have been commissioned in

ELS/ED based locomotives from May 2015.

A. Failures:

Since the time of commissioning, many numbers of failures have been noticed in these

pantographs. The failure details are given below. Locomotive wise details are enclosed.

Year Ave. population Failures FRPCPY

2015-16 08 04 50%

2016-17 07 02 28.5%

2017-18 06 Nil 00

2018-19 (up to

June)

06 03 200%

B. Less life of carbon strip:

The life of carbon strip for conventional type pantographs in WAG-7 locomotive is 12 months,

whereas the life of carbon strip for high reach pantograph in WAG-7 locomotive is 10 months.

C. Cost of carbon strip:

• Cost of carbon strip for conventional type pantograph: Rs. 7000/- approx.

• Cost of carbon strip for high reach pantograph : Rs. 35,000/- approx.

D. Cost of pantograph:

Cost of conventional type pantograph : Rs. 73,000/- approx. (Low speed)

Page 105 of 147

Cost of conventional type pantograph : Rs. 1, 30, 000/ approx. (High speed)

Cost of high reach pantograph : Rs. 5,20,000/- approx.

It is seen that the capital expenditure for high reach pantograph is 7 times more compared with

conventional low speed pantograph and 4 times more compared with conventional high speed

pantograph.

E. Cost of must change items:

Cost of must change items during AOH of low speed pantograph is only 3648 whereas that of

high reach pantograph is 16,176. Also the cost of additional items during 2nd AOH is Rs. 57, 351. In

other words, in 2nd AOH Rs 73,527 has to be spent for must change items which approximately equal

to the cost of one low speed pantograph. (List of must change items is enclosed)

Also, In Schunk make WBL-85 HR type High reach pantographs, diagonal rods provided at

upper frame were getting broken near the eye hole as the diagonal tube wall thickness is very less. The

pressed design eye hole portion will further reduce the strength of the material. Even after increasing

wall thickness by the firm, the breakage continues.

Suggestion:

• Based on the very high capital cost and maintenance cost of high reach pantographs, re-thought

may be done regarding usage of these pantographs.

• It is suggested to modify the hollow diagonal rods into diagonal bars as in IR-03H type

pantographs of M/s Contransys make, in which they use 16 mm (width ) x 4 mm (thickness) MS

bars on upper frame for the same purpose.

1. Must change items cost for High reach Pantograph in AOH:

Description Qty/Assly. Rate Value

Air Bellow drive

Air hose for Air bellow drive 01 no. 1483 1483

Insulating Hose 01 no. 5901 5901

Pnuematic Control unit

Air pressure Hose d 10/8 0.4 mtr 590 236

Air pressure Hose d 6/4 0.6 mtr 122 74

Filter element 01 no. 519 519

O’ ring 01 no. 76 76

Pan head

Air pressure hose 6 mtr 821 4926

Parallel Guide Bar

Bellow 01 no. 2961 2961

Total : 16,176

2. Must change items cost in Low Speed Pantograph:

Description Qty/Assly Rate Value in Rs.

Rubber stopper 4 nos. 150 600

Overhauling kit for throttle valve 1 no. 75 75

Set of split pins 1 set 50 50

Metal bushes

Top mounting

Stem box spring

Stem box felt

Piston packing ring for servomotor

TOTAL

Cost of must change items during AOH of low speed pantograph is only 3648 whereas that of

high reach pantograph is 16,176.

3. Addl. Must change items in 2

Description Qty/Assly

Air Bellow drive

Air bellow 01 No.

Pnuematic Control unit

Air filter 01 No.

Pan head

Shunt 240 04 Nos.

Shunt 250 04 Nos.

Shunt 270 10 Nos.

Leaf spring on Rocker box 04 Nos.

Base frame

Support spring 04 Nos.

Total minimum cost during 2nd

AOH: 57,351 + 16,176 = Rs. 73,527

It can be seen that the total cost of must change items in second AOH is approximately the cost

of one low speed pantograph.

Diagonal bars in IR

Page 106 of 147

1 set 1021

1 set 1640

2 nos. 37

2 nos. 10

Piston packing ring for servomotor 1 no. 168

3151

Total min. Cost: 3648/-

ost of must change items during AOH of low speed pantograph is only 3648 whereas that of

high reach pantograph is 16,176.

Addl. Must change items in 2nd

AOH:

Qty/Assly Rate

01 No. 19418

01 No. 5907

04 Nos. 942

04 Nos. 613

10 Nos. 613

04 Nos. 3040

04 Nos. 1879

Total: 57,351

AOH: 57,351 + 16,176 = Rs. 73,527


Diagonal bars in IR-03H (16 mm (width ) x 4 mm (thickness) MS bars)

1021

1640

74

20

168

3648

ost of must change items during AOH of low speed pantograph is only 3648 whereas that of

Value

19418

5907

3768

2452

6130

12160

7516

l: 57,351


03H (16 mm (width ) x 4 mm (thickness) MS bars)

Diagonal bars in Schunk high reach PT(Thin tubes)

RDSO’s Note:

A. There are some issues related to reliability noticed during 1

Reach Pantograph which are summarized below:

1. Breakage of Diagonal Rod

2. Malfunctioning of ORD switch

3. Indication of ADD and ORD operation and ORD resetting,

facility

4. Leakage from Pressure regulator valve and other valves

5. Less margin for extension of

6. The contact pressure 7 kg at the height above 7.5 meter seems to be less as panto

bumping.

Action taken on the above issues are as follows:

1. Breakage of Diagonal Rod:

To address the breakage of Diagonal rod:

a) Firm changed their manufacturing process by removing the notch at bolt fixing point.

b) Changed the material from MS to SS.

c) Firm started replacement of MS diagonal rod with SS and also started cut

reach pantograph production from April’19.

Page 107 of 147

Diagonal bars in Schunk high reach PT(Thin tubes)

There are some issues related to reliability noticed during 1st phase of development of High

which are summarized below:

Breakage of Diagonal Rod

Malfunctioning of ORD switch

Indication of ADD and ORD operation and ORD resetting, ADD and ORD bypass

Leakage from Pressure regulator valve and other valves

Less margin for extension of pantograph above contact wire height.

The contact pressure 7 kg at the height above 7.5 meter seems to be less as panto

Action taken on the above issues are as follows:

Breakage of Diagonal Rod:

To address the breakage of Diagonal rod:

anged their manufacturing process by removing the notch at bolt fixing point.

Changed the material from MS to SS.

Firm started replacement of MS diagonal rod with SS and also started cut

reach pantograph production from April’19.

phase of development of High

ADD and ORD bypass


anged their manufacturing process by removing the notch at bolt fixing point.

Firm started replacement of MS diagonal rod with SS and also started cut-in in high

Page 108 of 147

2. Malfunctioning of ORD switch:

a) Zonal Railways reported problem of malfunctioning/ partial operation of ORD

switch.

b) Firm has provided a new design ORD switch in loco no. 28619 of ELS/BL/WR on

date 20.04.2019.

c) Based on its satisfactory performance all ORD switch will be replaced by firm.

3. Indication of ADD and ORD operation and ORD resetting, ADD and ORD bypass

facility:

A modification was done in ELS/BL/WR based loco No. 28614 for the proof of concept.

a) Control box with pneumatic valve plate provided in machine room near compressor.

b) Auto Dropping Device(ADD) bypass arrangement was provided on loco roof so as to

check the permanent bypassing of ADD system. ADD system should be bypassed

only in case of cracks in metalized carbon strips or ADD pipe leakage and pantograph

can work with this Metalized Carbon Strips by taking power block.

c) Over Reach Detection(ORD) resetting facility and ORD & ADD indication provided

on pneumatic valve plate in the machine room.

d) Provision of Control Box has been made in Machine room

e) Provision of ORD resetting has been made in machine room

4. Leakage from Pressure regulator valve and other valves :

a) Problem is discussed with firm.

b) Firm has visited the sheds and reported that there is ingress of rusted water in

pneumatic valves, which damage the rubber seal causing leakage.

c) Zonal Railways may ensure working of Air dryer to address the issue.

5. Fewer margins for extension of pantograph.

a) Margin of extension may be increased in loco having 4185mm ( WAG7) & 4165mm

(WAM4 and WAG5)height in panto locked condition.

b) A proposal has been made to take opinion from Railways for provision of 80mm

circular plate below the panto mounting insulator.

c) Working height and maximum extension has already been increased in the revised

specification.

80 mm

6. The contact pressure 7 kg at the height above 7.5 meter seems to be less as panto

bumping.

a) This issue will be addressed by increase in working height and maximum extension,

which has already been made the revised specification.

b) By provision of circular 80mm block below panto mounting insulator in locos having

less height.

B. To address the above issues:

a) Working height and ORD operation limit revised.

b) Control box location made i

c) Sintered bronze filter is specified.

C. Action Plan for further proliferation:

a) Three firms namely M/s Schunk, M/s. Faiveley and M/s Contransys has successfully

developed high reach pantograph as per speci

b) Specification has already been revised incorporating issues of failure and working

height.

c) Qualification clauses such as three year experience has been removed from the

specification and STR for ease of business.

d) After revision of s

River Engg., DRE, CRRC and ACCEL. Some more are in line.

Deliberations:

Reliability issues of High Reach Pantograph and action plan for further proliferation was

discussed in the group as detailed in RDSO’s note.

WR reported problem of less working height of High Reach pantograph in WAG

work in High Rise OHE. For increasing the max. working height of High Reach Pantograph, RDSO

has issued instruction to insert a 80 mm block

WAG-7 locos. This will not infringe the MMD height in locked down condition which is 4.265 m.

Page 109 of 147

80 mm plate may be inserted


This issue will be addressed by increase in working height and maximum extension,

which has already been made the revised specification.

provision of circular 80mm block below panto mounting insulator in locos having

To address the above issues: Specification revision has been done. Major changes are:

Working height and ORD operation limit revised.

Control box location made inside machine room for easy operation by Loco Pilot.

Sintered bronze filter is specified.

Action Plan for further proliferation:

Three firms namely M/s Schunk, M/s. Faiveley and M/s Contransys has successfully

developed high reach pantograph as per specification revision ‘2’

Specification has already been revised incorporating issues of failure and working

Qualification clauses such as three year experience has been removed from the

specification and STR for ease of business.

After revision of specification four more firms have applied for registration namely

River Engg., DRE, CRRC and ACCEL. Some more are in line.


as detailed in RDSO’s note.

WR reported problem of less working height of High Reach pantograph in WAG


has issued instruction to insert a 80 mm block below Panto mounting insulator in WAG

7 locos. This will not infringe the MMD height in locked down condition which is 4.265 m.


This issue will be addressed by increase in working height and maximum extension,

provision of circular 80mm block below panto mounting insulator in locos having

Specification revision has been done. Major changes are:

nside machine room for easy operation by Loco Pilot.

Three firms namely M/s Schunk, M/s. Faiveley and M/s Contransys has successfully

fication revision ‘2’

Specification has already been revised incorporating issues of failure and working

Qualification clauses such as three year experience has been removed from the

pecification four more firms have applied for registration namely


WR reported problem of less working height of High Reach pantograph in WAG-7 locos to


below Panto mounting insulator in WAG-5 and

7 locos. This will not infringe the MMD height in locked down condition which is 4.265 m.

Page 110 of 147

This will resolve the working height issue. However, RDSO has revised specification where max.

working height has been increased from 3.4m in Rev ‘2’ to 3.6 m in Rev ‘3’.

Development of High Reach Pantograph as per Rev ‘3’ may take from 6-9 months.

Therefore, RDSO has issued an amendment in their vendor directory that mentions that ZRs/PUs

may continue with procurement of Rev ‘2’ High reach pantograph.

ELS/GMO/ECR reported problem of chipping off of carbon strip of one unit High reach

pantograph supplied by M/s FTRTIL, though there was no abnormality in mechanism of

pantograph.. NR reported that one High reach pantograph of M/s FTRTIL is installed in ELS/LDH

based loco which is working normal since July. ECR and NR are requested to send performance

report.

Distribution of High reach pantographs by CLW to ZRs was discussed. It was suggested that

more pantographs may be supplied to ELS/GZB, LDH, BRC, BL and TKD to take care movement

of trains in High rise OHE coming in WR, NWR and NR region. ZRs can use the released

conventional pantographs as spares and their procurement may be stooped.

SER raised the issue related to Maintenance of High reach pantograph. Maintenance

schedules and TOH/IOH/POH kits for high reach pantograph WBL 85HR are to be finalized by

RDSO based on the experience of railways. Though, it is believed that this pantograph will have less

maintenance as compare to conventional pantograph.

Metallized carbon strip of High reach pantograph is having ADD feature where in a copper

tube is inserted inside the strips. Due to this feature, the carbon strips need to be replaced earlier as

compare to carbon strip of conventional locos. However there is need to develop more sources for

carbon strip with ADD feature. Also, DMW/Patiala has to try to develop the same in their Carbon

shop where carbon brushes for Traction motors are made.

Recommendations:

(i) For increasing the working height of high reach pantograph in conventional locos having

less height, RDSO letter EL/2.2.1/High Reach dated 11.10.2019 is to be followed where

in 80 mm block is inserted below the mounting insulator to raise the lock down height.

(ii) Maintenance schedules for high reach pantograph are to be finalized by RDSO based on

the experience of Zonal Railways.

(iii) As lot of spare pantograph may be released after installation of high reach pantographs.

Instructions already exist vide Railway Board letter no. 2005/Elect(TRS)440/10 Pt dated

04.09.2015.Therefore, procurement of conventional loco pantograph may be regulated

suitably by Zonal Railways

(iv) DMW/Patiala should try to develop metalized carbon strip with ADD feature in their

Carbon shop.


May be accepted.

Page 111 of 147

New Item

Item no. : 20

Subject : Adhesion improvement of WAP-5 & WAP-7 locomotive

to avoid wheel slip.


File no. : EL/11.5.5/4


RDSO Note:

The three phase locomotive is having slip-slide control with software. Various propulsion

manufacturers have already been intimated about improvement in adhesion. CLW and RDSO are

already processing the same.

Matter was also discussed during 63rd

ESC wherein on the request of PCEE/ECoR, it was

decided to go in for Doppler radar system for slip-slide control in 05 Locomotives on trial basis. For

this CLW was advised to process for developmental order.

Deliberations:

This point was also raised during last ESC meeting as a out of agenda item that in rainy

season when track is in wet condition than WAP5 & WAP7 locos are experiencing excessive wheel

slip resulting in stalling of passenger trains. Problem comes in graded section & also when track is in

wet condition. The question is how to improve the adhesion. Now TCN compliant VCUs of different

make are being used in loco. We should interact with OEMs to fine tune the software for slip –slide

control. Another idea mooted in last ESC recently by ZRs that why not use Doppler radar for slip

slide control which is working is diesel locomotives. The tractive-effort requirement in diesel locos

is less as compared to electric locos & their adhesive weight is more. So they are not experiencing

much problem of slipping. It is due to better slip slide control or else is not known. Doppler radar

system measures ground speed & wheel speed and compares for deciding the tractive-effort strategy.

CLW has provided Doppler radar system in locomotives.RSP for 150nos.was sanctioned in past and

accordingly Doppler radar system for slip slide control were provided in ELS/LGD- 27 nos.,

ELS/AQ- 35 nos., ELS/BIA- 35 nos., ELS/TATA- 10 nos. and ELS/GMO- 35 nos. based

locomotives. In GTO based drive system, adhesion was less due to bogie control feature. Now, due

to axle control, adhesion has already improved. There is new issue of wheel slip in IGBT locos. ZRs

should furnish the details of slip-slide cases with type of loco & make of propulsion system in the

period July’19 to Sep’19. On the basis of details received from Railways, RDSO should discuss the

same with OEMs of propulsion system. Railways should report the failures on RDSO’s on line

failure portal.

Page 112 of 147

Recommendations:

1. There is a problem of adhesion particularly in coaching locos. IGBT converters with

individual axle control, the TCN based VCU suppliers may be adopting different strategies

for slip-slide control. ZRs should furnish the wheel slip cases indicating the make of

propulsion system.

2. RDSO will convene a meeting with CLW, ZRs and OEMs for discussion on strategy for

improving the slip-slide control in locos having IGBT converters and chalk out the action

plan for software or any other modification as per the need.


May be accepted.

Page 113 of 147

New Item

Item no. : 21

Subject : Problem in Bogie clearance in WAG-9 locomotives.

Proposed by : CR

File no. : EL/3.1.35/2 (Bogie)


The problem in Bogie clearances of 3-Phase Locomotives were disused in 36th MSG

meeting item No. 12 and accordingly vide TC-082 (Rev.01) the issue was addressed.

But still the vertical clearance between axle box and bogie frame is not matching with the

specified value mentioned in TC-082 (Rev.01).

As per TC-082 (Rev.01), the vertical clearance between axle box & bogie frame is as under:

Design Limit 30 to 35 mm

Service Limit 27 to 35 mm

But the measured valve found varying from 28 to 48 mm and the measured value recorded in

the inspection certificate of CLW varies from 35 to 48 mm. Although, locos are working satisfactory

on line, during joint investigation of loco after derailment, P. way and others department may make

loco responsible for the incidence since the vertical clearance between axle box and bogie frame are

not matching with value prescribed by RDSO.

The observed reading of CLW, measurement during commissioning in shed & last schedule

is enclosed as Annexure-A.

Page 114 of 147

Annexure-A

WAG-9 Loco Primary Vertical Clearance (as per TC 0082 Design Limit - 30 to 35 mm and

Service Limit 27 to 35 mm)

SN

Loco

No. Measurement Date L1

R

1

L

2

R

2

L

3

R

3

L

4

R

4

L

5

R

5

L

6 R6

1 31365 By CLW 41 41 42 42 41 42 41 43 42 42 46 41

2 31365 In IC/0 10/3/13 40 48 40 39 36 44 48 42 36 48 44 48

3 31365 In Last SCH 1/14/18 40 41 36 38 43 42 38 42 34 42 40 42

4 31382 By CLW 42 37 41 41 41 43 39 39 38 37 41 42

5 31382 In IC/0 5/3/13 41 43 35 36 50 43 35 37 35 32 42 38

6 31382 In Last SCH 5/14/18 38 44 32 32 42 40 32 39 32 30 38 38

7 31384 By CLW 41 41 42 40 42 42 40 42 41 42 42 43

8 31384 In IC/0 5/30/13 38 40 36 41 35 42 42 38 41 42 39 45

9 31384 In Last SCH 4/29/18 37 35 37 36 36 37 39 38 37 37 40 37

10 31583 By CLW 45 42 34 36 44 48 45 48 39 35 48 42

11 31583 In IC/0 7/6/15 45 46 40 44 47 42 43 43 41 42 41 45

12 31583 In Last SCH 5/16/18 45 46 41 40 42 45 48 43 32 39 37 45

13 31584 By CLW 45 45 43 40 42 44 44 40 43 42 41 42

14 31584 In IC/0 8/10/15 46 47 42 45 46 44 43 45 42 43 46 43

15 31584 In Last SCH 3/18/18 40 41 34 36 34 40 34 35 31 32 42 34

16 31586 By CLW 45 42 41 40 40 45 40 41 39 40 42 43

17 31586 In IC/0 9/26/15 44 44 40 40 42 44 41 41 38 41 43 43

18 31586 In Last SCH 4/3/18 45 39 40 37 36 45 38 37 33 35 42 42

19 31612 By CLW 47 48 43 43 44 45 39 39 38 37 37 39

20 31612 In IC/0 6/23/15 44 42 42 42 42 43 43 41 42 40 43 42

21 31612 In Last SCH 4/28/18 40 40 35 39 41 40 42 40 36 35 40 38

22 31643 By CLW 45 40 30 28 38 40 35 42 30 30 42 36

23 31643 In IC/0 12/21/15 40 37 37 29 39 36 37 36 34 35 41 35

24 31643 In Last SCH 12/9/17 36 31 40 40 32 33 32 34 32 32 32 35

25 31648 By CLW 40 39 25 34 34 36 36 40 36 31 40 37

26 31648 In IC/0 12/30/15 50 28 32 38 28 45 40 34 36 37 36 39

27 31648 In Last SCH 3/24/18 37 35 30 36 35 35 32 37 35 32 35 35

28 31650 By CLW 46 40 38 30 36 41 42 39 37 37 38 36

29 31650 In IC/0 12/24/15 37 39 34 35 36 36 35 40 37 35 36 35

30 31650 In Last SCH 4/12/18 38 40 35 35 40 39 36 40 35 40 36 38

31 31678 By CLW 46 43 45 39 44 46 38 38 35 38 45 45

32 31678 In IC/0 2/27/16 38 39 34 33 35 39 40 35 32 30 38 40

33 31678 In Last SCH 3/22/18 37 36 37 37 38 36 37 38 36 33 37 36

34 31752 By CLW 39 36 40 34 36 38 36 36 33 35 36 41

35 31752 In IC/0 5/4/16 38 41 37 36 38 36 38 35 36 36 38 39

36 31752 In Last SCH 3/24/18 41 30 32 29 29 40 40 29 34 33 31 40

Page 115 of 147

RDSO’s Note:

This issue was discussed at the 36th

MSG meeting, wherein CLW and RDSO were asked to

study the problem. Based on the MSG recommendation, CLW and RDSO has jointly studied the

problem of abnormal clearance including audit of the manufacturing process at CLW, clearance

specified in ABB drawing no. IB011-00192 and in maintenance and repair manual (Vol. D1) of

WAG9. Also, clarification sought from OEM of the locomotives including study of clearances on

more than 100 locomotives were analyzed.

Based upon the study and analysis and clarification given by the OEM design/service limit of

the bogie clearance has been recommended in RDSO Technical circular no. ELRS/TC/0082 (Rev-1).

The same should be followed.

Deliberations:

RDSO stated that the vertical clearances was reduced in past to address the problem reported

by ELS/AQ. It was done when ELS/AQ was using indigenous spring & was getting compressed

completely and was not even able to maintain the minimum clearance. After reduction in vertical

clearance, ELS/AQ again reported that they are getting vertical clearance more than the stipulated

values advised by RDSO. so again , it was changed to present value. The issue was jointly

investigated by RDSO & CLW in consultation with OEMs. OEMs stated that clearances can’t be

reduced instead the bogie & shell assembly be checked which may be causing the problem. RDSO

stated that locomotives are being manufactured for last 25 years and why this problem has arisen

now. As per OEMs recommendations, the present values of clearances have been stipulated.

Railways were of different opinion regarding type of locos in which this problem is coming i.e. SCR

said that this problem is coming in coaching locos only where as ELS/AQ said that this is coming in

WAG9/9H also. Since problem is coming in both types of loco, weight is not a factor for problem.

RDSO should study the problem jointly with PUs & identify the area i.e. bogie/spring leading to

excess vertical clearance.SER stated that in past when spring height was less, liners were used to

maintain the height of spring. Later on, spring quality was improved but liners were not removed

from drawing and CLW continued the provision of liners. After study by RDSO & CLW, the liners

were removed & problem was addressed to some extent. Still one liner of 3mm is provided. Height

of spring with 3 mm liner is more than 45mm.CLW should ensure the measurement of clearances on

level track. Axle load measurement facility should be created by Pus. Instead of reducing the

clearances, RDSO jointly with CLW & DLW should study the problem and take action.

Zonal Railways were requested to send the details of clearances position wise. Moreover

stiffness of spring and its free height should also be checked in cases, where clearances were found

more. Provision of extra sim should not be made.

Recommendations:

1. CLW in association with RDSO and DLW will study the whole assembly process of

bogie and measurement of clearances to find out the solution to maintain in the

clearances. Thereafter, action will be taken whether limit is to be revised.

2. Zonal Railways/CLW should send the details of cases of excess clearance position

wise/loco wise along with the details of spring property in the bogies, in where excess

clearance were found.

Page 116 of 147

3. Facility to be created by Production units for measurement of axle load on priority.


May be accepted.

Page 117 of 147

New Item

Item no. : 22

Subject : Review of maintenance kit of GR/SMGR

Proposed by : SR



Problem:

1. Vide Technical Circular no. RDSO/2010/EL/TC/0102, Rev’01’ dated 16.09.16; RDSO has

revised the items required for carrying out the AOH schedule of N-32 for changer.

2. The value of the kits before and after revision is as follows:

Description PL number Before revision After revision

Sub kit AOH 1 Common

items consisting of 15

items

25568589 Rs.10160 Rs.56079

Sub kit IOH 2B for River

consisting 07 items

25568416 Rs.7460 Rs.30385

Sub kit IOH 1 Common

items consisting of 30

items

25568796 Rs.27638 Rs.2,09,166

3. While going through the details of the kit, the following observations have been made.

a) Some items, such as silica gel, PRV O/H kit etc. have alternate approved sources. By making

these items as part of the kit, the chances of these items getting supplied by others is eliminated

and hence Railway misses the chances of getting competitive offers.

b) There are RGR of different makes like Lachman & Resitech which are maintenance free and do

not need any replacement kit as the case of BTIL and AAL make RGR.

c) Apart from Siemag make PRV, there are Shavonorgren make PRV put into use.

d) There are items such as locking bolt complete, contact bolt, contact nut, compression spring etc

for which the performance/condition can be seen during minor schedules and hence warrant

only condition basis changing.

e) Items that do not even wear & tear and also have no history of failures, such as contact roller

housing, insulated tube, roller guide etc, are also included. This may be further reviewed to

reduce the cost.

Suggestion:

The tap changer AOH/IOH shall be revised, considering the above facts.

Page 118 of 147

RDSO’s Note:

Railway Board vide letter no. 2002/Elect.(TRS)/441/4 Pt. I dated 04.07.2016 has nominated a

committee comprising ED/EM, RDSO (Convener), CWM/WR/Dahod and CELE/CR to look into all

the aspects of reliability pertaining to tap changer & SMGR for Conventional Electric Locomotives.

Accordingly, QA Directorate of RDSO issued the SMGR kit requirement in form of Technical Circular

no. RDSO/2010/EL/TC/0102 Rev.1 dated 16.9.2016. Railways should adhere to the said TC in

maintaining the SMGR.

As per Para 3.1 & 3.3 of TC, Zonal Railways may replace the items as per their need and may

also include other items as per their experience and need.

Since, the production of conventional locos have stopped. GR/SMGR are being maintained by

Zonal Railways for a long time. As per their experience, ZRs may add/delete the items as already

provided in TC.

Deliberations:

RDSO should get the feedback from Railways and kit shall be reviewed in light of provisions in

the kit issued prior to 2016.SCR had formed a committee of DEEs to review the kit and have suggested

what has to be kept in the kit. Other Railways shall also form a committee as done by SCR and shall

review the kit. RDSO stated that Railways may add/delete items as per their need & experience.SER

said that firms are not quoting for kit. Zonal Railways shall review the kit within one month and furnish

the details to RDSO who in turn will revise the kit accordingly. If RDSO does not receive the details

from any of the Railways, then RDSO will revise the kit based upon suggestions from SCR & SR.

Recommendations:

Zonal Railways will review the kit within a week time or 10 days and will give feedback to

RDSO that what are the items they want in various kits of GR/SMGR. RDSO will review it and will

hold a one to one meeting also with Railways and will revise the kit accordingly.


May be accepted.

Page 119 of 147

New Item

Item no. : 23

Subject : Modification in Traction Motor bellow plate of WAP7

loco.

Proposed by : WR

File no. : El/3.2.172


Brief:

ELS/BRCY has a holding of 28 nos. WAP 7 locos. There had been cases on line where in the

bellow plate on the traction motor was completely uprooted from TM, this would result in less

cooling of the traction motor. There had been 10 cases of this failure online and in shed.

Problem Faced:

In WAP7 locos, the T.M. Bellow Plate used to be fixed on T.M. with 8 bolts of size 10 x 20

mm (SS Bolts) Grade A2-70. But issues of loosening of these bolts were frequently arising in these

WAP7 locos.

The possible reasons for arising of the issues are as follows:

1. This loosening of bolts was mainly because of the fact that the threads of these bolts were not

adequate enough to hold on to the bellow plates.

2. Also another reason of this loosening could be the fact that the TM bellow plate is not

welded to the magnet frame unlike in WAP5 locos. Due to this reason the threads of the bolts

and the mechanical bonding between the TM magnet frame and Bellow plate is disrupted by

the vibrations the loco endures.

Action Plan of BRC shed:

To eliminate occurrence of these issues the following modifications have been implemented by

ELS BRC shed:

1. The dimensions of the bolts i.e. the length of the bolt was changed. Initially the bolts of size

10X20 mm were being used by CLW. But now ELS BRC shed is using the bolts of size 10X30

mm so that the length of thread is considerable enough to hold on to the TM bellow plate.

Old Bolt removed

10 x 20 mm (SS Bolts) Grade

A2-

2. The TM bellow plate is now being welded to TM magnet frame by ELS BRC shed in order to

enhance the mechanical strength and endurance capacity of the bello

magnet frame.

WAP7 NDE E/Shield without Bellow plate

Page 120 of 147

Pictures of Bolts

Bolt removed Provided Bolt

10 x 20 mm (SS Bolts) Grade

-70

10 x 30 mm (SS Bolts)

Grade A2-70

The TM bellow plate is now being welded to TM magnet frame by ELS BRC shed in order to

enhance the mechanical strength and endurance capacity of the bellow plate’s bonding with the

WAP7 NDE E/Shield without Bellow plate WAP7 E/Shield with Bellow plate

The TM bellow plate is now being welded to TM magnet frame by ELS BRC shed in order to

w plate’s bonding with the

WAP7 E/Shield with Bellow plate

Page 121 of 147

NDE E/shield in WAP5

Material required:

1) 10* 30mm CSK head bolts.

Expectation from CLW:

1) Increase the bolt size from 10*20 mm to 10*30mm bolt.

2) The plate to be completely welded on the traction motor so that any possibility of plate

uprooting would be eradicated.

3) The NDE E/S design of bellow fitment area of WAP 7 to be done same as that of WAP 5

traction motor.

CLW / RDSO may examine the above modification and issue necessary guideline.

RDSO’s Note:

1. RDSO had already issued Modification sheet no. RDSO/2018/EL/MS/0472 (rev ‘0’) dated

20.08.2018 for increasing the size of Hex socket CSK head screw from existing M10X20

mm to M10X25 mm (as per DIN 7991/ISO 10642 grade 304).

2. Provision of 30 mm bolt is not feasible, as thickness of bellow plate (Spacer Plate) is 13 +1/-

0 mm as per drawing no. 1209-01.418-026 Alt ‘1’, and depth of threaded portion in end

shield is only 13 mm as per drawing no. 0TWD.096.003 Alt.9.

Page 122 of 147

3. To improve reliability of Leather Bellow, RDSO vide Modification Sheet no. RDSO/2019/

EL /MS/0476 (Rev ‘0’) dated 22.01.2019 had advised following:

(i) Remove the 22 mm step in drawing no. 1209-01.418-025 Alt ‘1’ for modified bellow

top plate for Leather Bellow. (Modified bellow plate for body side).

(ii) Remove the 17 mm step in drawing no. 1209-01.418-027 Alt ‘1’ for modified bellow

bottom plate for Leather Bellow. (Modified bellow plate for TM side).

(iii) Increase the thickness of modified bellow top & bottom plates from existing 3 mm to

4 mm in drawing numbers 1209-01.418-025 Alt ‘1’ & 1209-01.418-027 Alt ‘1’.

(iv) Inner and outer edges of Modified bellow Top & Bottom plates to be made half round

with 2.0 mm radius.

4. As per Modification Sheet No. RDSO/2019/EL/MS/0476 dated 22.01.2019, Modified Plate-

Flange-Traction motor Inlet for Leather Bellow (Spacer Plates) can be welded on the end

shields.

5. RDSO vide letter no. EL/3.2.85 dated 15.11.2017 had advised CLW to explore possibility of

making inlet plate as integral part of NDE End frame similar to Hitachi & 6FXA-7059 TM.

However, CLW vide letter no. CLW/TM/18059/Part dated 18.082018 informed that it is not

feasible.

6. Zonal Railways are requested to give feedback of reliability of TM bellow and Bellow Plates

after implementation of Modification Sheet No. RDSO/2019/EL/MS/0472 dated 20.08.2018

and Modification Sheet No. RDSO/2019/EL/MS/0476 dated 22.01.2019.

Deliberations:

1. Modification Sheets already issued by RDSO to be implemented by Zonal Railways and

performance of TM bellows and bellow plates to monitored.

2. South Central Railway informed that the reason for breakage of bolts is bellow plate is

partially resting on stator instead of completely resting on end shield, which is due to little

increase in height of stator or reduced height of end shield. As per drawing both are having

700 mm height. ELS/LGD is carrying out grinding of stator to enable bellow plate to

completely rest on end shield.

3. South Central Railway was requested to circulate the details of grinding procedure being

followed to all Zonal Railways, Production Units & RDSO for information and

examination. Other Zonal Railways may examine and adopt the additional practice being

followed by ELS/LGD.

Recommendations:

Modification Sheet No. RDSO/2019/EL/MS/0472 dated 20.08.2018 and Modification Sheet

no. RDSO/2019/EL/MS/0476 dated 22.01.2019 to be followed by Zonal Railways.


May be accepted.

Page 123 of 147

New Item

Item no. : 24

Subject : Reliability issues of TCN based CADAC VCU &

Development of test jig for testing of CDAC design TCN

based VCU in 3-phase locos.



RDSO’s Note:

RDSO has already issued following documents for testing of electronics and other associated

equipments:

SN Detail of items Reference RDSO Document

1 Testing of “Weigand” speed sensor fitted with traction

Motor in WAG-9,WAG9H,WAP7 and WAP5

Special Maintenance

Instruction SMI- 252

2 Instruction for development of testing set up for SAP

cards and sensors (speed sensor, pressure sensor,

temperature sensor and) in three phase electric

locomotives

Special Maintenance


3 Testing of Wandler module Special Maintenance


4 Instruction for formation of Interconnected Loco Bus

Station Network

Technical Circular no. TC-134

The above instructions are applicable for traction converter and related equipment. Zonal

Railways should develop above facilities so that proper maintenance of electronics components and

sensors may be done.

Deliberations:

Zonal railways reported many failures of electronic cards of ABB and CGL with C-DAC

technology. Make wise failure details required from zonal railways for better failure analysis.

There are number of problems to be resolved by C-DAC for VCU. Representatives from M/s

C-DAC during the meeting held at RDSO on 28.9.2019, informed about the action taken by them to

resolve the pending issues. M/s CGL and M/s ABB has taken TOT for manufacturing VCU from C-

DAC. In this process, M/s ABB and M/s CGL have developed the facility for making electronic

cards. Most of the problems of C-DAC VCU are being experienced due to poor quality of electronic

Page 124 of 147

cards. It is also noted that the original VCU cards supplied by M/s C-DAC gave much better

performance when it was fitted in ELS/TKD locos initially. Therefore, there is a need for quality

audit of electronic cards being supplied for VCU by M/s ABB & M/s CGL.

Zonal Railways pointed out for having reasonable number of laptops to be supplied along

with supply of Traction Converters/Auxiliary Converters. A yardstick of one laptop on a supply of

25 converters was considered.

Test Zig for testing of C-DAC design TCN based VCU developed by TKD shed was

discussed. Zonal Railways requested to include test zig developed by propulsion manufactures for

different make VCU in their purchase order.

Recommendations:

1. Quality audit of electronic cards based on C-DAC technology of ABB and CGL make to be

carried out by CLW/RDSO and SCR in their manufacturing premises.

2. Test Zig of various types to be procured by CLW from manufactures during procurement of

propulsion system and to be distributed to Zonal Railways.


May be accepted.

Page 125 of 147

New Item

Item no. : 25

Subject : Conversion of GTO based propulsion system to IGBT

based propulsion system for WAG-9 in MTR.

Proposed by : SCR

File no. : EL/3.1.35/17


Railways took a policy decision that with effect from January 2016, only 3-Phase Electric

Locomotives should be manufactured by the Production Units. With the advent of IGBTs, which

have superior operating performance, better reliability, maintainability and efficiency vis-a-vis

GTOs, need was felt for considering retro-fitment of IGBT based traction converters and auxiliary

converters on locos equipped with GTO based traction converters and auxiliary converters, at the

end of the codal life of the GTO based products. Dwindling OEM support for the GTO based

technology was another factor which is making this switchover to IGBT inevitable. With this

mandate, a committee was constituted by Railway Board vide letter No. 2009/Elect(TRS)/720/1 Pt

2 dated 02.09.14 for submitting a report on “Mid-Term rehabilitation of 3-Phase Electric

Locomotives”. Based on the recommendations of this committee, Railway Board vide letter No.

2009/Elect(TRS)/720/1 Pt. 2 dt. 18.11.2015, approved for Up-gradation of GTO based 3-Phase locos

to IGBT based converters, after completion of 18 years codal life of converter by Electric loco

workshops and sheds.

RDSO vide letter no. EL/3.6.1/1 dated 19.10.16, specified the periodicity of POH schedule

for WAP-5/WAP-7 as 9 Years± 6 months and for WAG-9/9H as 12 Years± 6 months. This means

that the Up-gradation work would be done during 2nd POH schedule for WAP-5/WAP-7

locomotives (18 years) & during 2nd IOH schedule after 1st POH for WAG-9/9H type Locomotives

as recommended and approved by Railway Board.

Carrying out this major work of Up-gradation of GTO based WAG-9 locos to IGBT based locos by

locosheds in 2nd

IOH schedule after 1st POH would have following implications:

a) Responsibility of Procurement, Provision and Commissioning of IGBT based propulsion

system during Mid-Term rehabilitation for up-gradation of GTO based WAG 9 locos,

solely lies with maintenance sheds, since there is no nominated POH shop for carrying out

this work in 3-Phase locomotives. For Conventional electric locomotives Mid-Term

Rehabilitation is done by DHD workshops after 18 years.

b) The funds required for procurement of above equipment cannot be allocated from existing

funds and the same requires to be procured either under Revenue Head or DRF head or

RSP which further delays the process.

c) The time involved and the manpower and material resources required for carrying out this

work would undoubtedly have an adverse impact on shed outage.

Page 126 of 147

Presently, sheds are not fully equipped to carry out up-gradation along with IOH. To

overcome the difficulties mentioned above MTR should be done by workshops along with POH of

the loco. However, in present format of major schedules of G9 locomotives, POH does not coincide

with MTR at 18 years. Further carrying out of MTR, after 6 years of POH schedule would be waste

of resources.

Hence following changes are proposed in the format of major schedule of WAG9 locomotives.

Existing Scheme Proposed Scheme

Type of

Schedule

Proposed

Periodicity

Agency Type of

Schedule

Proposed

Periodicity

Agency

Commissio

ning

- Shed Commissio

ning

- Shed

IOH-1 6 years Shed IOH-1 6 years Shed

POH 12 years Workshop IOH-2 12 years Workshop

IOH-2 18 years Shed POH+MTR 18 years Workshop

POH-2 24 years Workshop IOH-3 24 years Shed

IOH-3 30 years Shed IOH-4 30 years Workshop

The proposed format will allow to club POH+MTR. It would also facilitate to replace

following equipment which have codal life of 18 years during MTR.

1. MICAS VCU by TCN VCU.

2. Replacement of Active speed sensors with IGBT speed sensors and its cable

configuration.

3. Replacement of Sensor plate.

4. Replacement of Traction converter oil pump with coolant pump.

5. Replacement of TFP to Traction converter connection (Applicable for Medha & ABB

make propulsion system only).

6. Traction converter to traction motor connection cables.

7. Radiator cleaning since coolant medium changed from Oil to Ethylene.

8. Due to reduction of weight of converters, replacement of existing ballast by using extra

ballast weight.

9. Harmonic filter capacitor.

10. Cyclonic filters.

11. Complete axle box with bearings.

12. Provision of conventional type Brake rigging to eliminate TBU/ PBU brake system.

13. Conversion of WAG-9 to WAG-9H.

IOH-2 & IOH-4 are proposed to be carried out at workshops as it involves following

additional activities over normal IOH schedule at sheds.

1. Axle box bearing inner racer changing.

2. Battery box changing.

3. Rehabilitation of E70 tri-plate pneumatic panel including Brake electronics cards. (OEM

recommendation 9 years).

4. Rehabilitation of all PCB cards.

5. MSU overhauling

6. Changing of TFP gaskets

7. Changing of all OCB/TMB duct gaskets

Page 127 of 147

8. Replacement of fiber body above CBC

RDSO’s Note:

Railway Board vide letter no. 2009/Elect(TRS)/720/1 Pt.2 dated 18-11-2015, decided to

change the locomotives fitted with GTO based propulsion system into IGBT based propulsion

system during Mid-term rehabilitation. In this concern Modification Sheet no.

RDSO/2018/EL/MS/0473 had been issued by RDSO vide letter no. EL 3.1.35/17 dated 17-09-2018.

Deliberations:

ELS/AQ has already carried out conversion work successfully in the shed. Other Zonal

Railways have expressed that they have also done it. Various Zonal Railways are doing conversion

of GTO based propulsion system to IGBT based system in IOH-2.SCR wanted to carry out MTR in

18 years by replacing auxiliary machines.

There should not be any POH for WAG-9 locomotive. It was pointed out that there are no

such guidelines for MTR. Since cable with e-beam and stainless steel piping are already provided in

3-phase locomotives, there is no need for rehabilitation. There was some justification for MTR of

conventional locos since replacement of steel pipe and cable was required along with other work like

Arno to SIV conversion. No such work is needed for 3-phase loco.

Zonal Railways expressed that conversion work can be done in shed only as per the need.

There is no need for MTR of 3-phase loco. All must change items should be replaced in POH.

Recommendations:

1. No change is required in existing major maintenance schedule of WAG- 9/9H/HC locos.

2. Zonal Railways should follow Modification Sheet no. RDSO/2018/EL/MS/0473 issued by

RDSO for conversion of GTO to IGBT converters.


May be accepted.

Page 128 of 147

Other important issues:

1. Back up brake (PTDC) is available in CCB and M/s FTRTIL has also developed similar type of

back up brake system. However, due to SR interlock, speed upto 10 kmph can only be achieved

during failure of brake system with back up brake. It was decided in the group that speed

restriction should be increased to 25 kmph for which CLW has to carry out necessary software

modification in VCU in consultation with OEMs.


May be accepted.

2. Zonal Railways reported problem in maintenance of terminal box in CCB because of its location.

Very less space is available for staff to work between CCB panel and TM duct. This terminal

box may be shifted to top side. RDSO has to discuss with firm to sort out the issue.


May be accepted.

3. CEE(Loco)/DLW made a presentation on energy saving scheme in 3-phase electric locomotives

wherein it was explained that how the energy can be saved by switching off the TMB 1&2 and

OCB 1 & 2 while loco is in idle mode. This is already been done in conventional electric

locomotives. As per the logic of scheme, whenever the throttle is on zero and speed of loco is

also zero and transformer & converter oil is less than 600C than the software will switch off the

said auxiliaries after 2 minutes (configurable) and in-turn huge amount of energy can be saved.

The said is being tested in SER. After feedback, necessary modification may be made in loco

software by CLW.


May be accepted.

4. Development of source for conventional brake items.

Recommendations of MSG:

As CLW is vendor controlling authority. CLW should develop the adequate sources for

conventional brake items.


Conventional locos are going to be in service upto 30 years. Adequate sources may be developed

for conventional brake items by CLW.

5. AAL connectors failures.

(i) To conduct Quality Audit of connectors jointly by CLW & RDSO.

(ii) During the process, its specification should also be reviewed for necessary inclusion of

additional tests/inspection for improving the reliability.

(iii) CLW, being the vendor controlling authority was also requested to develop more/additional

sources.


May be accepted.

6. OCU blower failures.

The quality audit of sheds/firms shall be undertaken by RDSO/CLW along with detailed failure

analysis and workmanship issues with the firm.


May be accepted.

Page 129 of 147

7. Performance of Scheme 1 & scheme 2 for rotors of 3-phase traction motors.

Reliability level of both the schemes is more or less at same level and satisfactory. the sheds

were advised to ensure the compliance of modification sheet no. RDSO/2015/EL/MS/0438,

(Rev. 0) for scheme 2 rotors.


May be accepted.

Page 130 of 147

Part-II

Review of Implementation of decisions of last (38th) MSG

Page 131 of 147

Discussion on Status/Compliance on Decision on items of 38th

MSG (Elect Loco) Meeting held

at Secunderabad, South Central Railway on 28th

& 29th

July’ 2017

Item

no.

Subject Recommendation of MSG Board’s

decision on

recommendati

on of MSG

Status/Action taken by RDSO

1 High arising of Axle

Box in WAG-7 class of

locomotives.

i During the discussion it was

decided to maintain the

existing level of Ferrous

content in grease in

convention locomotives to

0.25 gm.

ii Whereas for 3 phase

locomotives ELS/GZB will

give feedback after analyzing

more field data as ELS/GZB

is allowing the Ferrous

content upto 0.75 gm in 100

gm grease sample. After

receiving report from GZB,

suitable decision regarding

revision of metal content limit

for 3-phase locomotives shall

be taken.

Accepted WR:

I. ELS/BL-

The make wise details of metal

contents in WAG7are as under:

Make wise analysis:

Make Pop

2015

-16

16

-

17

17

-

18

18-19

Up to

Jun

NBC 671 0 0 2 0

FAG 133 0 0 0 1

SKF 12 0 0 0 0

The metal content limit found in axle

box as per SMI-216 is 0.25 gm for

WAG-7.

Loco

no.

Date of

comm. Pos. of

axle box Date

Metal

conten

t

28615 20/09/13 Middle 22/1

1/17 0.4gm

24700 14/04//14 End 070/

318 0.3gm

28650 01/03/14 End 02/0

4/18

0.25g

m

3 nos. of cases of loco lifting on the

account of metal content in axle box.

SMI-216 is strictly followed to reduce

the failure cases in Axle boxes.

CR:

Sheds are following the ferrous

content limit of 0.25 gm in grease

sample of axle boxes of conventional

and 3 phase locos.

SCR:

RDSO has not specified the limits of

metal content in the grease sample of

Axle box of 3 phase locos in SMI-246

Rev ‘2’ issued on 15.01.18,after

conducting meeting at ELS/GZB.

However, SCR is allowing metal

content up to 0.25gm/100gms for

conventional and 3 phase locomotives

as per RDSO SMI: 216.

SR: Noted and being followed. Max.

limit of 0.15 gm in 100 gm for WAP7

locos of SR is being followed.

2 Revision in brake power

testing criteria.

It was decided not to revise

brake power testing criteria.

Accepted WR:

The old brake power testing procedure

Page 132 of 147

is being followed.

CR:

The brake power of locos with

composite brake block is poor as

highlighted by Southern Railway to

maintain brake power, ELS KYN is

using only cast iron brake block as its

brake power is unable to maintain by

composite brake block.

SCR: Noted.

SR: Following the existing brake

power testing criteria.

3 Use of Disc type

coupling in TRC 1000

MN M/s Elgi

compressors instead of

Resilient coupling (as

fitted in TRC 1000 MN

UG M/s Elgi type

compressors)

RDSO should issue suitable

necessary instructions for the

use of disc type coupling during

replacement of existing resilient

coupling during repair/overhaul.

Accepted WR:

ELS/BRCY:

The present population of

conventional locomotives at

ELS/BRCY is 118 nos., out of which,

72 nos. are WAP-4 and 46 Nos. are

WAG-5 locos. The compressor type

TRC1000MN and TRC1000MNUG

are provided in WAP-4 and WAG-5

locomotives. The total population is as

under-

Type

of

Loco

TRC10

00MN

TRC100

0MNUG

Total

WAP

-4

120 20 140

WA

G-5

126 12 138

246 32 278

This modification in compressor type

TRC1000MN will be carried out in a

phased manner and initially 20 Nos. of

Disc type Couplings are demanded as

NS vide indent no.- SSE/RS/250/17

dated 25.10.17. Tender opened on

05.07.18 same is under process.

The rest quantity will be covered in

AMC 2019-20, 2020-21.(However

AMC is already under progress but

this item was not covered as this

modification issued after issuing of

LOA & its DP is Dec 18).

ELS/TRS/BL: At present ELS/TRS/BL has holding

of 152 Nos. of TRC 1000MN UG

compressors having disc type coupling

and holding of TRC 1000MN is 384

nos. + 24 no. of spares. All the 408

compressors are of resilient coupling

type which is to be replaced with disc-

type.

As per RDSO MS 0462 all resilient

coupling need to be replaced with disc

type along with provision of dry filter.

So far only 9 out of 408 are changed

Page 133 of 147

to disc type through POH workshops.

• Indent no.

SSE/RS/S/BL/H/17/028 dated

21/11/17 for 60 no. of disc

coupling is placed.

Coupler failure summary

Type Type

of

coupli

ng

Po

p.

16-

17

Pop. 17-

18

Pop

.

TRC1

000

MN

UG

Disc

coupli

ng

152 1 162 1 18

4

TRC1

000

MN

Spring

type

ER13

6

coupli

ng

384 1 408 0 38

3

ANES

TIWA

TA

Tyre

type

coupli

ng

21 0 20 0 21

PANE

SAR

Spring

type

coupli

ng

12 0 11 0 0

4

Compressors are being procured with

disc type or tyre type coupling as per

CLW Specification.

CR:

RDSO issued modification no. 462

dated 08/09/2017.

ELS/BSL already provided in 114

compressors. Non stock demand (for

Quantity of 45 nos.) has been

processed at Dy. CMM level.

ELS/AQ: Total holding of TRC

1000MN M/s ELGI make compressor

is 162. Till date total 72 compressors

are provided with disc type coupling.

ELS/KYN: population of

compressors 343 & on 94 comp. Disc

type coupling is provided.

SCR:

Being implemented. Disc type

coupling provided in 07 nos.

1000TRC ELGI compressors. Planned

for replacement during

repair/overhaul.

SR: RDSO MS-0462 is being

followed.

4 Review Wheel Profile

on Wear Adopted

instead of Thick Flange

profile in High speed

It was unanimously decided to

continue with thick flange

profile for high speed

locomotives.

Accepted WR:

All BRC based locos have been

provided with thick flange profile for

high speed locos

Page 134 of 147

locos

(WAP5/WAP7/WAP4).

(WAP5/WAP7/WAP4).

CR:

Sheds are maintaining thick flange

profile in WAP-7 and WAP-4

locomotives.

SCR:

Thick flange profile is being followed

for (high speed) WAP4 & WAP7

locos.

SR: Thick flange profile for high speed

locomotives is being followed in SR.

5 Lowering of

condemning limit of

wheel diameter of

WAP5 Electric

Locomotives.

There is no need to lower the

condemning limit of wheel

diameter of WAP5 locomotives.

Accepted WR: Noted.

CR: WAP-5 locomotive is not in

holding of CR.

SCR: SCR is not holding WAP5

locos.

SR: No WAP5 loco in SR.

6 Removal of Tread

cleaner device assembly

with pneumatic pipe

line of WAP-5 - three

phase electric

Locomotive.

ELS/GZB and ELS/BRC should

maintain the tread cleaner device

as per the design by ensuring

adequate availability of spares.

Accepted. CLW

should develop

more sources.

WR:

ELS/BRCY-

Newly received 05 nos. WAP-5 locos

are working with tread cleaner.

Letter no. TRS/BRCY/T/50A dated

25.07.17 was sent to HQ for inclusion

of Tread cleaner block for WAP5 loco

in bulk RSP 2018-19 (Qty 368 nos.).

However it is not included.

Stocking proposal has been initiated

with AAC of 280 nos. & Ref PL no.

29.16.1095 (NR).After procurement of

the same, it will be made functional.

Till date no sources developed by

CLW.

CR: WAP-5 locomotive is not in

holding of CR.

SCR: SCR is not holding WAP5

locos.

SR: No WAP5 loco in SR.

7 Provision of VRLA

batteries in 3-phase

locos.

It was decided that the Ni-Cd

batteries shall be retained in

three phase locomotives.

Accepted. WR: Ni-Cd batteries being used in all

3-phase locos at ELS/BRCY.

CR: Noted & being followed.

SCR: Noted.

SR: Noted and being followed. 8 Development of

Indigenized converter

coolant pump in place

of Imported Magnetic

coupling pump for M/s

BHEL make IGBT

Traction converter.

It was decided that indigenized

M/s Flowwell make coolant

pump may be used in BHEL

make traction converters after

out of warranty failure of

existing Sundyne make imported

coolant pumps.

RDSO to issue

guidelines for

replacement of

pump in case of

failure takes

place after

warranty.

WR:

All BHEL IGBT based BRC locos

are under warranty at ELS/BRCY.

M/s Flowwell make coolant pump are

being used in Newly received BHEL

IGBT traction converter, 01 no.

indigenized coolant pump (M/s

Flowwell) is under procurement as

healthy spare. Indent No.

SSE/RS/406/17 placed.

CR: Flow wel make coolant pump will be

provided in BHEL make SR when

existing pump become defective. Till

date in one loco (31533) flow well

make coolant pump provided. 03 nos.

Page 135 of 147

of pump available as spare.

SCR: Noted.

Five nos. of M/s Flowwell make

coolant pumps have been provided so

far in BHEL make traction converters.

SR: No failure in SR so far .One no

Flow well make pump purchased for

any future attentions.

9. Working of

conventional

locomotives upto

5th

notch in case of:

a. Internal fault

b.SIV-blower motor fault

RDSO will study to explore the

possibility of proving limited

power for running the

compressors for clearing the

block section in case of SIV

failures.

Accepted.

RDSO to make

efforts to

demonstrate

proof of concept

in one loco with

in a period of 3

months. RDSO

to interact with

OEMs and

Railways for

improvement of

reliability of

SIV already in

service. RDSO

may monitor

compliance of

ongoing

reliability action

plan and Board

& Railways

may be updated

on regular basis.

WR:

ELS/BL:

a. No guidelines have been received

from RDSO regarding internal faults

of SIV. In these conditions all SIV s

are subjected to AMC through OEMs

to minimize the failures.

The ELS/BL having the population of

static inverter is 100 nos.

At present external earth fault only

can be cleared on line by bypassing

the same for duration of 45 min.

a. BL shed also facing the problem

of blower motor fault. The year

wise failures of blower motors

faults are as under:

Blower motor fault.

Make 15-16 16-17 17-18 18-19

Up to

Jun

Siemens 0 1 1 0

AAL 2 0 0 0

Medha 0 0 0 0

ABB 1 0 0 0

Hirect 0 0 1 0

But till date no modification

guidelines has been issued by RDSO.

However through various MOMs,

RDSO instructed to change the roller

bearings of the SIV blower motors in

major schedules which are strictly

followed at ELS/BL.

Modification to avoid failure of Q-

CON timer and Energy absorption

card of Hirect make SIV is under

progress as per MOM dated 8/5/17.

The modification has been completed

in 21 locos out of 22 populations and

remaining one will be completed by

31/08/18.

Modification pertains to RDSO letter

no. EL/1.2.9.1 (Medha) dated 24-06-

15 has been completed at ELS/BL for

all 16 Medha made SIVs.

ELS/BRCY:

Make Wise failure of SIV at BRCY

shed of last 3 years are given in

Annexure A.

CR:

Page 136 of 147

Does not pertain to CR.

SCR:

A proposal in this regard was

submitted to RDSO by SCR vide letter

no. E.221/STC/Vol.XIV dated

03.05.18 for Provision of 30 kW Mini

Inverter in Conventional SIV locos to

provide Power for MCP working in

case of failure of SIV. Awaiting reply

from RDSO. However trial report of 2

BURs replacing SIV is satisfactory.

SR: Pertaining to RDSO.

10. Periodical Replacement

of Pulse Transformer in

GDU card of AAL

make SIV.

On receipt of data of failure of

pulse transformer and

capacitors,guidelines will be

issued by RDSO

Zonal Railways may expedite

the AMC of SIVs for its proper

maintenance.

It was decided that other Zonal

Railways may also give their

considered feedback regarding

life of capacitors and pulse

transformer for repair and

rehabilitation of GDU cards.

Accepted. WR:

ELS/BRC:

Make-wise status of AMC of SIV at

ELS/BRC is as under :

1. M/s Medha make SIV:-LOA

issued on 27.04.17.

2. M/s Hirect: LOA issued on

21.06.18

3. M/s Seimens: LOA issued on

15.05.18

4. M/s AAL make SIV: Budgetary

not given as per Railway scope of

work.

ELS/BRC is holding 07 nos. AAL

make SIV. In last three years there is

only 01 failure on account of GDU

card.

ELS/BL:

The ELS/BL having the population of

M/s. AAL make SIV is 22 Nos. The

shed is also facing the problem of

GDU card failure. The failure are as

under:

The original value of capacitor is not

shown on the capacitor.

AMC through OEM of AAL make

SIV is under process, in which

Capacitor values to be checked during

all schedules as per RDSO SMI 291 to

minimize the issue.

CR:

AMC for AAL makes Static Inverter

is under process.

SCR: AMC of AAL make Generic type

SIVs has been started from 01.06.18.

However, no proactive measures are

initiated by firm.

Card 15-16 16-17 17-18 18-19

CHBA

GDU

CARD

- 1 00 00

INVERTE

R GDU

CARD

1 1 01 00

Page 137 of 147

Before implementation of AMC, SCR

was measuring Pulse voltage Pulse

transformers during IC, TOH & IOH.

If pulse voltage was less than 12.4V;

Pulse Transformer was being

rewound. For Capacitors, capacitance

was measured, if any card was found

less than 12.4Volts, they were

replaced.

SR: Noted.

SR suggests changing GDU cards

during POH. Tendering for AMC of

AAL make is under process.

AMC for Siemens and Medha makes

entered.

11. Modification in A9–BP

circuit in Conventional

locomotives by

introduction of Trap

chamber for collecting

coal/dust particles from

BP pipe.

It was decided to implement

this modification. RDSO should

issue suitable necessary

instructions for its

implementation.

Accepted. WR:

ELS/BRCY:

Modification sheet no. 463

(Conventional) & 465 (3 Phase)

issued.

WAP4 – 03 nos. locos completed,

PO placed for 120 locos.

For 3 Phase locos material under

procurement for 45 locos-

Indent prepared, Present status is as

under

1. SSE/RS/P3Ph/014/18 for Qty 45,

Status- under fund Certification.

2. SSE/RS/3 Ph/062/18 for Qty 45,

Status- under fund Certification.

3. SSE/RS/ 3 Ph/066/18 Status- under

progress

ELS/BL:

• RDSO has issued guideline vide

MS 463 for provision of Trap

Chamber. Currently 12 ELS/BL

based locomotives have the

provision of Trap chamber and

remaining ones are provided with

wire mesh at all ports of A-9.

• Wire mesh is provided in all three

ports of A9 for collecting dust

particles. During every schedule

A9 is overhauled. The wire mesh

cleaned and it is noticed that there

are dust particles accumulated in

the wire mesh.

So there is no any failure of A9 due to

dust accumulation in BL based

locomotive.

CR:

RDSO MS 0463 Rev 0 dated

08.09.2017 received & will be

implemented.

SCR:

Trap chamber has been provided in

157 conventional locos so far.

It is planned to provide trap chambers

in WAG-9 Locos also.

Page 138 of 147

SR:

RDSO Modification no. 0463 being

done during AOH and POH.

However, SR proposes a different

modification for this purpose which is

proposed as a new item.

12. Reliability improvement

in blocking diodes of

three phase

locomotives.

The arrangement of hardwired

blocking diode connection may

be implemented to avoid

transient failure of locomotives

.RDSO should issue necessary

instructions in this regard.

Accepted.

RDSO and

CLW may

review design

aspect for new

loco.

WR:

ELS.BRCY is not doing RDSO/MS/

467, Instead of that shed is doing

BONDAMUNDA. Shed’s local

Modification. Which is called as Diblo

diode parallel modification which is

alteration to MS/467. 04 locos

completed and material under

procurement for balance locos.

P.O done for 1000, 0.5 SQ mm meter

cable and demanded for 10000

meters.

CR:

RDSO MS 0467, Rev-0 dated

07.12.2017 received. Shed is replacing

loose female pins during IC0 schedule

of new locos and approx. replacement

is 52 % and results are satisfactory

and no failure on this account.

However material is being procured

for compliance of MS and P.O. is

placed for the material.

SCR:

The modification has been completed

in all (199) ELS/LGD based locos and

to be carried out in ELS/KZJ based

locos (31).

SR: Waiting for RDSO instructions.

13. Chattering of contactor

KO ,K1&K2 in WAP7

locos fitted with Air

conditioning system

It was decided that provision of

MCB as done by CLW in place

of contactors shall be followed

in BHEL make locomotives

also.

Accepted.

RDSO and

CLW may

review design

aspect for new

loco.

WR:

ELS BRC shed is not holding BHEL

make locos.

ELS/BL having a population of 102

cab AC units in 51 locos. The

population are as under:

Make Population

LLOYD 56 Nos.

DRI 12 Nos.

DRE 32 Nos.

Sidwal 02 Nos.

K0 K1 K2 Cab selection

switch manual

operated

Total

25 25 25 26 51

locos

Failure detail:

Type 16-17 17-18 18-19

Page 139 of 147

K0, K1, K2 5 10 2

Cab selection

switch

14 16 07

ELS/BL has kept the entire cab AC

units under AMC through

EL/TRS/BL/WO/16-17/07 and the

work is under progress.

RDSO has issued TC 140 dated 26-

09-17 regarding the modification.

Currently ELS/BL holds 25 no. of

BHEL make locomotives in which cab

ac is available. The modification in

circuit as per TC 140 will be carried

out by ELS/BL on a war foot basis.

CR:

Holding of WAG-7 loco fitted with

cab AC fitted locos is nil.

SCR: SCR is not holding BHEL make

WAG7 locos.

SR: RDSO TC- 140 being followed.

14. Provision of Auxiliary

interlock for monitoring

of A2-B2 segment in

case of breakage of

cross bar of Harmonic

filter ON (8.1)/adoption

(8.2) Contactor in

GTO/IGBT locomotives

The modified arrangement may

be implemented by Railways.

For this purpose RDSO should

issue necessary instructions.

Accepted. WR:

To be done in IOH schedule. Material

under procurement.

Indent prepared, Under fund

certification.

CR:

RDSO issued modification no. 464 on

dated 25/09/2017. As per RDSO

modification,

ELS/BSL: Out of 15 WAG-9 locos

modification done in 02 Locos.

ELS/KYN: Out of 67 WAG-9 loco 53

locos completed.

ELS/AQ; 75 nos. loco completed.

SCR: Done in four locos. Material is

being procured.

SR: MS-0464 being implemented.

15. Provision of LED head

light for electric

locomotives.

A suitable guideline from

Railway Board is needed for

further development of its

specification and proliferation.

LED Head light

may be

provided on 10

WAP7 &

WAG9 locos

each by CLW

for trail

purpose.

RDSO may

monitor the

performance.

Decision on its

further

proliferation

may be taken

based on

performance of

field trails

WR: No LED type Head lights are provided

in BL based locos.

The existing head lights provided in

BL based locos are Twin beam head

light, as per RDSO MS-453 to

improve the intensity level of twin

beam head light 2 Sq.mm cable is

replaced with 10 Sq.mm cable. After

which intensity level is increased

from 800 lux to 3000 lux Further

modification is under process during

AOH/TOH/IOH. It is completed in 56

locos.

CR: Does not pertain to CR.

SCR: It is planned to procure

material.

SR: Pertaining to CLW/RDSO.

16. Provision of wire mesh

filter in BP circuit in

It was decided to provide dirt

collector in new locos. Firm may

Accepted. WR:

The present population of 3-phase

Page 140 of 147

CCB. be advised to supply dirt

collector to CLW for its

provision. Therefore, it was also

opined that provision of dirt

collector in existing brake

system of CCB may please be

looked into and firm may be

advised. RDSO should issue

suitable necessary instructions

for provision of dirt collectors.

locomotives at ELS/BRCY is 90 Nos.

The population of CCB brake system

is as under:-

Brake

System

/Make

WAP5 WAP7 Total

CCB/

KBIL

10 6 16

All locos completed. Further filters

are being checked and cleaned during

IA, IB & IC.

CR: RDSO issued modification No. 465 on

dated 18/10/2017. 15 nos. WAG-9H

For provision of Trap chamber for

collecting coal / dust particles in three

phase locos

ELS/KYN: Wire mesh available in all

CCB provided WAG-9 locos. Total

holding = 32 nos.

ELS/BSL: Wire mesh filter provided

in all 04 locos of CCB Brake pane

ELS/AQ: Recently received new locos

ex CLW is not having wire mesh in

BP circuit of CCB.

SCR:

Noted. So far; no instructions are

received for providing wire mesh filter

in BP circuit in CCB.

17. Improved Cooling of

SR Oil by modification

in SRMPH Impeller.

Since CR and SCR have

expressed satisfaction on

performance of this

modification. Other Zonal

Railways may also adopt this

modification in line with

ELS/AQ and ELS/LGD.

Accepted. WR: ELS/BRC has experienced no failure

in SRMPH with OEM’s impeller

diameter. However, modification of

reducing impeller diameter from 196

mm to 160 mm is being done in

MOH/IOH schedule.

Till date total 08 nos. of locos

completed (30052, 30054, 30056,

30057, 30058, 30059, 30063 &

30066).

CR: Shed has modified all 258

Flowwell make SR MPH.

SCR: Modification completed in all

124 GTO locomotives.

Other Important points discussed during MSG

Item

no.

Subject Recommendation of MSG Board’s

decision on

recommendati

on of MSG

Status/Action taken by RDSO

1. Action plan

for electric

loco sheds.

Action plan prepared by Electric loco

sheds should be shared with RDSO and

Railway Board, so that same can be further

improved by adding good practices from

other sheds.

Accepted.

RDSO should

examine and

issue a

consolidated

Reliability

Action Plan for

WR: ELS/BRCY

RDSO has issued TC No 142 for

conventional locos & 3-phase loco. &

same being followed.

ELS/BL is regularly updating the

action plan status in RDSO website.

Page 141 of 147

all Zonal

Railways for

conventional

and 3-phase

locomotives.

SCR: TC 142 issued by RDSO is

being followed.

SR:

Reliability Action Plan being followed

in all SR sheds as per RDSO TC-142.

2. Three bridge

design of M/s

Stesalit make

RSI.

Three bridge design rectifier (RSI block)

of M/s Stesalit is not reliable. This is to be

converted into four bridge design as per

RDSO letter no. EL/3.2.185 dated

31/5/2012. Zonal Railways pointed out

that M/s Stesalit is not responding and still

appearing in CLW’s vendor list. CLW was

advised to review the approval status of

M/s Stasalit. On conversion work from

three bridge design to four bridge design

may be opened to other OEMs of this item

for early action.

Accepted. WR: There are no locos at BRC & BL

shed with M/s Stesalit make RSI.

SCR:

Loco no. 28253/BZA & 28073/KZJ

equipped with Stesalit make 3P block

are in working condition.

SR: Being followed

SR has 2 WAG7 locos and 3 WAP4

locos fitted with 3 bridge design of

M/s Stesalit make RSI and all will be

converted to 4 bridges.

3. Pneumatic

pipe

connection to

harmonic

filter.

Pneumatic pipe connection to harmonic

filter is to be standardized. Zonal Railways

are adopting following actions-

(i) Double ferrule fitting with check nut.

(ii) Copper pipe with fittings.

RDSO will study and issue necessary

guidelines.

Accepted.

RDSO may

issue necessary

guidelines

within a month.

WR: ELS/BRCY has provided copper

pipe with fittings for pneumatic pipe

connection to harmonic filter. This is

being provided during IC0 schedule.

Not being done in locos having double

ferrule fitting with check nut.

SCR:

RDSO has issued SMI no: 313

(Rev’0’), dated 30.08.17 for provision

of 10mm nylon pipe and double

ferrule fittings with check nut.

However SCR is providing 6 mm

Teflon pipe with 6mm SMC & Legris

make push fittings (double ferrule) in

view of better performance.

SR: RDSO SMI 0313 being followed.

4. Water jet

testing of

electric loco.

NCR pointed out rain water testing of loco.

RDSO should issue standard arrangement

for testing purpose in consultation with

Zonal Railways.

Accepted. WR: SMI 315 issued by RDSO. 02

water testing plants are available at

ELS/BRCY. It has 30 showers which

are sufficient for testing water leakage

in locos.

At ELS/BL - Water testing plant for

MU is proposed in law book under

plan head 42. Proposal is uploaded in

IREPSM on 19/01/18. File lying with

CME/WR tray since 29/01/2018.

Existing water testing plant is only for

single loco in which showers are

provided.

SCR: Water jet testing facility is

available and all locos are being

checked.

SR: RDSO SMI-315 being

implemented.

5. Failures of

transition

coupling.

Transition coupling failures of M/s

Ramakrishna make are taking place. Zonal

Railways should give details of failures to

RDSO for needful action.

Accepted. WR: The total population of M/s

Ramkrishna make transition coupling

at ELS/BRC is 324 & 157 at ELS/BL

till date no failure is noticed in this

make.

SCR:

SCR vide letter no. E.221/Bogie-3

phase/Vol.V dated 02.01.18 furnished

Page 142 of 147

the performance to RDSO.

There have been no failures of M/s

Ramakrishna make transition screw

couplings in SCR, except one case

which was due to mal-operation of

TXR staff.

SR: No failures in SR. The total

population of M/s Ramakrishna make

in SR is 588 nos.

6. Fixture of

gear case.

SER has developed a fixture for correctly

locating the bosh of gear case. This will

help in reduced stress and better reliability.

RDSO should study and issue necessary

guidelines.

Accepted. WR:

RDSO issued TC 146 Dated 02.05.18

ELS/BRC has already developed a

gauge for checking proper alignment

of gear case top and bottom. However,

As per TC, it will be studied &

accordingly procurement action will

be taken.

As per TC 146 Rev.0, Demand for jig

placed on date 11/05/18 at ELS/BL

PO placed on 03/07/18 for M/s Dhruvi

Mechanical Works, Valsad. Material

will be supplied by July end to

ELS/BL.

SCR: Jig would be made as per the

Technical circular.

SR: SR developed Jig in 2004 for gear

case and using for boss locating.

7. Fire ball in

H.T.

compartment.

Feasibility of providing fire ball in H.T.

compartment should be studied by RDSO

as has been done in NCR for adopting it, if

found useful.

Accepted. WR: Noted.

At present fire extinguishers are used

in Locos and all fire prevention

measures are strictly followed.

SCR: Noted. No guidelines from

RDSO so far.


8. Boroscope

camera.

Boroscope camera is useful in visual

inspection of those areas of loco, which are

not accessible. This should be examined

and RDSO to issue guidelines.

Accepted. WR: RDSO TC 144 dated 27.03.18 issued.

At ELS/BRCY One no available &

One more will be procured as per

specification of TC. At ELS/BL it Will

be procured by as per RDSO TC 144

dated 27/03/18 after consulting with

other loco sheds.

SCR:

Two nos. of Bore scope Camera are

procured and being utilized at

ELS/BZA.

SR: TC 144 being implemented.

9. Dew point

depression

measurement.

Dew point depression is being measured by

recording wet bulb and dry bulb

temperature by SER. This avoids

procurement of use of separate dew point

meter. This practice should be studied and

RDSO to issue the guidelines.

Accepted. WR: RDSO has issued guidelines

vided TC no. 139. It Being done

during AOH/IOH of air-dryer at

ELS/BRCY. Dew point meter is

already provided at ELS/BL on air

dryer test bench so there is no need for

separate measurement.

SCR: Dew point depression is being

measured by Dry-bulb temperature

and wet-bulb temperature, same as

S.E. Railway.

SR: TC 139 being implemented.

Page 143 of 147

10. Provision of

conventional

brake rigging

in WAG9H

locomotives.

Maintenance and procurement of

TBU/PBU provided in WAG9H

locomotives are very costly. Zonal

Railways have expressed their difficulty

from time to time. On the other hand

conventional brake rigging provided in

WAG7 locomotives are working

satisfactorily. Therefore, RDSO has issued

a speed certificate of WAG9H loco with

conventional brake rigging, with a new

transportation code WAG9HC for loco

provided with conventional brake rigging

due to its ease of maintenance and

economical cost, Zonal Railways and CLW

should take action for providing

conventional brake rigging in existing and

new WAG9H locomotives.

Accepted. CLW

may provide in

new

locomotives

being

manufactured

and Railways

may provide

during POH.

WR: Noted. Presently WR is not

holding WAG 9H loco motives.

SCR:

Loco. no. 32101 /WAG-9H /KZJ is

with conventional brake rigging.

Sanctioned in itemized RSP 18-19 for

10 locos of ELS/LGD @ 2.48 Cr. Est.

Sanctioned, tender is being floated.

SR: No WAG9H locomotives in SR.

11. Obsolescence

management

of GTO based

converters.

RDSO made a presentation on

maintenance of GTO based locomotives.

At present the population of GTO

locomotives is 712 and their average life is

more than 20 years. Due to obsolescence,

various components like EPROM,

controllers, ASICS, GTOs, snubber

capacitor, etc. are not readily available. In

order to mitigate the problem following

actions were decided:

• Use of C-DAC VCU in 30

locomotives (10 locos each in

ELS/GMO, TKD and LGD) with GTO

based traction converter for extensive

field trial. This will also address the

problem of failures due to existing

PCB cards of MICAS based VCU.

• Parallely development of critical PCB

cards of five locos to be undertaken

involving Non-ToT partners through

calling Expression of Interest (EOI).

• Zonal Railways to develop the

infrastructure as per TC–134 & 135

issued by RDSO.

Accepted. Zonal

Railways shall

develop

infrastructure as

per RDSO TC-

134 & 135 and

RDSO may

submit

consolidated

status.

WR: TC-134 & TC- 135 has been

complied except points enclosed as

Annexure-1.

SCR:

Infrastructure as per RDSO TC-134 &

135 in full fledge is available at

ELS/LGD, holding GTO locomotives.

SR: TC-134 & 135 implemented at

ELS/RPM of SR.

12. Under-gear

examination

of coaching

locos after

3000 km.

WR vide letter no. EL/91/18/21 dated

04/10/2016 mentioned the periodicity of

inspection schedules of locomotives. The

periodicity for TI maintenance schedules

of coaching loco has been kept as 3000 km

or one trip whichever is later. WR has

suggested that the periodicity of Trip

inspection maintenance schedule should be

10 days +/- 3 days. RDSO has analyzed the

details of defects noticed during trip

inspection as collected from CR, ECoR,

ER, NR, NCR, SR & WR. These

defects/deficiencies during trip inspection

were found as under:

S

N

Type of

Loco

% of defects

found in T.I.

Defects/100

T.I.

WR: Trip Inspection periodicity of

WAP4, WAP5 & WAP7 locos have

already been revised as 4500 km or

completion of trip whichever is later

or experimental basis for one year vide

RDSO’ letter no. EL/3.6.1/2 dated

13.04.18. WR is further monitoring

the above activity.

SCR:

Noted. Being followed.

Page 144 of 147

It is seen from above table that the

cumulative defects in under frame as well

as machine room are in the range of 70-

80%. Moreover, the average defects per

100 trip inspections are about 44. The

defects related to under frame/machine

room are critical & must be attended in

time for safe train operation. RDSO has

already communicated above mentioned

details to Railway Board and also

suggested that increase in the existing

periodicity of trip inspection of passenger

locomotives is not desirable. However,

during discussion it was decided to further

study the performance of high speed

locomotives in long distance trains for

defect noticed during the trip inspection for

taking necessary action.

UF MR Other

1. WAM4 44.6 34.3 21.1 57.2

2. WAP4 38.9 34.0 27.1 34.4

3. WAP5/

WAP7

27.3 44.4 28.3 40.9

13. Training on 3-

phase

Locomotives.

Complete positions of training programme

in 3-phase locomotives by CLW and Zonal

Railways were reviewed. All the loco

sheds should gear up for availability of the

facilities for maintenance of 3-phase

locomotives as per TC 134 and 135 issued

by RDSO. Staff should be given training in

phased manner for 3-phase loco

maintenance. The facilities available in

diesel loco training centres should also be

utilized for imparting training in 3-phase

locomotives.

Accepted.

RDSO may

monitor the

training being

imparted by

CLW, Railways

& OEMs to the

maintenance

staff and

monthly report

of staff

undergone

training may be

submitted to

Board.

RDSO may

devise some

mechanism such

as questionnaire

to evaluate

efficacy of

training and

circulate the

same to

Railways.

WR:

In 2017-18 and 2018-19 training for 3

phase loco has been imparted to 116

supervisors and 279 staff of

ELS/BRCY at ZETC/CLW/Firm.

65 employees of ELS/BL had also

undergone 3 phase training till June 18

SCR: ELS/LGD: Staff are being sent to

CLW periodically.

ELS/KZJ: 51 supervisors and 150

technicians trained and all supervisors

along with technicians deputed to

ELS/ LGD and ELS/AQ for studying

the maintenance practices. Staff were

sent to BHEL, CGL, MEDHA to study

propulsion system, in addition to

CLW.

ELS/BZA: 19Supervisors & 20 staff

have under gone training.

Skill Development Training at

ELS/LGD: As per Railway Board

directives ELS/LGD has organized

training for maintenance staff in three

phase electric locomotive maintenance

in 2017. 84 Supervisors and 206

Technicians attended the training from

ELS/ED, ELS/AJJ, ELS/ANGL,

ELS/WAT, ELS/KZJ, TS/HYD and

TS/BZA.

SR: Training being imparted on 3 ph

locos in SR sheds as follows:

Shed 2017-

18

2018-

19

Page 145 of 147

AJJ 60

staff

_

ED 74

staff

21

staff

RPM 25

staff

11

staff

14. Instructions

on Traction

Motor Nose

Stay and

Sandwich

Mounting to

eliminate

chances of

falling of

traction motor

during service

in 25 kV AC

conventional

Electric

Locomotives.

During the MSG, RDSO presented all the

instructions issued for maintenance of

Traction Motor Nose Stay and Sandwich

Mounting to eliminate chances of falling of

traction motor during service. Zonal

Railways were advised to meticulously

follow all the instructions to ensure that

any case of traction motor falling on line

should not happen.

Accepted.

WR:

Instructions as per RDSO SMI no.

RDSO/2017/EL/SMI/0308 (Rev “0”)

dated 28.06.17 & SMI 311 dated

25.08.17 are being followed strictly

during AOH/IOH at ELS/BL & BRCY

& also unscheduled, if motor under

changing. Further Nose pad and TM

nose gap is closely monitored in every

major, minor and TI schedules to

prevent TM falling cases.

All 72 WAP4 locos & 24 WAG5 (Out

of 46) completed at ELS/BRCY and at

ELS/BL One cycle completed (201

locos) and is in continuous process.

SCR:

Visual checking of condition of nose

stay lug along with sandwich pins

done in all conventional locos.

MPT of TM is being carried out in

critical areas.

Visual checking of gap between TM

nose stay and bogie Transom bracket

done in all conventional locos.

SMI 186 along with amendment No.1

being followed.

MS 392 (provision of additional L

clamps and split pins to prevent falling

of vertical nose pin of TM type

HS15250A was completed in all

WAP4 locos.

Replacement of sandwich assembly

being done during major schedules as

a must change item, as per RDSO

instructions.

SR: RDSO instructions are being

followed.

15. Use of BUR2

and BUR3 of

three phase

loco in place

of SIV.

Reliability of static converters is not up to

mark. In addition to this, there is no

redundancy. Feasibility of using BUR2 and

BUR3 in place of existing SIV may please

be explored by suitably modifying the

software. This will help in connecting the

compressors i.e. CP1 and CP2 on BUR2 &

BUR3 respectively. In addition to this

auxiliaries of bogie1 and bogie2 may be

connected to BUR2 & BUR3 respectively.

This will help in complete redundancy,

whereby in case of failure of one BUR,

train can be worked with other BUR. It

may be also possible to switch the load of

one BUR to another BUR in case of failure

with reduced frequency to ensure the full

Accepted.

RDSO may

formulate the

scheme and

submit timeline

for

implementation

of above

modification.

SCR: 2x130KVA aux. converter, developed

& supplied by M/s. ABB was

provided in loco 22714/ WAP-4/LGD

on 17.05.2018. The converter was

tested and commissioned on

28.05.2018 with suitable load sharing.

The Loco was dispatched for field

operations and till now it has

successfully covered a distance of

14338 kms.

On 29.06.2018, at ELS/LGD, Firm's

representative has downloaded the run

time data from the locomotive and

found that no fault or alarm events

have been registered.

Page 146 of 147

functionality of locomotive with reduced

power.

RDSO should study this aspect and get

BUR2 and BUR3 fitted in two

conventional locomotives for field trial and

proof of concept.

Further, Performance is being

monitored.


Annexure-A

Make Wise failure of SIV at BRCY shed of last 3 years:

TYPE

OF

SIV

2015 - 16 2016 – 2017 2017 – 2018 (March)

Pop Failure FRPCPY

(%)

Pop Failure FRPCPY

(%)

Pop Failure FRPCPY

(%)

AAL 11 9 82 10 1 10 7 Nil 0

SIE 36 8 22 33 1 3 32 3 9.25

Hind 6 3 50 6 0 0 3 Nil 0

Medha 1 0 0 1 0 0 1 Nil 0

ABB - - - - - - 1 Nil 0

TOT 54 20 37 50 2 4 44 3 6.81

Page 147 of 147

Annexure of WR for other important points no. 11 Status of TC-134 and TC-135 at ELS/BRCY

SN Items Remarks

1. SAP Card testing

setup

Testing set-up of SAP Cards (UAB630A36/A91/A93) and ASC/NSC Peripheral

cards (XVA986/XVB987)”. Indent prepared and submitted to HQ, Under

procurement.

TC – 135: Points not implemented

SN Description of item Application Remarks of ELS BRC

1. Hot air SMD Rework

station.

Used to removal/refitting

components on PCB cards.

Under procurement Indent no.

SSE/RS/MS/PH42/42/18 dated 19.05.18, PDC

31.08.18. Tender 65-18-5263 Tender opened on

21.06.18.

2. Digital Storage

Oscilloscope 350/500

MHz, 3GHz Sampling

Rate.

Used for WRE gate drive

card, SR gate unit

calibration & Monitoring

various waveforms

Under procurement Indent no. SSE/RS/MS/445/16

dated 05.07.16, case sent to HQ for procurement.

Case review for description. Same will be sent to

HQ on 28.06.18 for further procurement.

3. 3 MHz Function

Generator Cum frequency

Counter, Frequency

Counter 120 MHz.

Used to Measure Crystal

freq. can be used to check

WRE Gate drive card

Not procured due to fund constraint in 2017-18.

Now under procurement Indent no.

SSE/RS/3PH/42/18 dated 19.05.18. Case under

A/C vetting. PDC-31.08.18.

4. Video- Microscope along

with LED TV.

Checking PCB Track/ Dry

solder.

Under procurement Indent no.

SSE/RS/MS/PH42/43/18 dated 19.05.18. Tender

opened on 21.06.18. Rate higher hence retendered.

PDC 31.08.18.

5. Inspection Light

Magnifier/ Standard

Optical Magnifier

Checking PCB Track/ Dry

solder.


BQ received Indent under process. PDC-31.12.18.

6. Conformal coating

remover

For removal protective

PCB coating


BQ received Indent under process. PDC-31.12.18.

7. Current Measurement

Probe

WRE GDU card & SR gate

unit current calibration.


Now under procurement Indent No

SSE/RS/3PH/49/18 dated 19.05.18.

Final MOM of 39th MSG meeting.pdf - RDSO

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