MINUTES - Indian Railways · 2019-10-17 · government of india ministry of railways Òkjr ljdkj jsy ea=ky; minutes of the 61st meeting of electrical standards committee held at gangtok,
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3 Up-gradation of OHE for 200 kmph along with enhanced capacity including- (i) Provision of spring ATD. (ii) Development of forged OHE fittings. (iii) Rehabilitation of old OHE.
EEM RB &
SECR
386 10-13
4 Condition monitoring of OHE and development of instrumented tower wagon for condition monitoring.
EEM RB & NR
387 14-15
5 Development of 9000 HP Electric loco for Passenger/freight services.
ELECT (TRS)
RDSO 388 16-17
6 Approved vendor list for IGBT equipments of three phase loco.
ELECT (TRS)
SER 389 18
7 Defining activities for outsourcing of AC/TL/EMU/MEMU. ELECT (G) SER 390 19
8 UES for EMU & MEMU for POH Workshop. ELECT (G) SER 391 20
9 Enhancement of capacities of RMPUs, Inverters & other AC equipments of SG AC coaches.
ELECT (G) SR 392 21-22
10 Standardization and inter-changeability of components in conventional AC and TL coaches.
ELECT (G) SR & NR
393 23-24
11 Mechanization of new RE works and OHE replacement in Railways.
RE & EEM RB 394 25
12 Improving passenger comfort of AC coaches. ELECT (G) RB 395 26-27
13 Adoption of 9.8 m mast in all future RE projects. RE SCR 396 28-29
14 Development of Management Information System (MIS) for OHE maintenance (TRD management system).
EEM SECR 397 30
15 Enhancement of codal life of TL/AC coach batteries from 48 months to 54 months.
ELECT (G) CR 398 31
16 WAP-5 Multiple operation for high speed trains upto 160 kmph with 25 kV MU coupler, TPWS, H type coupler and modified cattle guard
ELECT (TRS)
NR 399 32-33
17 Increase in Periodicity of Maintenance Schedule of locos including TOH of locos.
ELECT (TRS)
ER
400 34-37
18 International Standard for driver cab in electric and diesel locomotives.
ELECT (TRS)
CLW 401 38-39
19 Manufacturing of EMU/MEMU with modern features like stainless steel car body, forced ventilation, Cab air conditioning, Air spring, improved seating and higher maximum speed capacities.
ELECT (G) RB 402 40
Part - II Review of Status of recommendations of 60th ESC meeting 42-55
MEMBERS OF 61st ESC HELD AT GANGTOK ON 16
th & 17
th SEPTEMBER 2016
SITTING (L-R)(S/SRI/SMT): A. K. Pandey, D. C. Dogra, Manju Gupta, Punkaj Gupta, Yogesh Asthana, O. P. Kesari, J. S. P. Singh, A. K. Kapoor, G. R. Agarwal, Sudheer Kumar, M. K. Mathur, L. C. Sarser
STANDING (L-R)(S/SRI):
D. C. Patnaik, Rajiv Agarwal, R.P.Singh, Nasimuddin, Anup Kumar, Om Pal Singh, A.K. Srivastava, Solan Gupta, D. K. Sharma, M. Hussain, Dinesh Kumar, H. Rao, R. P. Udaya Kumar,
Lokesh Narayan, B. B. Singh, Rajiv Kumar, A.K. Bharadwaj, Sudhir Garg
1
MEMBERS PRESENT
S. No. Name (S/Shri) Designation
Railway Board
1. Ashwani Kumar Kapoor Member Traction
2. Ganga Ram Agarwal Add. Member Electrical
3. J. S. P. Singh Advisor/Elect/G
4. Sudheer Kumar Advisor/L/RS
5. Sudhir Garg EDEE/EEM
RDSO
1. Om Prakash Kesari EDSE (Co-Ord)
2. Anup Kumar EDTI (Co-Ord)
3. Nasimuddin ED/PS&EMU
Railways
1. M. K. Mathur CEE/NFR
2. Yogesh Asthana CEE/NER
3. M. Meshram Director/IRIEEN
4. D. K. Sharma CEE/WR
5. Margoob Hussain CEE/NWR
6. Lokesh Narayan CEE/NCR
7. Punkaj Gupta CEE/Metro
8. Harindra Rao CEE/SER
9. Rajiv Agarwal CEE/CR
10. Solan Gupta CEE/SCR
11. D. C. Dogra CEE/NR
12. R. P. Singh CEE/ECR
13. A. K. Pandey CEE/ECoR
14. L. C. Sarser CEE/ER
15. Dinesh Kumar CEE/RCF
16. Rajeev Kumar CEE/SWR
17. Ompal Singh CAO/CORE
18. Smt. Manju Gupta CEE/WCR
19. D. C. Patnaik CEE/SECR
20. A. K. Srivastava CEE/MCF/Raebareli
21. R. P. Udaya Kumar CEE/ICF
22. B. B. Singh CEE/CLW
Special Invitee
1. A. K. Bharadwaj CEE/KRCL
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PROCEEDINGS OF THE MEETING
61st Electrical Standards Committee (ESC) at Gangtok, North East Frontier Railway
1. Inaugural Session CEE/NFR’s Address: North East Frontier Railway extends a hearty welcome to all the members of ESC for this meeting. Conducting a meeting of this magnitude requires great team efforts by officers and Staff. For this meeting, we have taken all possible measures to ensure your comfortable stay. However, if anybody has been put to inconvenience, kindly excuse us and tell us frankly for the improvements. I hope all the members will enjoy this meeting as well as stay at Gangtok. Additional Member Electrical’s Address: Reliability of electrical assets is very important and extra onus is on RDSO and production units. AMC guidelines have already been issued by RDSO and it is only beginning. Zonal Railways need to implement the same. Failures should be taken in proper spirit and should not be put under carpet. The progress on the front of Solar Energy is slow and same need to be expedited. Proper Training of supervisors and officers is very essential and needs to be given proper importance. The posting of supervisors and officers should be judiciously decided and properly rotated to ensure transparency and accountability. Member Traction’s Address: There is a need to set the goals for ourselves and to achieve it by way of hard work and motivation. Officers must respond quickly to a given situation with an aim to solve the problems. SPAD cases are still taking place which is a potential danger to safe train operation. Therefore, all out efforts should be made to eliminate it. Zonal Railways are advised to outsource the activities to the extent required by them to ensure adequate maintenance of assets. Tower Wagon is a breakdown vehicle and this should be maintained properly, so that it does not fail in the hours of need. Zonal Railways must ensure compliance of SMIs/TCs issued from time to time by RDSO. Reduction in diesel fuel consumption should be a priority item. This can be achieved by extending the trains with electric traction wherever possible. Improvement in reliability of assets should be the focus to ensure smooth train operation. I wish all the success for 61st ESC meeting.
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Part-I (Technical Session)
Page 4 of 59
Technical Session
New Item
Item No. : 384
Subject : Provision of Remote Diagnostic System (RDS) for 3-phase
locomotives.
Group : ELECT (TRS)
Proposed by : NCR
Note of proposing Railway:
Online monitoring of critical parameters in Electric Locomotives:
Communication technology has significantly advanced and has become one of the most widely used
tools in transport sector. It can gainfully be utilized for condition monitoring of various critical parameters in
Electric Locomotives. Following data can be fetched and relayed “LIVE” to concerned homing shed and
monitored on single window.
1. Temperature of critical equipments like TM, Axle box & MSU bearings
2. MPCS /SIV/VCD relevant data
3. On line speed of loco
4. GPS location
Suitable methodology needs to be developed and used on all the electric locomotives for enhanced
reliability & safety by taking timely corrective actions based on above data.
Deliberations:
1. Concept of Remote Diagnostic System (RDS):
With the advancement in the technology and spread of internet any digital data can be sent anywhere
over the communication network in almost no time. In three phase locomotive all the process data and failure
logs are in digital form. Therefore, the loco data can be transferred through electronic media. RDS publishes
the loco process data and DDS on the web server. RDS monitor the fleet wide loco status remotely over the
web in real time. The system access various loco parameters in real-time and event data in the locomotives
using suitable interface and transfer the data to a remote server using GSM/CDMA public network. A web
application access all these stored data over web and display in defined formats.
2. Basic Details of RDS:
The Remote Diagnostic system collects the status of the locomotive (MVB variables); faults developed
in a running locomotive and transmit to the base station server (Remote Server) in real time on a wireless
network along with the location of the loco. The equipment is MVB based which gets connected to the
WAP5/ WAP7/ WAG9/9H class of locomotives running in Indian Railways. There is an associated roof
mounted unit which houses multiple network interfacing devices (both GSM & CDMA each) and a GPS
receiver.
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3. Initial development:
As a pilot project RDS was introduced in year 2008 for 40 nos. of three phase locomotives by CLW.
M/s Advance Rail Control/Bangalore had supplied these RDS systems against work order No. C-
D&D/02/06/2006-2007 Feb 1, 2008 as per CLW specification No. CLW/ES/3/0489/Rev.01.
4. Advantages of RDS:
Failure log within the locomotive is uploaded to a base server database and with the search and
query option makes statistical failure analysis on the entire fleet globally. A GPS assisted system provides
real-time tracking on an interactive map. The data reaches a base server from where accessibility is given
through the Internet for the users with an authentication method (username/password). Real-time diagnostics
of a running locomotive from a remote location like loco shed, Providing online helps for trouble shooting
Monitoring various trends like wheel wear, energy consumption, kilometers traveled, temperatures, pressures
etc.
5. Performance
Performance of these systems as reported by various Railways is generally satisfactory, however,
LGD had suggested some modifications/improvements to CLW.
6. Existing RSP Provisions
1. Pink Book Item no. 253 of 2016-17 for 50 locomotives
2. Pink Book Item no. 287 of 2016-17 for 100 locomotives
7. Railway Board’s Instructions
Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had given following
instructions related to provision of Remote monitoring in 3 Phase locomotives:
i. CLW should be nodal agency for developing specification, performance evaluation and approval
of vendors for this item.
ii. CLW to prepare generic specification and thereafter call Expression of Interest (EOI) for
development of Remote Diagnostic System for 3 phase locomotives.
iii. Performance evaluation of Remote Diagnostic System (RDS) supplied by M/s ARC and
provided on trial basis in 40 nos. 3 phase locos should be carried out and based on the
experience so far including feedback from Zonal Railways, generic specification should be
framed.
8. Remote Monitoring for Conventional Locomotives:
8.1 RDSO has made Functional Requirement Specification (FRS) no. RDSO/EL/4.2.15/FRS/ REMAN-
EL, Rev, 0‟, dated 18.01.2013 for Remote Monitoring and Analysis for Electric Locomotive
(REMAN_EL).
8.2 Railway Board vide letter no. 2013/Elect(TRS)/441/1 Dated 25.03.2013 has sanctioned procurement
of 200 sets of REMAN_EL with distribution details given below:
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Railways Shed No. of locos proposed to be fitted with
REMAN_EL
SCR BZA 50
NR LDH 75
ECoR ANGL 50
SER BNDM 25
8.3 All Railways has been advised for the implementation plan given by Railway Board vide letter no.
EL/4.2.15 Dated 08.04.2013 &09.07.2013. Implementation review meeting for REMAN_EL was
held at RDSO on 08.07.2015 and minutes of meeting had been issued vide letter no. EL/4.2.15/Gen
dated 14.07.2015.
8.4 Procurement action for REMAN_EL has to be initiated by concerned Railways.
8.5 Functionality of REMAN_EL has been incorporated in Microprocessor based Control and fault
diagnostic System (MPCS) version-3.
8.6 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 25.03.20113 and 28.09.2015 had
instructed that all new procurement of MPCS by Railways/CLW shall be done with RDSO‟s revised
specification no. ELRS/SPEC/MPC-FDS/0001 Rev. „3‟
8.7 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had given following
instructions related to provision of Remote monitoring in conventional locomotives:
i. Performance of Remote Monitoring & Analysis for Electric Locos (REMAN_EL) i.e. up-
gradation of tap changer locos fitted with MPCS version „2‟ to include remote monitoring
feature, should be collected from Railways, based on which decision for its further
proliferation can only be taken. RDSO should be the nodal agency for developing
specification, testing performance evaluation and approval of agencies for carrying out this
work of up gradation.
ii. MPCS versrion-3 has been fitted in few locos so far. Its performance need to be closely
monitored by RDSO and all pending issues needs to be resolved in time bound manner.
iii. Railway Board‟s policy issued vide letter No. 2013/Elect(TRS)/441/1, dated 25.03.2013 and
circulated by RDSO vide letter no. EL/4.2.15 dated 08.04.13 should be followed wherein at
item no. (iii) It is clearly mentioned that all the new procurement of MPCS by Railway/CLW
shall be done with RDSO‟s revised specification no. ELRS/SPEC/MPC-FDS/0001Rev.‟3‟.
8.8 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had also given following
instructions related to web portal, “Infrastructural requirement for hosting and maintaining of the IR
web portal for conventional locos and 3-Phase locos should be assessed jointly by RDSO & CLW and
details should be provided to CRIS for incorporating the same in detailed estimates of ongoing
SLAM project”.
All the members agreed with the need for the provision of remote diagnostic system in electric
locomotive. This should be provided in three phase as well as conventional locomotives for effective
monitoring of the loco operation.
Recommendations:
CLW and Zonal Railways should procure RDS for three phase and conventional locomotives
respectively as per the sanctioned RSP provision mentioned in Para 6 and 8.2 of this subject. After
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development of RDS for electric locomotives, the same may be provided in all the locomotives on regular
basis by CLW and Zonal Railways.
Railway Board’s decision:
(i) CLW & Zonal railways may procure RDS for three phase and conventional locomotives
respectively as per the sanctioned RSP provisions.
(ii) RDSO may take performance feedback from Zonal Railways, based on which decision for its
further proliferation can be taken as advised vide Board letter No. 2013/Elect(TRS)/441/1 dated
28.09.2015.
Page 8 of 59
New Item
Item No. : 385
Subject : Automatic Switched Neutral Section.
Group : RE
Proposed by : Railway Board
Deliberations:
A presentation was made by M/s Arthur flurry Ltd., Switzerland on 10.05.2016 in Railway board
regarding the newly developed Semi-Conductor based Switched Neutral Section.
It was decided that one number Semiconductor Switched Neutral Section shall be installed on
experimental basis on Indian Railways free of cost by M/s Arthur flurry Ltd. and its performance will be
monitored by a committee consisting of EDTI/Co-Ord/RDSO, Dir/OHE/D and Dir/3ф/RDSO.
Matter of expediting the trial was discussed with the Indian Agent of M/s Arthur flurry. It was
informed that M/s Arthur flurry have installed a switched Neutral Sections in DMRC. Based on the
experience gained at DMRC, M/s Arthur flurry are making some design changes and probable date of
installation/trial on Indian Railway will be advised by them after the design modifications are carried out.
This item was proposed for the ESC meeting keeping in view the fact that 35 Electric Locomotives
have already been provided with HOG facility and the Hotel load is being fed through the locomotive. At
neutral section, due to tripping of the DJ, power supply for the A.C. equipment also gets affected. This was
leading to discomfort to the passengers and hence it was proposed to try out the automatic switched neutral
section assembly.
The latest position about the ASNS assembly is that one number has been provided in DMRC.
Certain problems were encountered there and based on the experience gained in DMRC, the design is being
updated. After design modification, trials will again be conducted in Oct, 2016 in DMRC.
After successful trial on DMRC, one number ASNS assembly will also be provided on IR by M/s
Arthur Flurry on trial basis at their cost. The location for trial was decided as Main line section in Vadodara
Division of Western Railway.
In the meanwhile, certain modifications have been carried out in the rakes running with HOG
locomotives and the blower continuous to feed the air in the coaches even during passage through the
neutral section and hence the discomfort to the passengers is avoided.
Recommendations:
One ASNS assembly to be provided on trial basis free of cost by M/s Arther Flurry on main line
section in Vadodara Division of Western Railway.
Railway Board’s decision:
Accepted. In addition other manufacturer should also be approached by RDSO for similar
development. Also, to handle the issues in HOG rakes, meanwhile, certain modifications should be carried
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out in the rakes running with HOG locomotives, at least to ensure that blower continue to work even during
the period when the DJ is put off during passing the neutral section.
Page 10 of 59
New Item
Item No. : 386
Subject : Up-gradation of OHE for 200 kmph along with enhanced
capacity including-
(i) Provision of spring ATD.
(ii) Development of forged OHE fitting.
(iii) Rehabilitation of old OHE.
Group : EEM
Proposed by : Railway Board& SECR
RDSO Ref. : TI/OHE/HS/10 dated 10.06.2016
Deliberations:
As per the directives of Railway Board, the feasibility study for speeding up the passengers trains to
160-200kmph on existing New Delhi-Mumbai Route was conducted by M/s Japan International Consultants
for Transportation (JICA). The report was submitted to Railway Board and a copy was sent to RDSO vide
Board‟s letter No. 2001/RE/170/1/Pt.I dated 28.05.2013. The report deliberated with the maximum speed of
190 kmph.
Railway Board approved the project on “Up-gradation of OHE Design to 160-200 kmph” under the
common Interest project of International Union of Railways (UIC). Feasibility study was carried out for
Delhi-Kolkata line by consultant D2 Engineering Co. Limited, Korea assigned by UIC, Asia. A Report on
“Up-gradation of OHE Design to 160-200kmph” has been submitted by UIC vide their e-mail dated
01.10.2015.
Railway Board issued Guidelines for running trains at 160 kmph and upto200kmph vide letter no.
2001/Elect(G)/170/1 dated 17.09.2014. A committee consisting of EDTI/Co-Ord/RDSO, CEDE/WR and
CEDE/NCR was nominated by DG/RDSO in reference to ML‟s DO No. 2003/RE/161/1/Vol. III/Pt dated
28.04.2016. The committee prepared the report and submitted to Railway Board vide letter No.
TI/OHE/HS/10 dated 10.06.2016.
The report consolidated the recommendations of both the above reports and Railway Board‟s
guidelines issued on the subject and prepared the various inputs required for running of trains upto 200
kmph. Consolidated recommendations are summarized below:
(i) Type of Overhead Equipment: The OHE Shall be Swiveling type Cantilever Assembly with
1200/1200 kgf tension in each conductor regulated automatically with higher tension three pulley
ATD.
(ii) Contact Wire: 150 Sq. m Silver Bearing Copper Contact wire in order to reduce the resistivity,
increase the current carrying capacity, higher thermal capability, and reduced voltage drop etc.
(iii) Catenary Wire: Cadmium Copper Catenary of size 65 Sq. mm.
(iv) Encumbrance: Normal Encumbrance 1400mm. Reduced encumbrance may be adopted under
Overline structure.
(v) Span Length: Maximum Span length of 63 meter for Tangent Track. The difference between two
adjacent span length should not be more than 13.5 metres.
(vi) Cantilever Assembly: The light weight Modular Cantilever assembly with bent steady arm may be
used on trial basis.
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(vii) Pre-sag: 0.8 mm/metre presag in contact wire.
(viii) Gradient of Contact wire: 2mm/metre and Relative gradient 1mm/metre as per European
Standard EN 50119-2009.
(ix) Stagger: 150 mm on tangent track and 250 mm on Curved track.
(x) Dropper: „A‟ dropper shall be current carrying Droppers. The minimum dropper length is 200
mm.
(xi) Section Insulator: Light weight PTFE type Section Insulators on main lines.
(xii) Neutral Section: Short Neutral Section Assembly shall be provided at the feeding overlap and
at Neutral Section.
(xiii) Overlapping spans: Three Span Overlap to be replaced with four Span Overlap for smooth
changeover from one OHE to another OHE.
(xiv) Structure Plates: Retro-Reflective Structure number plates, at each OHE structure shall be
provided.
(xv) Warning Boards: Two nos. warning post shall be fixed at 700metres and 400 metres ahead of
neutral section/feeding overlap.
(xvi) Pre-stretching of wires: Catenary and contact wire should be 50% pre-stretched when installed
or renewed to reduce creep.
(xvii) Guy Rod: It is recommended to replace the existing Guy Rod of 25φ with 28φ in view of higher
tension in Catenary & Contact wire.
(xviii) Crossed type OHE: Crossed type OHE and rigid droppers shall not be provided on main lines.
These should be replaced with overlap type.
(xix) Power Supply System: 2X 25 kV.
(xx) Interval between Feeding Points: 50-55 km.
(xxi) Maintenance: 8-wheeler Tower Car with measuring and recording instruments as per RDSO
Specification No. TI/SPC/OHE/MRI/0140 (8/2014) and OHE recording Car as per Specification
No. TI/Spec/OHE/Netra/0140.
The committee also submitted following recommendation. As 2x25kV system will be needed for
semi-high speed train operation at 200 kmph, and no source for the equipment used for construction of 2x25
kV system is available indigenously, as a policy, Indian Railway may start electrifying at least 1 or 2 work of
about 100 RKM on 2x25 kV system per year. This will enable Indian Railway to develop sources of material
required for 2x25 kV system and will go a long way at the time of going in for higher train speeds of 200
kmph.
Provision of spring ATD:
Railway Board vide their letter No. 2014/RE/161/19/Vol-I (FTS-14644) dated 31.12.2015 accepted
the joint recommendation of ED/TI/Co-ord/RDSO, CEE/CR and CEE/WR submitted vide RDSO‟s note No.
TI/OHE/Spring ATD dated 29.12.2015 to finalize the specification for spring ATD and to develop sources
for the same. Specification for spring type ATD has been prepared and sent to Railway Board vide RDSO‟s
letter No. TI/OHE/Spring ATD dated 01.02.2016.
Railway Board vide their letter No. 2014/RE/161/19/Vol-I/FTS-144644 dated 06.07.2016 raised
queries regarding ambient temperature, suitability of grease, mounting arrangement and whether the
specification is generic in nature or suitable for particular hilly section only. These queries have been replied
vide RDSO‟s letter No. TI/OHE/Spring ATD/01 dated 20.07.2016. Also process for incorporating changes
in the specification to provide for mounting arrangement has been initiated.
Expression of interest has been published in June, 16 for development of sources.
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Development of forged OHE fitting:
During the past, there were frequent failures of Malleable Cast Iron (MCI) OHE fittings. In order to
improve the reliability of OHE, CORE and RDSO finalized the specification and drawings to convert the
MCI fittings into forged fittings during the period from 1989 to 2010. More than 3 sources for 29 such
fittings were developed by CORE and RDSO.
All the Railways were advised to shift from the MCI fittings and to use only the above forged
fittings from 01.04.2013 for all new electrification works and also for all replacement/renovation work to
achieve higher reliability of Overhead Equipment.
Rehabilitation of old OHE:
SECR’s Note:
In SECR, Jharsuguda-Durgsection was electrified in the year1969-70 and have completed life of
about 46 years. OHE components have become old and requires replacement. This section lies in the High
Density route (HDN-2) as indentified by RDSO and carries heavy goods and passenger traffic. The
maintenance of these sections becoming difficult due to non-availability of sufficient power blocks. Failure
of OHE parting and fitting failures occurs in regular interval which adversely affects the traffic movement.
Due to increase in loading targets, operation of goods trains is increasing day by day thereby
increasing the load on OHE. Contact and catenary wire being old, gets failed on overload.
As a short term measure, it has been planned to run a separate feeder line along the OHE to make
parallel path for current and thereby increased current carrying capacity of OHE.
As per Para no. 20330 of ACTM Vol-II, Part-I, „Depending upon the conditions of the fittings,
rehabilitation of the OHE may be undertaken after a period of 20 years.”
Thus, it is proposed that a methodology should be developed for bulk replacement of old OHE assets
over such busy routes.
Conclusion of above deliberations:
As mentioned in proposing Railway‟s note, frequent and regular failures are taking place. In such a
scenario, replacement of the OHE components has to be planned and blocks will need to be arranged.
Reports on design of OHE fit for 160 kmph and fit for 200 kmph have already been prepared by RDSO and
sent to Railway Board.
Gatimaan Express running on Delhi-Agra section is still getting hit marks on pantograph. It was
decided that to reduce these hit marks, pre-sag needs to be changed by NR and NCR over this section. The
various requirements for running the trains at 160 kmph & at 200 kmph were deliberated and following
course of action was considered :-
(i) NR and NCR to reduce the pre-sag and increase tension in Delhi-Agra section within next 1 to 2
months‟ time and observe the effect of these changes on the hit marks on pantograph.
(ii) For all new works, doubling, tripling etc works, the new OHE should be installed fit for 200 kmph
speed.
(iii) The existing Delhi-Bombay and Delhi-Howrah routed should have capacity augmentation to make
the OHE fit for 160 kmph.
Page 13 of 59
(iv) Wind tunnel test should be conducted by ED/SE/Co-Ord/RDSO on the pantograph to check the
effect of high wind pressures on its lateral movement.
As regards spring ATD, specification has been prepared by RDSO and sent to Railway Board. As
per Railway Board‟s advice, specification is being modified to include mounting arrangement of spring ATD
inside tunnels. The process for modification of the specification is expected to take about 2 months –
uploading for 1 month in the first phase and thereafter 2nd uploading for 15 days. It was discussed that as
this is a new item being developed and the specification has already been finalized by the way of uploading
on RDSO web-site, for changes to incorporate the mounting arrangement, the entire process of uploading on
web-site etc. can be dispensed with. TI Directorate to initiate a proposal for taking approval of DG/RDSO or
MTR/Railway Board for relaxing the uploading process and finalize the specification early.
As regards MCI/forged fittings, it was deliberated that the forged fittings are better from reliability
point of view and hence the MCI fittings, where 3 or more sources for forged fittings have been developed,
should be removed from the approved list of sources by both CORE and RDSO. All the Railways to confirm
that they have now revised their tender papers to procure only the forged fittings for these 29 items.
As regards rehabilitation of old OHE, both short term measures of running a separate feeder line and
also to upgrade the OHE for 160 kmph should be initiated by SECR.
Recommendations:
(i) NC and NCR to reduce the pre-sag and increase the tension in Delhi – Agra section where
Gatimaan is running in next 1 to 2 months‟ time.
(ii) ED/EM/Railway Board to issue instructions for adoption of OHE fit for 200 kmph in all new
Electrification works, doubling, tripling etc.
(iii) The existing Delhi-Bombay and Delhi-Howrah routes should have capacity augmentation to
make the OHE fit for 160 kmph.
(iv) Wind tunnel test should be conducted by ED/SE/Co-Ord/RDSO on pantograph.
(v) TI directorate to take relaxation for the RDSO‟s process and finalise the specification of spring
type ATD early.
(vi) 29 MCI fittings for which forged fitting have been developed and more than 3 sources are
available should be removed from the list of approved sources by RDSO & CORE.
(vii) All the Railways to confirm that they have revised their tender papers to procure only forged
fitting for these 29 items.
Railway Board’s decision:
Accepted except for (ii).It is recommended that Railway Board shall issue instructions for adoption
of OHE fit for 160/200 kmph in all new Electrification works, doubling, tripling etc.
Page 14 of 59
New Item
Item No. : 387
Subject : Condition monitoring of OHE and development of instrumented
tower wagon for condition monitoring.
Group : EEM
Proposed by : Railway Board& NR
Note of proposing Railway:
As availability of blocks is getting lesser by the day, it would be prudent touse condition monitoring
instruments. Providing condition monitoring sensors and transducers on a tower wagon would be a cost
effective solution. These can be used for measuring various OHE parameters like height, stagger,
implantation etc. and data can be further analyzed.
On the basis of the specification developed by RDSO, Railway Board has floated a tender for DETC
with Measuring and Recording Instrument (MRI) - 29 No. Pre-bid queries have been replied to Railway
Board and the expected date of opening of the tender in Railway Board is 12.9.16. This will take care of the
concerns of NR.
Deliberations:
At present, real time condition monitoring is used in following areas of OHE:
(1) On line video recording system for current collection system of OHE (OLIVER-G).
(2) Thermal imaging of OHE is being done by Thermal Camera.
Further, in order to assess the condition of OHE, specification for measuring and Recording
Instruments (MRI) has been finalized by RDSO and specification No. TI/SPC/OHE/MRI/0140 has been
issued.
Railway Board is in the process of procuring 29 Nos. of 8-wheeler Tower Wagons fitted with MRI
for condition monitoring of OHE.
Further specification for OHE recording car (NETRA-II) has been finalized (Specification No.
TI/SPEC/OHE/NETRA/0140) and one number is under procurement by Railway Board.
A similar item was also deliberated as item No. 370 during the last ESC. It was deliberated that
RDSO had already summarized the various predictive maintenance/condition based monitoring techniques
vide its letter No. TI/GEN/Railway Board dated 06.04.2015. Though, most of the items listed in this letter do
not use real time online condition monitoring, but these are some of the activities where condition
monitoring is being used on Indian Railway. It was decided that Energy management Directorate of Railway
board will circulate the various condition monitoring techniques submitted by RDSO to all the Railways.
It was also discussed during the 60th
ESC, that not much real time online monitoring techniques are
available internationally also. It was decided that all the Railways will forward any real time online condition
monitoring system, if they come across the same to RDSO. No such details of condition monitoring
Page 15 of 59
techniques have been forwarded by the Railways to RDSO as yet, confirming the status deliberated upon
during the 60th
ESC. This item was also discussed in the last ESC (Item No. 370). It was deliberated that not
much on-line monitoring techniques are available world over. Railways/RDSO were asked to be on lookout
for such equipment, but no such condition monitoring technique has come to notice of RDSO or even to any
Railway. It was deliberated that some small laser based device is available for measurement of implantation.
Same should be examined by RDSO and standardized for procurement by all the OHE depots.
In order to address the problem of hitting masts on the pantograph of Gatimaan Express, high speed
video camera mapping should be tried out in NR/NCR.
Recommendations:
(i) Railways to be on lookout for condition monitoring technique and send the details to RDSO, if
they come across any such technique.
(ii) RDSO to examine small laser based hand held device for measurement of implantation and
standardize the same for procurement by all the OHE depots.
(iii) High speed video mapping in NR/NCR region should be tried out.
Railway Board’s decision:
Accepted. In addition, IIT/Chennai 2-3 years back made a presentation regarding stagger
measurement. Details of the same may also be obtained from Southern Railway and be examined by RDSO.
Page 16 of 59
New Item
Item No : 388
Subject : Development of 9000 HP Electric loco for Passenger services.
Group : ELECT (TRS)
Proposed By : RDSO
CLW’s Note:
At present, WAG-9H locomotive is having 6000 hp with 510 kN starting Tractive Effort. The ratio
of loco horse power to trailing load is near to unity, which needs to be increased to 1.5 or 2 for better haulage
of heavier trains on ruling gradients in the proposed corridor of Western DFCC. Therefore, it is suggested
that the existing WAG-9H locomotive may be upgraded to 9000 HP duly keeping the same design of shell
structure, axle load, starting capabilities. The locomotive will be able to have better acceleration reserve to
attain higher speed. The vital and important equipment like traction transformer, traction converter and
traction motor may be suitably redesigned for upgraded performance with the association of RDSO and
industry partners.
Deliberations:
As far as freight locomotive of 9000 HP is concerned, Railway Board vide letter no.
2015/Elect(TRS)/440/4 Pt dated 12.07.2016 advised to examine the feasibility of up-gradation of WAG9
locomotive from 6000 HP to 9000 HP to run freight train at 100 kmph in order to improve the line capacity
on high density routes.
However, Indian Railways are running Rajdhani & Shatabdi express trains upto150 kmph. LHB
coaches with 200 kmph are under process of development. Moreover, TALGO coaches are also under trial
for high speed. Therefore, there is an urgent need to develop a locomotive of 200 kmph to 250 kmph
potential to cater for such requirement. In order to increase the speed potential of trains equipped with such
coaches to the maximum speed upto 200 kmph, Indian Railways require an IGBT based three phase Electric
locomotive, which shall be able to start and haul Rajdhani/Shatabdi express trains comprising 24/26 number
LHB coaches, in maximum speed range 200 to 250 kmph.
This proposed locomotives of 1676 mm gauge, 7000 kW IGBT based 3-phase drive electric
locomotives shall be suitable for speed range of 200 to 250 kmph with aerodynamically designed cab profile
to reduce air resistance, to haul 24/26 LHB coaches for Rajdhani/Shatabdi express trains of Indian Railways.
WAP7 loco has the potential of 140 kmph only. However for running passenger trains with high
speed, i.e., 160 kmph, RDSO has finalized the plan for running WAP5 in MU with single pantograph.
However, WAP5 MU has no provision for hotel load converter at present. Specification for Hotel load
converter is finalized now. Developmental tender is under process by CLW. Moreover, present design of
locomotive shell is also not aerodynamically designed for high speed, since drag coefficient is about 0.88 as
compared to the requirement of 0.15 to 0.20 for high speed operation.
Therefore, there is a need for a high speed & high HP aerodynamically designed electric passenger
service locomotive fitted with Hotel load converter to run the train with 24/26 coaches in the speed range of
200 to 250 kmph.
Page 17 of 59
In view of the IR‟s initiatives for development of high speed coaches, there is urgent need for high
speed, high horse power electric locomotives.
Recommendations:
RDSO may prepare suitable specification for high speed locos and Railway Board may sanction a
suitable project for development of high speed, high horse power passenger service electric locomotives.
Railway Board’s decision:
(i) RDSO may prepare suitable specification for up-gradation of WAG9 locomotive from 6000 HP
to 9000 HP to run freight train at 100 kmph with higher balancing speed vis-a-vis 6000 HP
WAG9 loco and its passenger variant to run passenger train at 160 kmph (Gatimaan) with 16 to
18 coaches against 12 coaches being hauled by WAP5 loco at present.CLW to float Expression
of Interest (EOI) to explore the possibility of this upgrade in association with RDSO and global
locomotive manufacturer.
(ii) RDSO to prepare specifications for development of a new high speed, high horse power
passenger locomotives suitable for 200 kmph to run the latest design of LHB coaches fit for
200 kmph. EOI may be floated by RDSO to firm up specifications/design.
Salient Features of proposed locomotive Locomotive Power - 7000 kW (9524 HP)
Maximum Speed potential - 200 kmph (at level track)
- 159 kmph (at 1:200 grade)
- 183 kmph (at 1:500 grade)
Axle load - 21 tonnes + 2%
No. of axles - 6
Weight - 126 tonnes+ 1%
Total Load - 1225 Tones (20 LHB coaches + 2 Hot buffet car + 2 power cars)
Electrics - IGBT based three phase propulsion system
Hotel Load - 2X500 kVA (Two units of 500 kVA per locomotive) at power factor
not less than 0.8. Composite Power converter - Traction Converter with Hotel Load converter.
Main Transformer - Main Transformer with Two separate Hotel load winding.
Traction Motor - Fully suspended three phase traction motor.
Bogie - CO-CO/BO-BO-BO.
Page 18 of 59
New Item
Item No : 389
Subject : Approved vendor list for IGBT equipment of three phase loco.
Group : ELECT (TRS)
Proposed By : SER
Note of proposing Railway:
At present there is no approved vendor list for Power Converter, Auxiliary Converter and complete
Propulsion System having IGBT technology. A sizable number of IGBT equipment have gone in service and
therefore, a need is felt to have an approved vendor list for the same.
RDSO’s Note:
As per Railway Board‟s letter no 97/Elect(TRS)/113/4 Pt II dated 15.03.2011 the responsibility to
develop and maintain Traction & Auxiliary converter vendors with CLW.
For complete propulsion with IGBT technology, there is no guideline available about the agency
(CLW or RDSO) to maintain approved vendor list.
Deliberations:
This could not be discussed in view of recommendation of Shridharan committee report. This will be
discussed and decided separately.
Railway Board’s decision:
Accepted.
Page 19 of 59
New Item
Item No : 390
Subject : Defining activities for outsourcing of AC/TL/EMU/MEMU.
Group : ELECT (G)
Proposed By : SER
Note of proposing Railway:
Every year a large number of new trains are being introduced in passenger services. But for maintenance
of rakes, creation of posts is very difficult as very less amount is available in divisional vacancy bank as well as
headquarters vacancy bank of Electrical department. Other departments are not agreeing for giving the money
value available in their respective vacancy banks.
This Railway is running with huge shortage of sanctioned post on date in comparison to requirement.
Therefore, outsourcing of many activities is required for maintenance of passenger carrying vehicles in proper and
safe condition.
Therefore, it is being proposed to define outsourcing of AC/TL & power maintenance activities as has
been done for TRD.
Deliberations:
A committee comprising ED/PS&EMU, CESE/ER, CESE/CR & CESE/NR has been nominated by
Railway Board to review reliability, maintenance practices and suggest corrective measures for 25 kVA inverter,
RMPU, ERRU and DA sets for Power Car vide Railway Board letter No. 2009/Elect(G)/138/I dated 14.06.2016.
Railway Board has nominated a committee comprising ED(PS&EMU)/RDSO, CELE/ECR (Convenor)
and CEE/RS/C.R. for recommending the norms of manpower and maintenance of EMUs/MEMUs with
limitation to homing capacities of the car sheds . The committee has collected the data and suggestions from the
Railways. The detailed analysis of the data received and several issues highlighted by various Railways are being
deliberated upon. The report of the committee will be submitted to Railway Board by 15th October 2016.
Recommendations:
1. The committee comprising ED/PS&EMU, CESE/ER, CESE/CR & CESE/NR to review reliability,
maintenance practices and suggest corrective measures for 25 kVA inverter, RMPU, ERRU and DA
sets for Power Car shall submit the report to Railway Board by 31.10.2016 covering all the aspects.
2. The committee comprising ED(PS&EMU)/RDSO, CELE/ECR (Convenor) and CEE/RS/CR for
recommending the norms of manpower and maintenance of EMUs/MEMUs with limitation to
homing capacities of the car sheds shall submit the report to Railway Board by 15.10.2016.
3. Railway Board will examine the report for issuing further instructions to Zonal Railways and PUs.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 20 of 59
New Item
Item No : 391
Subject : UES for EMU & MEMU for POH Workshop.
Group : ELECT (G)
Proposed By : SER
Note of proposing Railway:
At present there is no Yard stick of Unit Exchange Spare (UES) for EMU & MEMU POH
Workshop. Railway Board has issued letter no. 98/Elect(G)/181/8/Capital spares dated 20.06.2007 for
maintenance shed only. RDSO vide Technical circular No. RDSO/PE/TC/ EMU/001-2007(Rev-0)
mentioned yardstick of UES for AC EMU & MEMU stock for maintenance sheds & Workshops for
undertaking POH of AC EMU & MEMU stock at Para 1.0 but at Para 2.0 it says that this yardstick for
maintenance shed only and not for workshop. This is contradictory & needs clarification. In this regard two
letters were written to Railway Board from this Railway i.e. Letter No. EL/RSP/Policy/Circular Dated
28.03.2016 & 16.05.2016.
It is experienced that POH Workshop requires minimum 5% of UES for POH of EMU/MEMU to
liquidate the out turn target fixed by Railway Board. A specific stock in workshop needed for unit
replacement to result in less consumption of maintenance down time. As there is no clear guideline for
keeping UES at Workshop, cycle time is affecting. Therefore policy guideline of UES for Workshop may be
discussed in 61st ESC meeting.
Deliberations:
The technical circular No. RDSO/PE/TC/EMU/0001-2007 Rev. 0 for the Yardstick of Unit exchange
spares for EMUs/MEMUs was issued by RDSO for both workshops and sheds. It is further clarified that the
yardstick for UES is applicable to the workshops also for the works carried out for POH in EMUs and
MEMUs.
All the Railways have also been advised accordingly.
Recommendations:
After the discussion, it has been decided to close this item as all the Railways have already been
advised for the UES for EMU & MEMU car sheds and Workshops.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 21 of 59
New Item
Item No. : 392
Subject : Enhancement of capacities of RMPUs, Inverters & other AC
equipments of SG AC coaches.
Group : ELECT (G)
Proposed by : SR
Note of proposing Railway:
In SG Roof Mounted AC coaches, 02 Nos. of 25 kVA under-slung inverters are provided, each
feeding one RMPU during normal condition. In case of failure of any one inverter, the other inverter is used
to feed one compressor of the other RMPU. However, the performance is not satisfactory at all conditions.
In this regard, the following aspects are brought out.
i. Though the inverters are conforming to RDSO specification, their capacity is not adequate to
take the load of third compressor continuously at all weather conditions.
ii. Even when continuous working of the third compressor is possible, the temperature inside the
coach could not be maintained within acceptable levels during summer day runs.
iii. Further, while analyzing the RMPU failures during the summer, it is observed that, the heat
transfer of the condenser units is not sufficient when the ambient temperature goes beyond 45
deg C. It is leading to higher temperature in the system and tripping of overload protection in
addition to reduction in AC system performance to a significant extent of upto 30%.
Southern Railway has already advised the issue to RDSO vide letter no. E.5/III/Inverter dated
18.06.2014. Therefore, it is necessary to review the design aspects of Inverters and RMPUs to obtain the
required performance even during high ambient temperature up to 500 C & to take care of failure of
equipments on line.
It is suggested to redesign the AC coach equipments for higher capacities & to have
redundancy for major equipments to avoid complaints enroute.
Deliberations:
Existing RMPUs of LHB and Self Generating (SG) coaches of cooling capacity of 7 ton are
designed for 500o C ambient temperatures. However, due to degradation of condenser coils on account of
chocking of fins etc., the cooling capacity of RMPU gets affected. In this regard, Zonal Railways are advised
to implement the SMIs issued by RDSO from time to time.
Further, as per decision of 60th ESC, RDSO has developed the specification for 8 ton RMPU for
LHB AC coaches. The specification for 8 ton RMPU for SGAC coaches is under progress.
Page 22 of 59
During 60th ESC, it was also decided that RDSO shall examine provision of existing 25 kW
Alternator with modifications in ERRUs and existing 25 kVA inverter with capacitor bank for use with 8
Ton RMPU.
The issue for use of 8 Ton RMPU in SG AC coach with 25 kW Alternator with the proposed
modified ERRU to deliver 30 kW power and the existing 25kVA inverter with capacitor bank has been
examined by RDSO and vide letter No. EL/7.1.38/2/Conv. dated 26th July 2016, Railway Board have been
requested to issue suitable directives for development of 30 kW controller suitable for the existing 25 kW
Alternator to deliver 30 kW power as a cost effective solution for higher power requirement in coaches to be
fitted with 8 Ton RMPUs along with 25 kVA inverters for the time being and with 32.5 kVA inverter after
its development.
Recommendations:
1. RDSO shall expedite the development of specification for 8 ton RMPU for SGAC coaches.
2. A proposal to generate 30 kW power from the existing 25 kW Alternator with modified ERRU has
already been sent to Railway Board for further instructions.
3. The specification of 32.5 kVA Inverter has already been issued by RDSO. The development of
vendor may be expedited by RDSO.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 23 of 59
New Item
Item No. : 393
Subject : Standardization and inter-changeability of components in
conventional AC and TL coaches.
Group : ELECT (G)
Proposed by : SR & NR
Note of proposing Railway:
SR’s Note:
Various makes of RMPU AC plants are in service. Even though similar type of parts exist in all
makes, part of one make does not match with the same part of other make due to difference in dimension,
fixing arrangements etc. This necessitates stocking of spare parts of all makes resulting in huge inventory. It
is suggested that the following parts are standardized and made interchangeable with any make to achieve
better availability, reduction in maintenance time, easy procurement, less inventory etc.
i. Return Air Filters
ii. Filter Access doors for conventional RMPU
iii. Condenser fan housing
iv. Blower housing
v. Vane relay
vi. Air heater
vii. Return air/ fresh air canvass duct frame
viii. Accumulator
ix. Capillary
The Magnetic Amplifiers used in the different makes of RRUs are not interchangeable. Their
dimensions, connections and technical parameters are different. In case replacement required, this
necessitates procurement of magnetic amplifiers of all makes from the OEMs on PAC. There is poor/short
supply by some makes and this causes delay in repairing of RRUs.
Hence, it is suggested that Magnetic amplifiers used in 4.5 kW & 25 kW RRUs may be standardized
so as to make it interchangeable for all makes. This will ensure availability, faster repairing, less inventory
etc.
Standardization of Light fittings, Night light fittings & Berth light fittings in coaches:
Presently, different types of lights fittings, night light fittings and berth light fittings are provided in
coaches manufactured by ICF & RCF. The above types of fittings get changed from batch to batch from the
PUs for improvement. But, the fixing dimensions, openings etc. also get changed whenever models of
fittings get changed and it makes very much difficult for the maintenance depots and POH Workshops
during replacement of the above fittings as stock of all models/types of fittings are to be maintained. This
will increase the inventory as well.
Another important issue is that many of the manufacturers of the above mentioned light fittings are
not ready to supply fittings/ spares to the requirement of Shops/Depots since the ordered quantity is small
Page 24 of 59
when compared to quantity ordered by PUs. Hence, it is suggested that whenever fitting design is changed, it
should be ensured that the fixing arrangement, dimensions, cut-out size may be maintained as same. All the
light fittings may be made interchangeable with the existing opening and fixing arrangements provided in the
coaches.
NR’s Note:
To avoid heavy inventory of cooling coils, condenser coils in different makes of RMPUs & CIPs in
ERRUs, standardization is required to ensure interchangeability of cooling coils, condenser coils in different
makes of RMPUs & mounting arrangement/CIPs of different makes of ERRUs.
Deliberations:
a) This agenda item has already been discussed in 27
th MSG. RDSO has already standardized the
access door, Vane relay, fixing arrangement of blower assembly of SGAC RMPUs. For LHB RMPU
all the filters have been standardized.
b) The issue will be examined.
c) RDSO has already issued revised specification No. RDSO/PE/SPEC/TL/0091-2016(Rev-1) for LED
luminaires for passenger coaches in which the standardization of light fittings have been taken care
of.
d) SCR informed that though RDSO has achieved interchangeability of AC motors of RMPU, however,
the AC motors fitted in RMPU of AC coaches are not interchangeable.
Recommendations:
1. RDSO has already standardized the AC motors of RMPU of LHB and SGAC coaches. However
RDSO should also explore the possibility of interchangeability of Condenser coils of various makes
of RMPU.
2. Zonal Railways and PUs shall expedite the fitment of LED lights as per RDSO specification in all
passenger coaches.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 25 of 59
New Item
Item No. : 394
Subject : Mechanization of new RE works and OHE replacement in
Railways.
Group : RE & EEM
Proposed by : NR
Note of proposing Railway:
There is a need for mechanized replacement of catenary and contact wires due to regular wear and
aging or inherent defects like brazed joint contact wire.
Deliberations:
On the basis of a specification developed by RDSO, Railway Board has floated a tender for Self
propelled Multi-Utility Vehicle (SPMUV) for 04 numbers. The responses to the pre-bid queries for the same
are being advised to Railway Board. The vehicle shall be able to haul the stringing vehicle, so that the mast
erection and wiring of contact and catenary are mechanized.
Tender for procurement of self propelled wiring train has been opened in Railway Board and has
been sent to RDSO for technical scrutiny. The same should be expedited.
Report on introduction of new Technology for Pre-cast foundation on OHE prepared by RDSO has
been accepted by Railway Board. CORE should modify by introducing NS item in an existing contract and
try out this pre-cast mechanized foundation scheme within next 3 months, so that this may be implemented
on regular basis to speed up Electrification work.
Recommendations:
(i) RDSO to submit technical scrutiny early to Railway Board for procurement of self-propelled
wiring train.
(ii) CORE to try out the pre-cast mechanized foundation scheme within 3 months‟ time, so that it
may be cleared for implementation on regular basis to speed up Electrification works.
Railway Board’s decision:
(i) Precast foundation may be initially tried in one Project and based of experience gained in six
months; it may be extended to future projects. Further, in large RE works to be executed on
EPC contracting system and wherein a clause may be introduced for use of mechanization for
wiring of catenary and contact wire and mast erection through cranes etc.
(ii) In this respect approval earlier obtained from Board (MTR) on the report of RDSO as per
which RVNL, CORE & Northern Railway to go ahead with it.
Page 26 of 59
New Item
Item No. : 395
Subject : Improving passenger comfort of AC coaches.
Group : ELECT (G)
Proposed by : Railway Board
Deliberations:
Parameters of passenger comfort in AC coaches as per American Society of Heating, Refrigerating
and Air-Conditioning Engineers (ASHARE) and BS EN 13129-1: 2002 standards are as under:
Comfort: Agreeable sensation perceived by a person concerning his climatic environment.
Factors affecting comfort of passengers in AC coaches:
Air Temperature
Air speed
Relative humidity
Noise Emission
As per the climatic zone of India, the comfort parameters as per the above standards are as under:
SN Parameter Value as per standard Design value in AC coach
1 Interior Temperature 25° C 23-25° C
2 Fresh air requirement per
coach
15 m3/hr/person 15 m
3/hr/person
3 Relative humidity 40 – 60 % 40 – 60 %
4 Noise level 60 db 60 db (LHB)
In the existing LHB EOG AC coaches, microprocessor based controller is available along with NTC
sensor and humidity sensor for control of RMPU which control the coach temperature in the range of 23-25°
C and humidity in the range of 40-60 % for desired comfort level of the passengers.
However, the air conditioning in the existing SGAC coaches is based on temperature control only.
There is no humidity or air flow control for better passenger comfort. The existing electronic thermostat of
the SGAC coaches has one range of temperature setting of 23-25˚C (cooling mode) in summer and 19-21˚C
(heating mode) in winter. There is only one NTC sensor which senses the return air grill temperature for
controlling the air conditioning.
In this regard, Railway Board has already advised Northern Railway for development of electronic
thermostat controller for SG AC coaches based on IIT/Delhi design.
Page 27 of 59
Further, following suggestions are proposed for better passenger comfort in AC coaches:
i) Provision of fans in LHB AC coaches to avoid complaint of less cooling in case of
overcrowding etc. of the AC coach.
ii) Individual control of air-conditioning in AC coaches.
Recommendations:
1. RDSO should expedite the reduction in heat load of the AC coaches for improving Air-
conditioning by exploring the use of heat insulated paint on roof top of the coaches, use of thin
films on glass windows and use of LED lightings.
2. Zonal Railways and PUs should provide carriage fans in LHB AC coaches.
3. Use of fire retardant Silicon foam or other equivalent materials as cushioning arrangement by
PUs.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 28 of 59
New Item
Item No. : 396
Subject : Adoption of 9.8 m mast in all future RE projects.
Group : RE
Proposed by : SCR
Note of proposing Railway:
There have been many cases of large scale cess raising and track lifting/packing in various sections
of S.C.Railway, where masts have gone deep down in the soil with contact wire height going as low as 5.2
m. The track levels continue to rise after completion of the electrification year-after-year. The problem is
mainly observed in open routes.
At present the minimum height of OHE structure is kept 7.65 m above rail level as per design for 9.5
m masts/structures. The present margin is of the order of 15cm above top fitting for future track raising.
This margin is hardly sufficient. In many cases, during initial electrification itself, it is observed that this
margin of 15 cm is no longer available due to grouting mistake (i.e. over grouting) done during initial
execution of work.
Therefore, it is of the opinion that using of 9.8 m mast may solve the problem in all future
electrification works.
Deliberations:
It is advised that due to track level raising, as per details mentioned in table given below, the
difference between existing and raised cess level should be only 150 mm.
As per the design of mast, 150 mm margin is available above the top mast fitting, therefore as per
design, there should not be any need to increase the length of OHE mast which is. 9.5 m.
SN Type of
Sleeper
Ballast
Cushion
Type of
Rail
Total Remarks
1. Wooden -
130 mm
300 mm 60 kg-
172mm
602 mm say
600mm
As per Existing Cess level is 600
mm.
2. Concrete-
210 mm
350 mm 60 Kg-
172 mm
732 mm say 750
mm
Raised Cell level is 750 mm.
Thus increasing the length of mast is not recommended as it involves unnecessary extra expenditure.
The group may indicate, whether such a problem has been observed in other railways or is it only in
SC Railway.
RDSO indicated that increase in height of OHE mast will lead to increase in cost of mast. Also the
bending moments will increase and size of foundation and type of structure may need to be increased, hence
the present design should continue. However, may railways indicated that the problem is not confined only
to SCR, but is prevalent in almost all the Railways, as the track is being raised repeatedly and eating away all
Page 29 of 59
the track raising margin. It was, therefore, decided that the length of the OHE structure should be increased
from the present level of 9.5 m to 9.8 m.
Recommendations:
The length of OHE structures should be increased from present level of 9.5m to 9.8 m. RDSO to
revise the structures and employment schedule wherever required.
Railway Board’s decision:
The adoption of mast of 9.8m in future RE projects may be accepted in view of the issues raised by
South Central Railway that in many cases of large scale cess raising and track lifting/packing resulting into
lowering of height of OHE and mast getting buried deep down the ballast and soil.
Page 30 of 59
New Item
Item No. : 397
Subject : Development of Management Information System (MIS) for
OHE maintenance (TRD management system).
Group : EEM
Proposed by : SECR
Note of proposing Railway:
Data keeping in TRD department at depot level is manually done in registers prescribed in ACTM.
Retrieval of data from manual record is very cumbersome and time consuming. Further proper
analysis of maintenance requirement at critical locations, identification of overdue locations, requirement of
power blocks are also based on manual records and depends on the expertise of the Supervisors/ability of the
technicians. In order to have uniform system of record keeping and report regeneration MIS can be
developed.
Each depot will have TC/PC for feeding data. Centralized server at Divisional level/Zonal level will
store data. Report regeneration from this system will facilitate analysis of maintenance requirement and
carrying out directed and preventive maintenance of OHE and PSI installations.
Deliberations:
Software for analysis of failure is available on RDSO web-site. However, the same is not being
utilized as Railways are not filling the date. All the Railways were requested to periodically update the data
on the website.
One pilot project for traction distribution management system (TDMS) has been undertaken by NR
in consultation with CRIS. Delhi and Ambala divisions have been identified for this pilot project.
Northern Railway to give details of this work to all the Railways and all the Railways to propose and
get the work sanctioned for TDMS.
Recommendations:
(i) All the Railways to regularly update the data of failures on RDSO‟s web-site.
(ii) Delhi and Ambala division of NR have been identified for initial implementation of TDMS
project.
(iii) All the Railways to propose TDMS and get it sanctioned.
Railway Board’s decision:
Accepted.
Page 31 of 59
New Item
Item No. : 398
Subject : Enhancement of codal life of TL/AC coach batteries from 48
months to 54 months.
Group : ELECT (G)
Proposed by : CR
Note of proposing Railway:
Background:
At present, the codal life of batteries is 4 yrs and periodicity of POH of TL/AC coaches is 48 months
so at the time of 2nd
POH, battery exhaust its life of 3 yrs and if we put these batteries in the coach, then the
coach has to run with over aged batteries for more than 6 months when it comes for 3rd
POH which affects
the performance of the coach.
Proposal:
Hence, there is need to enhance the codal life of batteries 48 months to 56 months, it will match the
periodicity of POH i.e. 18 months. This will be more suitable because in most of AC/Non AC coaches
VRLA batteries are being used nowadays.
Deliberations:
As per Railway Board‟s letter No. 2002/AC-II/1-10 dated 24.05.2006, the codal life of batteries is 4
years. Keeping in view the increase in POH cycle from 12 months to 18 months, RDSO has recently revised
the specification for VRLA batteries to achieve the life of 05 years by increasing the requirement of life
units.
Recommendations:
RDSO has already issued revised specification for VRLA batteries with the increased life units.
Zonal Railways & PUs should procure and use the batteries as per the latest specification of RDSO.
(The decision of Railway Board on recommendation for this item shall be communicated separately)
Page 32 of 59
New Item
Item No. : 399
Subject : WAP-5 multiple operation for high speed trains upto 160 kmph
with 25 kV MU coupler, TPWS, H type coupler and modified
cattle guard.
Group : ELECT (TRS)
Proposed by : NR
Note of proposing Railway:
CRS/NC circle has already sanctioned EBD & COCR trials of WAP-5 MU with single pantograph
& 12 LHB coaches up to maximum speed of 160 Km/hr but trials by RDSO are yet to be conducted & may
be expedited.
Deliberations:
For running WAP5 MU with single pantograph with 110 kmph on IR has already been obtained by
Western Railway. However, for 160 kmph run between NDLS – AGC following action to be taken as
pointed out by CRS.
1. Fitment trial of H-type tight lock coupler with design of soft draft gear.
2. Modified design of cattle guard.
3. Confirmatory Oscillograph Car Run (COCR) test trials.
4. Provision of TPWS in locomotives.
Fitment trial of H-type tight lock coupler with design of soft draft gear has been done on
WAP5/WAP7 Electric locomotives vide RDSO‟s letter no. EL/3.2.119/CBC dated 11.03.2015 and two
sources are available for such H-type coupler. Similarly, Modified design of cattle guard has been developed
for WAP5 locos with RDSO drawing no. SKDL-4759 Alt. „A‟. The CLW & NR have already been advised
for provision of suitable H-type coupler and cattle guard in WAP5 locomotive to make it fit for 160 kmph
speed. S&T Department will provide TPWS in such locomotives as per requirement. Therefore, only COCR
test trial is pending for completion. For this purpose followings have already been done.
a. CRS sanction has been obtained for trial of WAP5 MU with single pantograph upto speed of 160
kmph as per details given below:
(i) CRS/NCR sanctionno.3499/COCR/NCR/SANC-10/576 for section AGC – PWL.
(ii) CRS/NR sanction no. 2008 / Q-17013/COCR/N. Cir./849-858, dated 29.10.2015 for section
PWL - NDLS
b. ED/Testing RDSO vide letter RM2/RP dated 03.03.2016 requested NR to provide a rake comprising
12 LHB (EOG) coaches for trial purpose. NR is requested to facilitate the same.
WAP5 multiple operation shall be helpful in running passenger trains upto 24/26 coaches with
maximum speed of 160 kmph.
Page 33 of 59
Recommendations:
Northern Railway should facilitate COCR trials by making available one rake as demanded by
RDSO for four days time. Thereafter CRS sanction should be obtained on priority for running services in
between New Delhi – Agra section.
Railway Board’s decision:
Accepted.
Page 34 of 59
New Item
Item No. : 400
Subject : Increase in Periodicity of Maintenance Schedule of locos
including TOH of locos.
Group : ELECT (TRS)
Proposed by : ER
RDSO Ref. : EL/3.6.1
Note of proposing Railway:
Electric Loco holding of ELS/ASN & ELS/HWH is increasing day-by-day on account of
electrification of new sections and by taking over of trains on Electric over existing sections. Sheds are
facing enormous problems in meeting the requirements of inspection schedules, primarily on account of
shortage of manpower and secondly on account of shortage of inspection pits. With electrification work
progressing fast, pressure of taking over of mail/express passenger trains on electric replacing diesel locos
will increase further. As of now against a holding capacity of 100 locos, ELS/HWH and ELS/ASN is holding
115 and 140 locos respectively.
In the next one year, electrification work up to NJP may get completed which will mean additional
mail/express trains will work on electric upto NJP hence additional locos will be required at ELS/HWH &
ELS/ASN.
Manpower required to carry-out maintenance schedule of locos at sheds is high especially on
conventional locos. There is no creation of post for Electric Loco Sheds on account of non-availability of
matching surrender. A review therefore was done to analyze effectiveness of inspections so as to reduce the
number of inspections without sacrificing safety and reliability aspects of locos, it appears that IA & IB
schedules for WAP4 & WAG5 TAOCHI(P) locos are identical and repetitive; no value addition is done to
ensure reliability during these consecutive minor inspection schedules. It is, therefore, proposed to carry out:
(i) IA inspection after 02 months instead of 40 days for WAP4 and WAG5 TAOCHI (P) locos.
This will make inspection schedule uniform for all locos. TI schedule, however will continue to
be maintained after every 3000 kilometers (being Passenger locos), hence no change.
(ii) There will be no IB inspection schedule for WAP4 & WAG5 TAOCHI (P) locos.
(iii) Revised inspection schedule will be IA 2 months, IC 2 months,
IA 2 months , IC ..........
(iv) Carrying out IC inspection schedule after 120 days for WAP4 & WAG5 TAOCHI (P) locos
will help in ensuring reliability and safety features of these locos because IC schedules are quite
intensive and involve changing of rubber gaskets in brake valves, hence by carrying out IC
schedule after 120 days as it is done now, will ensure reliability of locos. Hence, no change in
periodicity of IC schedule for these locos.
WAP4 & WAG5H TAOCHI(P) will undergo AOH after 18 months as per the present schedule to
ensure proper maintenance of brake-gear, axle box liner, auxiliary machines, etc. Average kilometer earned
by WAP4 locos of ELS/HWH is 18,480 kilometers per month which is quite high, hence, further change in
periodicity AOH schedule is not recommended.
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Similarly, WAP4 locos will be due for IOH after a period of approximately 33 months based on
kilometers earned by it which is close to the present schedule of 36 months and after 65 months for POH
schedule. Present periodicity of POH schedule is 72 months or 12 Lakh kilometers. Hence, IOH and POH
schedules will remain same as it matches with the average kilometers earned by these locos.
AOH inspection will be after 18 months for both WAP4 & WAG5 TAOCHI (P) locos. Similarly,
IOH schedule will be after 36 months for WAP4 & WAG5 TAOCHI (P) locos and POH schedule will be as
it is today. Hence, no change in periodicity of major inspection schedule is proposed. Experience of sheds
indicate observation of major defect in brake gear, gear case and bogie in WAP4 and WAG5 TAOCHI (P)
locos if AOH schedule is not done in time, i.e. 18 months.
Summarizing the above, a comparative table has been prepared indicating the present and revised
schedules of inspection of WAP4 and WAG5 TAOCHI (P) locos and its impact on the maintenance