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Page 1 of 59
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
MINUTES of
63rd
Meeting of
ELECTRICAL STANDARDS COMMITTEE (ESC)
held at
Diesel Locomotive Works (DLW), Varanasi
on
20th
& 21st
September-2019
RESEARCH DESIGNS AND STANDARDS ORGANISATION MANAK NAGAR, LUCKNOW – 226 011
7. Courses module at IRIEEN- In light of new advances in
electrical department.
EEM RB 430 22-23
8. New Technological Up-gradation and Advances – in
TRD and ‘G’ services.
T.I. RB 431 24-25
9. SCADA requirement and up-gradation needed- In light
of open access.
T.I. RB 432
26
10. Procurement Policy of Lift and Escalator. EEM RB 433 27--28
11. Review of Height of top member of gauge at LC gates in
Electrified sections – amendment to ACTM.
T.I. SWR 434 29-30
12. Replacement of Overhead Track Crossing Up to 66 kV
by underground cable and use of monopole in place of
tower.
T.I. NWR 435 31-32
13. Standardisation of luminaries fittings for PFs, Street
light, Yards, Washing lines & Circulating areas &
Railway colony.
EEM NR 436 33-34
14. Standardization of Electrical vehicle charging station at
Railway station & their running policy.
EEM NR 437 35-36
15. Tower Wagon Maintenance. T.I. NR 438 37-38
16. Creation of man power for TRD maintenance of
additional assets by transferring man power of Diesel
loco maintenance proportionately to the extent of
reduction in Diesel locos.
T.I. SCR 439 39-40
17. Elimination of one power car from HOG compliant
mixed trains.
ELECT (G) RB 440 41-42
18. Digital Train Communication Network (TCN) for
EOG/HOG trains.
ELECT (G) RB 441 43-44
19. Electric power supply voltage (110 or 230V) in
passenger area of departmental coaches.
ELECT (G) RB 442 45
20. Various issues related to reliability of Metro Railway,
Kolkata.
ELECT(G) RB 443 46-47
Other Issues (Non agenda items) Discussed. 48
Part - II Review of Status of recommendations of the
62nd
ESC meeting. Annexure-I 50-58
Part – III List of new items proposed by Railways/PUs but
not featuring in main Agenda for discussion. Annexure-II 59
Page 3 of 59
MEMBERS PRESENT
S.No. Name(S/Shri/Smt.) Designation
Railway Board
1. Rajesh Tiwari Member Traction
2. Manju Gupta Add. Member Electrical
3. Kishore Kumar EDEE/RS
4. R.K.Jain EDEE/DEV
5. Jaideep EDEE/G
6. B.S.Bodh EDEE/RE
RDSO
1. O.P.Kesari PED/SE
2. Sanjeev Swaroop PED/PS
3. Sudhir Ranjan EDTI(Co-ord)
4. Dinesh Kumar ED/PS&EMU
Railways
1. A.K.Singhal PCEE/DLW
2. N.K.Gupta PCEE/ICF
3. Sanjay Deep Director/IRIEEN
4. Anand Dev PCEE/NFR
5. R.K.Atolia PCEE/NWR
6. Alok Gupta CAP/CORE
7. B.Rai PCEE/NER
8. Avnesh Kumar Gupta PCEE/WCR
9. Rakesh Tiwari PCEE/ECR
10. A.A.Phadke PCEE/SCR
11. Shailendra Kumar Singh PCEE/NR
12. M.K.Gupta PCEE/RWF
13. S.P.Vavre PCEE/CR
14. Raj Narayan PCEE/NCR
15. S.N.Dubey PCEE/SECR
16. Sanjeev Bhutani PCEE/WR
17. Ram Prakash PCEE/CLW
18. Prem Chand PCEE/RCF
19. B.G.Mallya PCEE/SWR
20. C.S.Jeenger PCEE/ER
21. B.Panda PCEE/ECoR
22. R.K.Gupta PCEE/SR
23. Ashim Majumdar CEE/CON/Metro
Page 4 of 59
Part-I (Technical Session)
Page 5 of 59
PROCEEDINGS OF THE MEETING 63rd Electrical Standards Committee (ESC) at Diesel Locomotive Works (DLW), Varanasi
1. Inaugural Session PCEE/DLW Address: PCEE/DLW welcomed all the Members of Electrical Standards Committee (ESC). DLW, Varanasi have taken all the efforts for the smooth conduction of ESC meeting and comfortable stay of participants. However, if any lapses are noticed, the same may be brought to the notice for corrective action. DLW successfully adopted to manufacturing of electric locomotives and met the expected production target. PED/SE/RDSO Address: At the outset, PED/SE expressed hearty thanks to the team of officers and staff of DLW for making excellent arrangements for meeting. Electrical Standards Committee is a highest forum of electrical engineers for discussion on matters related to electrical engineering, as used in Indian Railways. The first meeting of Electrical Standards Committee took place in Shimla in the year 1935 which was chaired by Mr. A.F. Wilson, Chief Electrical Engineer of Madras and Southern Maharashtra Railway, as known at that time. Thereafter, this meeting had been held regularly. The Electrical Standards Committee has contributed a lot by way of useful deliberations and decisions, which helped the electrical engineers for improving the transportation system for Indian Railways. During the Electrical Standards Committee meeting, the issues pertaining to reliability of assets and its maintenance, technological upgradation or switching over to a new technology, recruitment, training, standardisation of electrical assets etc. are discussed to provide better services to our passenger as well as freight customers. For this meeting, total 42 items were proposed by various Zonal Railways and Production Units. Out of that, total 20 items have been included in the agenda for discussion. The items, which could not be included due to limited time, are available in Part-III of agenda booklet. Some of these items may be discussed, if time permits with the permission of Chair. Additional Member Electrical Address: Consequent upon 100% electrification, expectation from Electrical Engineers to deliver in their area of work has increased. The training of newly recruited ALPs should be ensured in electric traction so that operation on newly electrified territories is taken over smoothly. Open access should be utilized to reduce the energy cost. Outsourcing of the maintenance activities should be adopted on need basis. AMC should be limited to items which are highly technical in nature and where skilled manpower is not available with Railways. Maintenance in critical and safety area should be done in-house. Ways and means for condition monitoring should be adopted for predicting the failures and adopting need based maintenance. Passenger amenities like lifts & escalators should be maintained in good fettle. IREEN has big responsibility for training Electrical Engineers in various fields of electric traction including high speed. Field officers should be advised to carry out more inspections in field to take care of asset maintenance. IRIEEN should interact with Bureau of Energy Efficiency (BEE) regarding latest development in Energy area and technology up gradation. They may also be in touch with DMRC, DFCCIL, NHSRCL, so that its knowledge regarding use of modern technology gets updated.
Page 6 of 59
GM/DLW Address: DLW/Varanasi extended a heart welcome to all the delegates. GM/DLW thanked Railway Board for choosing DLW as a venue for Electrical Standards Committee meeting, which is the highest forum of electrical engineers for discussion and deliberation on matters related to electrical engineering for Indian Railways. In this meeting, future action plan will be decided to take Indian Railways forward and making it capable of meeting the challenges. Member Traction Address:
DLW/Varanasi has contributed a lot towards production of electric locomotives and for that
purpose, it deserves congratulations. As the operating ratio is not at expected level, efforts should
be made to reduce staff as well as fuel cost. Electric traction is an energy efficient mode of
transport, therefore, by adopting 100% electrification, energy bills are likely to reduce substantially.
Expectations of passengers are increasing day-by-day with the upgradation of technology,
therefore, electrical engineers, have to innovate and provide better services at least cost. Lifts and
escalators as well as cleanliness of the stations are the important passenger amenities and it
should be given proper attention to avoid passenger complaints. Development of composite
converters for 3-phase locomotives should be expedited so that WAP5 locos are turned out with
hotel load converters on regular basis. Since production of electric locomotives has increased,
there is a need to widen the vendor base. Wherever approved sources are less than three, more
efforts are required for those items. At the same time, vendor approval process has to be critically
examined and it should be expedited to ensure faster vendor development. Wide vendor base will
lead to economy in procurement as well as improvement in quality.
Page 7 of 59
Technical Session
New Item
Item No. : 424
Subject : Preparedness of Railways for push-pull operation of trains.
Group : ELECT (TRS)
Proposed by : Railway Board
RDSO Ref. :
RDSO’s Note:
i) In a normal Multiple Unit (MU) operation, the wired communication is established between
the front and the rear loco through UIC control cables. The operational data are
communicated between the front and rear locomotives based on the established
communication protocol. However, in the concept of Push-Pull operation, the front and rear
locomotives are operated in Multiple Unit (MU) formation separated by the coaches in
between. Thus, the principle of working of Push-Pull is same as that exists in MU operation
but with rear loco at a distance and without connection of MR & BC equalizing pipes.
ii) To achieve Push-Pull operation, software logic and MU hardware installed in the
locomotive have been optimized. The scheme is as below:
iii) Indian Railways has started the operation of Train no. 22221/22222 Special Rajdhani
Express from CSTM to NZM on synchronized Push-Pull concept. In synchronized Push-
Pull concept, the locomotives are connected on the both ends of the rake and are operated
such that the tractive and electrical braking efforts are always synchronized.
iv) RDSO has prepared a modification sheet no. RDSO/2019/EL/MS/0477 (Rev.0) dated
18.06.2019 to elucidate the modification required to facilitate operation of WAP5/WAP7
locos in Push-Pull mode. PS&EMU Directorate issued the modification to be carried out in
coaches vide modification sheet no. RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’).
v) Generic Speed Certificate has been issued vide RDSO letter no. MC/LHB/COACH/Push-
Pull-Gen dated 12.07.2019 for operation of Special Rajdhani Express & similar trains
comprising maximum 22 numbers of LHB AC EOG variant coaches (including two LHB
Generator Vans) in Push-Pull mode operation up to maximum speed of 130 kmph.
vi) Railway Board has also communicated sanction vide letter no. 2019/CEDO/Push Pull/0/1
dated 13.08.2019.
vii) RDSO has issued speed certificate for Special express trains comprising 24 LHB AC/non
AC (EOG) coaches for conducting coupler force including jerk, EBD and COCR trials.
WAP7/WAP5 WAP7/WAP5
Page 8 of 59
viii) For conducting COCR trial for operation of train above 120 kmph and upto 130 kmph,
Sanction of General Manager for conducting COCR based on the JSC signed by all
concerned departments will be required. Zonal Railways shall specify the train composition
and route details for conducting COCR trial.
ix) RDSO has issued a compendium (Report no. RDSO/2019/EL/RM/0188, Rev. 0) on push-
pull operation for better understanding of push-pull operation in short.
Deliberations:
Based on satisfactory trials, generic speed certificate has been issued by RDSO vide
No.MC/LHB/COACH/push pull-Gen dated 12.7.2019. Thereafter, Railway Board have also
accorded sanction vide letter no. 2019/CEDO/Push Pull/0/1 dated 13.8.2019.PCEE/WR pointed out
frequent failures due to communication failures while working Rajdhani trains by using existing
cables meant for miscellaneous purpose like P.A. system etc. for the use of S&T department. It was
also felt necessary that reliable and redundant communication system is essential for reliable
operation of trains in Push-Pull mode. Therefore, it is necessary to carry out the Coach Wiring as
per the modification sheet no. RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’) issued by PS&EMU
Directorate of RDSO. This modification sheet is as per the scheme approved by Railway Board
vide letter no. 2007/Elect(TRS)/440/15 Pt. dated 09.05.2019. Members expressed that redundant
and reliable Coach wiring should be done to ensure proper communication in between front & rear
loco.
PCEE/ECR informed that the contract for the Coach Wiring has been awarded by ER and
work is likely to be completed by Oct’2019. Thereafter, ER will send the proposal for COCR to
RDSO duly complying with all the conditions as stipulated in Railway Board letter
2019/CEDO/Push Pull/0/1 dated 13.8.2019. A copy of compendium on Push-Pull operation was
given all the PCEEs for ready reference.
Members also pointed out for making suitable provision for indication of door
closing/opening if locos in Push-Pull mode are connected with rake comprising of the coaches
whose doors are operated by the guard of the train centrally. It was also pointed out to work on the
interchangeability among various types of propulsion system in Push-Pull mode. At present,
multiple operations of M/s Medha and M/s BHEL have already been tested. Similar efforts are to be
made for other makes also.
Use of DPWCS for push-pull operation was also discussed. It was pointed out that no where
in world, passenger operation is done with wireless communication in push–pull mode.
Recommendations:
(i) Zonal Railways to plan and complete the coach wiring as per the modification sheet no.
RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’) issued by PS&EMU Directorate of RDSO in
compliance to Railway Board guideline issued vide letter no. 2007/Elect(TRS)/440/15 Pt.
dated 09.05.2019
(ii) After comply with the conditions as per Railway Board letter no. 2019/CEDO/Push Pull/0/1
dated 13.8.2019. Zonal Railways may send the proposal for COCR for speed above 120
kmph and upto 130 kmph to RDSO.
(iii) RDSO/CLW should work and finalise the scheme for interchangeability among various
makes of propulsion system.
Page 9 of 59
Railway Board’s decision:
(i) (i) & (iii) may be accepted. Zonal Railways, all PUs (CLW, DLW, DMW, ICF, RCF, MCF)
to ensure compliance by 31.03.2020 under advice to this office.
(ii) It is a reliability improvement measure and should not be considered as mandatory
requirement for induction of push-pull trains. It may further be noted that very first train
(train no. 22221/22 CSMT-NZM Rajdhani Express) was introduced on 13th
Feb’2019 and
still running with same rake without any operational difficulty.
(iii) RDSO to ensure compliance of directives advised in the meeting held on 30.10.19 at
Railway Board, with minutes circulated vide Railway Board letter no. 97/Elect(G)/114/Pt.1
dated 27.11.19. RDSO to examine and consider the option of utilizing both types of
connectors in locomotives and coaches for more flexibility in communication network.
RDSO to ensure compliance by 31.03.2020.
Page 10 of 59
New Item
Item No. : 425
Subject : Adequate availability of Electric trained crew for newly
electrified sections.
Group : ELECT (TRS)
Proposed by : Railway Board
RDSO Ref. :
RDSO’s Note:
1. The electric loco conversion training should be planned well in advance keeping with the
target date for commencement of electric traction.
2. Adequate numbers of instructors should be made available in Zonal Training Centres for
imparting training.
3. Special courses may also be arranged by Zonal Railways in training centres as per need.
Deliberations:
1. Large numbers of ALPs have joined recently. Therefore, ALPs training has to be planned
properly. It was noted that duration of ALP training is different over Zonal Railways.
Moreover, there is inconsistency in policy of giving diesel and electric loco training to
ALPs. Since Electrification is planned for 100% routes, the training of ALP in electric
traction is now essential. Training in diesel traction should be decided by Zonal Railways as
per the local need. Duration of 36 working days training to ALP was considered adequate as
most of the Zonal Railways are following it.
2. Zonal Railways pointed out that psycho test is being conducted at entry level as well as
when LP is promoted to work Rajdhani/ Shatabdi type super fast trains. There is no need of
psycho test at any other stage.
3. Training Centre should be equipped with necessary models and facilities for electric loco
training. Adequate number of instructors should also be available in training centres for
training the ALP in electric traction. Zonal Railways were also requested to use existing
training centres of loco sheds for training the ALPs by deputing suitable number of
instructors in these training centres. It will enhance the training capacity.
4. Where ever engine km earned by electric traction is more than 50%, PCEEs should shift the
crew control to Sr.DEE/Operations in that division.
Recommendations:
(i) Uniform period of 36 working days for initial training to ALPs should be followed by Zonal
Railways.
(ii) All ALPs must be given training in electric traction during their initial training.
(iii) Zonal Railways may upgrade or create training facilities as per the need.
Page 11 of 59
Railway Board’s decision:
May be accepted. EDME (Tr.) may process the case for Board’s approval.
Page 12 of 59
New Item
Item No. : 426
Subject : Automatic activation of Tractive Effort Limiting Switch (TELS)
on vulnerable identified bridges using GPS in locomotives.
Group : ELECT (TRS)
Proposed by : RDSO
RDSO Ref. :
RDSO’s Note:
1. Introduction:
In a normal course the maximum TE generated by WAG9H is about 500 kN. TELS (Tractive- Effort
Limiting Switch) is a feature available in 3-phase electric locomotives to limit the tractive effort to 300 kN.
For the purpose of limiting the TE, a spring loaded switch has been provided on ‘C’ panel on the driver desk
of 3-phase electric locomotives. It has two stable positions namely ‘ON’ & ‘OFF’. The nomenclature used
for this switch is ZTEL. The location of ZTEL is given in fig-1 & fig-2 below:
TE/BE meter for Bogie1 &2
ZTEL Switch
Fig1: Location of ZTEL on Driver Desk
Page 13 of 59
TE/BE meter for Bogie1 &2 ZTEL Switch
Fig 2: Close up of Driver Desk
2. Function of TELS:
The main function of TELS is to limit the TE as per the operational requirements. Whenever the
Tractive Effort is to be restricted within 300 kN, LP operates the switch by bringing master controller to ‘O’
and putting ZTEL in ‘ON’ position. After the operation of ZTEL switch, if LP brings master controller to
max position the generated TE will be limited to 300 kN only. When this switch is in ‘OFF’ position there
will not be any limitation of TE. This TE effort limitation function is implemented in the software of 3-phase
electric locomotive. Whenever, the driver operates ZTEL switch a 110 V signal is generated and is sent to
VCU. The software application in VCU limits the maximum TE to 300 kN.
3. Loco operation on distressed bridges:
Engineering department has identified distressed bridges, where TE has to be limited to 30 T/loco.
Earlier Bridge manual (Para 224 of A&C Slip No.34 dated 04.10.2016) provided following guidelines for
operation of loco with higher TE on such distressed bridges as under-
(i) For allowing higher powered locomotives on old bridges, the TE may have to be limited
(30T/loco) for multiple loco operations.
(ii) TE may be limited by TELS (if provided) OR by controlling the TM current (If TELS is not
provided).
Caution indicator for TE limitation, Indicator for TE limit operation & termination indicator for TE
limitation shall be provided as under:
Page 14 of 59
Case-I: In case of multiple locos in front only X
*= 100 m.
Case-II: In case where multiple locos are provided in mid or rear of train.
X*= Train length upto last Engine + 30 m.
As the operation of TELS is done by the LP, Engineering Department has contended on occasions if
system of TELS is entirely foolproof. They have questioned what if the LP forgets to operate the TELS
while negotiating the distressed bridge.
The solution to obviate such apprehensions is the provision of GPS enabled tractive effort limitation
system.
4. GPS enabled tractive effort limitation system:
In order to eliminate the possibility of overlooking the operation of TELS by mistake by LP the
entire system of tractive effort limitation can be made automatic by providing GPS enabled Tractive Effort
limitation system (GETELS).
5. The components and operation of the GETELS:
The components of the GETELS and its operation shall be as follows:
a. GPS receiver
b. SSD memory containing the GIS location of the distressed bridge.
c. Requisite hardware and software to continuously compare the GIS locations of the distressed bridge
with the current location of the locomotive. It will generate a signal of 110 V DC in case the current
location is within 500 meter of the location (or any suitable programmable location) of the upcoming
distressed bridge.
d. This generated 110 V signal shall be interfaced with the VCU in place the existing TELS signal.
e. The existing application in the VCU shall limit the max TE to 300 kN. Thus, no changes in the VCU
software shall be required.
f. As the VCU shall be interfaced only with the hardwired 110 V signal, the proposed GETELS shall
be interoperable.
Page 15 of 59
In this way, whenever the locomotive shall be within a predefined location of the distressed bridge
the VCU will receive 110 V signal, which will be used to limit the maximum TE of the locomotive to 300
kN.
Block Diagram of propose system
Deliberations:
Some of the PCEEs pointed out that LP would follow the instructions as given in bridge
manual. There is no need to doubt that Loco Pilot would not obey the instructions displayed near
bridge meant to operate TELS to control the Tractive Effort of locomotives. However, there was
other school of thought for minimizing the human intervention to the extent possible. GPS enabled,
tractive effort control will not need any change in loco control electronics. Since arrangement is
simple, it can be provided in few locos on trial basis to see its efficacy.
Recommendations:
RDSO shall prepare Functional Requirements Specification (FRS) for GETELS and based
on this CLW will provide it in 5 locos on trial basis for field trials. Based upon the performance,
decision will be taken for its proliferation duly consulting PCEEs of Zonal Railways. Railway Board’s decision:
May be accepted for commencement of trials along with stringent implementation of
providing caution orders to LP/ALP for locations identified as vulnerable bridges.
Page 16 of 59
New Item
Item No. : 427
Subject : Increase in workshops for repair of 3-phase traction motors.
Group : ELECT (TRS)
Proposed by : NR
RDSO Ref. : EL/3.2.182
Note of proposing Railway:
At present there exist only TMW / NKRD for repair of 3 phase TMs which are quite
distant. With increasing 3-phase locos, there is need to increase workshops to four / five in
nos., which may take care of sheds nearer to them.
RDSO’s Note:
1. Traction motor rewinding for conventional locomotives is presently carried out by
TMW/NKRD, TMS/CNB, KPA & TATA.
2. At present only TMW/NKRD is carrying out repairs of 3 phase traction motors and with
increasing loco holding of 3 phase locomotives, more workshops may be developed for
repair of 3 phase traction motors.
3. Railway Board had already allotted rewinding of 60 Hitachi TM and 100 3-phase TM to
DMW in 2019-20.
4. Present shop capacity for rewinding of 3-phase traction motors is :
TMW/NKRD - 192 stator + 350 Rotors
DMW - 100 stator + 100 Rotors
5. There is already one sanctioned work for ‘Extension of TM Shed Kanpur for rewinding of
Three Phase Traction Motors of Electric Locomotives’ (Pink Book item no. 500 of 2011-12,
Pink Book item no. 637 of 2017-18, Pink Book item no. 672 of 2018-19) at a cost of Rs.
14.07 Crore.
6. KPA & TATA may also be upgraded for repairs of 3-phase traction motors.
7. If arising exceeds the shop capacity, possibility of rewinding of three phase traction motors
through trade may also be explored.
Deliberations:
Sufficient capacity is already available. Moreover, trade is also in a position to meet the
requirement of repair of TMs. Members were unanimous that there is no need to establish any new
workshop for TM repair of 3-phase locomotives.
Page 17 of 59
Recommendations:
(i) NCR should expedite the development of repair facilities for 3-phase loco TMs as per
sanctioned estimate.
(ii) There is no need to develop any additional workshop for 3-phase TMs repair. However,
Kanchrapara and Tata Nagar may develop facilities for 3-phase TM repair as per the need.
Railway Board’s decision:
(i) & (ii) may be accepted. Existing workshops to implement the review and streaming of
processes by removing bottlenecks to improve the productivity. Workshops to take steps for
commencing the repair of 3-phase traction of EMU/MEMU. Target date of implementation-
31.3.2020.
Page 18 of 59
New Item
Item No. : 428
Subject : Incorporation of facility for online transfer of DDS messages on
three locos equipped with RTIS.
Group : ELECT (TRS)
Proposed by : NR
RDSO Ref. :
Note of proposing Railway:
On-line transfer of DDS generated on three phase locos to PPIOs is possible through GPRS.
Since coaching three phase locomotives are being equipped with RTIS, which provides location of
the locomotive / train through satellite and the equipment has additional channel for transfer of
additional small data, DDS generated on 3-phase locos can be easily transferred on line for ease of
the sheds and operations.
RDSO’s Note:
There is possibility for online transfer of DDS messages on three phase locomotives
equipped with RTIS. The scheme requires suitable interfacing of DDS with RTIS which will be
evolved duly consulting the matter with CRIS. As per CRIS during meeting at ELS/GZB,
bidirectional flow of contextual messages is possible through RTIS but is restricted to control
stations. The scope of RTIS will be further enhanced to address the proposal.
Deliberations:
At present about 2300 locos have been provided with RTIS. CRIS have indicated regarding
their willingness to develop the system for transfer of DDS data on their server by using existing
RTIS & GSAT-6 satellite.
However, various modalities require detailed study as given below:
(i) Identification of data to be transferred.
(ii) Format of the data required at CRIS server.
(iii) Compatibility for data transfer with various makes of propulsion system.
For above, a detailed proposal from CRIS is required indicating the feasibility and its cost.
Thereafter, decision should be taken in this regard.
Recommendations:
RDSO should interact with CRIS for getting the details for transfer of DDS data as proposed
by NR and apprise the Railway Board for needful action.
Page 19 of 59
Railway Board’s decision:
May be accepted. RDSO may formulate action plan for interfacing of VCU with RTIS and
on-line transfer of DDS data. Target date of completion- 31.03.2020.