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GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

MINUTES

OF

XXXIV MAINTENANCE STUDY GROUP

(ELECTRIC LOCO)

MEETING

HELD AT

JABALPUR, W.C. RAILWAY

ON

28TH & 29TH APRIL, 2011

RESEARCH DESIGNS AND STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW – 226 011

LIST OF PARTICIPANTS Railway Board: S/Shri

1. Sudesh Kumar, ML. 2. R. N. Lal, AML. 3. L. M. Sahore, Advisor/RS. 4. Mohit Chandra, DEE/RS. 5. Sushil Kumar, AEE/RS.

R. D. S. O. S/Shri

1. Sunil Goyal, EDSE (C). 2. Sanjiv Swarup, EDSE 3. Ishaq Khan, Director. 4. S. K. Gupta, Director. 5. Sandeep Srivastava, Director. 6. A. K. Goswami, Director.

CLW: S/Shri

1. Irfan Beg, CEE/P&I. 2. Abhijit Chakraborty, Dy. CEE. 3. Suresh Kumar, Dy. CEE.

IRIEEN:

1. Shri N. Manohara Rao, Asstt. Professor.

C. Railway: S/Shri

1. S. N. Singh, CELE. 2. S. K. Suman, Sr. DEE/TRS/BSL. 3. Sukhvinder Singh, Sr. DEE/TRS/Ajni.

E. Railway: S/Shri

1. S. K. Singh, CELE. 2. Surender Kumar, Sr. DEE/ASN.

E. C. Railway: S/Shri

1. N. K. Sinha, CELE. 2. B. Chaudhary, Sr. DEE/TRS/GMO. 3. Kishore Vaibhav, Sr. DEE/TRS/MGS.

E. Coast Railway: S/Shri

1. S. K. Patel, CELE. 2. Satish Kumar, Sr. DEE/TRS/ANGL.

N. Railway: S/Shri

1. Solan Gupta, CELE. 2. R. K. Tiwari, Sr. DEE/TRS/GZB. 3. Deepak Grewal, Sr. DEE/TRS/LDH.

N. C. Railway: S/Shri

1. Nasimuddin, CELE. 2. Sanjay Singh, Sr. DEE/TRS/JHS. 3. Anupam Singhal, Sr. DEE/TRS/CNB.

S. E. Railway:

1. Shri B. Panda, CELE

S. Railway: S/Shri

1. S. P. Vavre, CELE. 2. Sathiyaratan, DEE/TRS/ED.

S. C. Railway: S/Shri

1. B. B. Singh, CELE. 2. Sudhir Chiplunkar, Sr. DEE/TRS/LGD.

S.E.C. Railway: S/Shri

1. R. B. Singh, CELE. 2. S. K. Shukla, Sr. DEE/TRS/BIA.

W. Railway: S/Shri

1. Ompal Singh, CELE. 2. Sundaresan, Sr. DEE/TRS/BRC.

W. C. Railway: S/Shri

1. Man Singh, CEE 2. R K Mishra, CELE 3. S. P. Singh, Sr. DEE/TRS/ET. 4. A. K. Sinha, Sr. DEE/TRS/NKJ. 5. Vinayak Garg, Sr. DEE/TRS/TKD.

INDEX

SN ITEMS Proposed by

Page Nos

Inaugural Session

1-6

Technical Session

Part I (New Items)

1 Provision of copper FDU sensing pipe in place of plastic one SCR 7 2 Provision of opening of VCB in case of FDU operated in 3- phase

locos NR 8

3 Problems in WAP4 bogies resulting in adverse effect on wheel life especially with thick flange profile

WR 9-11

4 Modification to software for improving reliability of 3Phase locos SCR 12-15

5 Modification in software for unloading cycle & unloader circuit in 3-phase locos

CR & SCR 16-21

6 Review of the circuits associated with URB 512 card on 3-phase locos to avoid failures of reed relays

RB 22-26

7 Shifting of SCTMs from BUR-III to BUR-I in 3-phase locomotives CR 27-28 8 Reliability of auxiliary machines on conventional 3-phase

electric locos RB 29-32

9 Compressor efficiency and pneumatic testing procedure on conventional and 3-phase locos

RB 33-35

10 Design defect of compact RSI SR 36-37 11 Modification to be done in WAP-4 loco to minimize loco failure

because of breakage of BP/FP isolating cocks and BP extension pipe due to CRO

NCR 38-41

12 Problem in Maintenance of VCBs & Provision of M/s BACHOFN AG type PRV in Areva make VCB

WCR & SCR 42-46

13 Increase in Unscheduled lifting due to Increased Periodicity of AOH of WAP4 Locos

WR 47-50

14 Trouble in Marker Lamp inspection/changing in crew friendly cab WAP4 locomotives

SER 51-52

15 Provision of RCBO in Cab fan and cab heater circuit instead of HRA & HVT to detect earth fault current and isolate the faulty circuit automatically

ER 53-54

16 Provision of N/O interlock of QCON in the circuit of QTD 101 coil to avoid S I unit tripping due to working of compressor in soft start mode in rear loco of multiple unit

CR 55-57

17 Modification of terminal connections of heater cum blower in WAP-4 locos to improve reliability

SR 58-59

18 Revision of overhauling kits (Must change item) of EP contactor & compressors of M/s ELGI & FTIL

SCR 60-64

19 System improvements on three phase locos SCR 65-67

20 Modification to prevent falling down of Brake Hanger of WAG7 loco on line

WCR 68-69

21 Provision of combined Auto Isolating (D1 Pilot) valve in place of Individual Auto Isolating Valve (VEF- Mech. and VEF- Elect)

SCR 70-71

Part II (Status on decisions of 33rd MSG Meeting) 72-86 Part III (Presentations other than agenda items) 87 Concluding Session

88

INAUGURAL SESSION Session started with presentation of bouquets to the dignitaries. Shri Man Singh, Chief Electrical Engineer, W.C. Railway welcomed all the dignitaries

and delegates. He expressed his thanks to Member Electrical for giving the opportunity to WCR for

becoming the first new zonal Railway to hold the MSG (Elect Loco) meeting and to spare his

valuable time to come to Jabalpur & preside over the inaugural session of the 34th MSG (Elect

Loco) meeting. He also thanked GM/WCR for his continuous guidance and full fledged support in

making arrangement for the meeting.

He said that WCR, especially Electrical Deptt, is privileged to have opportunity of having

such gathering of officers from RB, RDSO, Railways and PUs .Such kind of a meeting is being held

first time ever in WCR for any department since its inception. He mentioned that WCR is the

gateway to Northern, Southern, Eastern and Western part of the country due to its strategic central

geographical location and forms central spine of IR. Two high density routes HDN3 & HDN5 also

pass through WCR. There are 3 divisions, viz. Jabalpur, Bhopal & Kota each having one electric

Loco Shed, under WCR and total electric loco holding is 458 at present. WCR was formed on 1st

April’ 2003. He mentioned that WCR is only eight years old and has limited accommodation & other

logistics. However, efforts have been made for comfortable stay of delegates and successful

conduct of the meeting. He again welcomed all the dignitaries & delegates.

Shri Sunil Goyal, EDSE(C)/RDSO welcomed all the dignitaries and expressed his thanks

to GM/WCR & CEE/WCR for permitting RDSO to hold the 34th MSG (Elect Loco) Meeting at

Jabalpur/WCR and complimented them for making excellent arrangements. He said that MSG has

been an important platform and plays important role in monitoring performance, identifying

common problems and finding solutions to reduce failures. In this regard the contribution of MSG

has been significant as has been reflected in continual improvement in the performance of electric

locos year after year. He further mentioned that for RDSO, MSG has another dimension of

obtaining useful feedback from field and this forum works as a sounding board to float ideas and

decide after mutual discussion what is implementable and what is not implementable. Last MSG

was held about 2 years back and since then RDSO has issued lot of MS, SMIs, and TCs which he

hoped would have been found useful by Railways. In recent past, RDSO has worked upon and

advised solution to problem of breakage of brake hanger in WAP7 locos, fitment of H type tight lock

coupler, Wireless MU coupler system has been developed for conventional locos & is under testing

in SCR, HOG has been developed and is working since March’11, DVTCS is under trial and

specifications for 9000hp/12000hp locos and ancillary unit of CLW i.e. Dankuni have been

prepared.

Since failure rate is an important feedback and important instrument for improvement in

performance, RDSO, for the first time, has compiled failures of all important equipments of

locomotives make wise and Railway wise in a booklet form which is distributed during the meeting.

He mentioned that wide variations in FRPCPY have been observed among Railways for same

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equipment and thus there is need for sharing of knowledge among sheds to identify the good work

done and implement same to reduce failures. There is no reason why best performance achieved

by one shed cannot be achieved by others and this sharing of knowledge will go a long way in

improving reliability of locos across all Railways. He said that timely availability of failure data is

very important and in this regard he urged CELEs to make arrangement for feeding failure data on

web portal developed by RDSO. At the end, he again thanked WCR for making excellent

arrangement for the meeting.

Shri L. M. Sahore, Advisor (Electrical Rolling Stock)/Railway Board welcomed all the

dignitaries & delegates and specially thanked GM/WCR & CEE/WCR for agreeing to hold 34th MSG

(Elect Loco) Meeting at Jabalpur. He said that IR has performed very well last year and in particular

Electrical Deptt has played a very positive role in reducing failures and improving punctuality as a

result of which we could achieve records loading of 924 MT last year and I am sure that with our

concerted efforts the targets for current year would be met. CLW also did a commendable work in

turning out 246 locomotives last year. Another commendable work done by CLW is turning out

locomotive with hotel load which was put in commercial service last year in New Delhi Kalka

Shatabdi express. This would result into reducing environmental pollution apart from economy in

operation. Some more locomotives with hotel load are to be turned out and I would request CLW to

work hard to expedite turning out such locomotives. Another important development is turning out

of IGBT based electric loco.CLW & RDSO should work out a close time frame for commissioning of

this locomotive. He advised RDSO & SCR to work hard so that Locotrol fitted in loco of SCR goes

on trial by month end. He requested CELEs to ensure smooth transfer of locomotives between

Railways as per the program issued by Railway Board. He further advised SR to ensure that

Raipuram loco shed should become fully functional without depending on adjoining sheds. He

mentioned that about 40 freight locomotives are working on passenger services and he stressed

the need of judicious nomination of goods locomotives on passenger services and close monitoring

at CELEs level to reduce the same. He also requested CELEs to focus on educating drivers about

air dryers so that these are not isolated without any sufficient reasons. He emphasized the need for

expediting the modification of bogies of WAP7 by NR and for this sufficient bogies should be put in

the loop. He again complimented all Railways for good work done last year and hoped that they will

surpass the target of the current year. At the end he thanked ML for choosing Jabalpur as the

venue for 34th MSG (Elect Loco) Meeting and also thanked WCR for making excellent

arrangements despite limited resources.

Shri R. N. Lal, Additional Member (Electrical)/Railway Board welcomed all the

dignitaries and delegates. He specially thanked GM/WCR and his team for making excellent

arrangements for the meeting. He complimented CELEs & Sr. DEEs for their commendable efforts

which lead to record 924 MT freight loading last year. He cautioned that reliability and availability of

locos would be the utmost importance aspect in achieving next year’s target of 992 MT.

Considering the last year’s experience, he hoped that we would rise to the occasion and work hard

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to achieve this target. He emphasized that another area of concern is the availability of Loco Pilots

& Astt Loco pilots. He mentioned that lot of recruitment of crew is going to take place and he

advised CELEs to focus on timely completion of training of these crew with a view to utilize their

services as early as possible. Any slackness on this issue may lead to a situation where availability

of crew will be a bigger concern than the availability of locos.

He complimented SrDEEs of sheds maintaining 3 phase locos for doing wonderful work is

association with CLW & RDSO in maintaining electronics of these locos. He mentioned that we

have been troubled quite a lot with the electronic equipments like SIV, FDCSs etc but I consider

this as an opportunity to train a group of staff in every shed in electronics as more and more of

electronic equipments would come in near future. We are now going to get IGBT based locos

which will have variety of electronics and such locos will be future work horse. He said that there is

no dearth of documents, instructions and guidelines issued by RDSO to improve the reliability of

the equipments but there is a need to implement these. He advised CELEs to take a pivotal role

and conduct monthly meetings with Sr. DEEs of each shed and go into deeper details of the

problems.

He was concerned to note that cases of age old pneumatic problems and air dryer’s

failures are still being reported in locos of some of the sheds. This indicate that well established

maintenance practices such as blowing & cleaning of pipe lines are not being followed by these

sheds and CELEs are not analyzing the failure statistics of the sheds else such kind of failures

would not have taken place repeatedly.

He said that proper investigation & reporting of failures, without hiding any information, is

the most important step to improve the reliability. Timely reporting of failures to RDSO and analysis

by RDSO is quite useful in identifying the problems and their remedial measures. He said that

sheds should implement their identified modifications initially on 1 or 2 locos, observe performance

for some time and then pass on the details to RDSO who should examine & interact with other

railways or take up the issue in forums like MSG for final decision for global implementation.

He advised CELEs to ensure attention to foreign railway locomotives at nearest shed with

a view to reduce dead movement and improve loco availability. There have been incidences of fire

on locos and it was found that critical machines like Tan Delta & DGA were out of order. This

speaks of lack of full involvement of CELEs. He mentioned that there are instances of loco loosing

punctuality attributed to VCD. There are well defined procedures to isolate the VCD in case of its

failure. Though there may be some problems with the equipment in initial period but such cases

clearly speaks of lack of education to loco crew. We have made commitment to parliament to

implement this system fully by March’2012 and thus Railways should expedite commissioning and

RDSO should work hard to improve the reliability of this equipment. He emphasized that RDSO

should issue manual on safety tolerances without any further delay. Besides this, RDSO to

expedite trials of WAP4 locos with thick flange profile in fully worn wheel condition.

He again emphasized the need to pursue the recruitment and training of maintenance &

running staff. He stressed that there is still plenty of scope for improvement in operational problems

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and advised CELEs & Sr DEEs to work upon this area. He hoped that deliberations in meeting will

be quite useful in finding solutions to common problems and in improving the reliability & availability

of locomotives.

Shri G. N. Asthana, General Manager/W.C. Railway welcomed all the dignitaries and

delegates. He said that it is indeed a privilege to hold this meeting in WCR and he expressed his

gratitude for selecting WCR for holding such meeting. He also expressed his thanks to ML for

sparing his valuable time to come to JBP despite his arduous schedule.

He said that MSG or any such forum is very very important platform for exchange of ideas,

problem solving, exchange of best practices and for benchmarking. Though now situation has

significantly improved with advent of internet and emails but our corporate dissemination of

information is poor and that is why MSG in any field like loco, wagon, track etc is very important. In

fact idea of such forum came about 102 years back in N. E. Rail Road/USA which was called

“International General Foreman Conference” and it was transformed to “Locomotive Maintenance

Officers Association (LMOA)” in 1958. The LMOA was very successful. If you see the agenda of

LMOA, you will find that it is well researched and documented. Their proceedings are very focused

and follow up is very good. In follow up sometimes they form a sub-committee who would give a

very detailed presentation in LMOA meeting .He opined that we should also structure our

maintenance study groups in same way.

He mentioned that basically we requires 3 things from loco Engineers, first the availability

of locos, second the reliability & third the cost effectiveness. As far as availability of electric

locomotive is concerned, he said that it is at par with international standards and the reliability has

also improved over the years but today the demand of reliability have become very much more due

to congestion on our network. The repercussion of failure of 3 or 4 locomotives were not significant

in earlier days and those were tolerated by the system but today there is complete chaos as a

result of such failures. So there is a lot of scope, with new technology, to improve reliability and we

can go a long way in this direction by exchange of best practices. As Shri Lal has rightly said that

knowledge of good work being done at one work centre should be quickly disseminated to other

work centers to achieve all around improvement in reliability.

We feel satisfied stating that our productivity has doubled or so during the last 10 years

keeping the same level of manpower but in all other sectors like automobile, shipping and services

sector the productivity has increased 8-10 times during same period. The burden of manpower

which we are carrying today is not sustainable in future. The productivity per employee today is

about Rs 6 lakh only which is just not sustainable. You will agree that these sort of costs are not

sustainable as inspite of heavy borrowings today our allocations of funds in various investments for

various developments have become negligible. For the sheds where we should be allotting money

in crores we are allotting in lakhs. So unless, all departments realize and improve the productivity,

the future for younger generations is not going to be very bright. He mentioned that somehow we

are still recruiting matriculate or even just ITI where Diploma Engineers should be recruited.

Therefore, the dissemination of information, though difficult, has become much more important. He

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mentioned that dissemination of information & exchange of best practices is taking place in all 3

electric sheds of WCR but same is required to be speeded up further. He hoped that despite

constraints of resources, CEE/WCR must have made excellent arrangements to hold this meeting

.He informed that lot of focus is being given in improving logistics and in next one year WCR is

expected to have adequate logistics and he hoped for holding many more such meetings in future.

At the end, he was confident that the deliberations in the meeting will be quite meaningful,

purposeful and provoke many thoughts for improving reliability of locos.

Shri Sudesh Kumar, Member (Electrical)/Railway Board thanked GM/WCR for making

excellent arrangements for the meeting despite limited availability of logistics in WCR which was

formed only 8 years back. Though there is conventional thought of holding such meetings at

established Zones and big cities like Kolkata, Chennai, Bangalore, Delhi etc but the idea was to

hold the meeting at a place where people normally do not go and he thanked AML and CEE/WCR

for organizing this meeting here at JBP/WCR keeping this idea in view. He hoped that next MSG

will also be volunteered by some new zone.

He recalled that MSG used to be the meeting of Sr. DEEs chaired by only one officer from

RDSO. He informed that during times of the then CRB Sri M S Gujral, the reliability of locos used to

be around 45 to 50 thousand Kms per failure, there was a drive to improve reliability and focus on

MSG was at its highest. Sri Hatangadi used to ensure that agenda is finalized after lot of

preparatory work from SrDEEs, who sometimes felt scared with the presence of Sri Hatangadi, and

that is how CELEs have started attending this meeting and SrDEEs have taken a back seat. He

advised to take a note that agenda of meeting should be prepared after thorough study and

comments of SrDEEs should be obtained beforehand.

While sharing his observations of inspection of NKJ shed on previous day, he mentioned

that nowadays in loco sheds there is 2 or even 3 levels of stacking of equipments and if you see

the labels of these equipments, you will find that these are lying unused for 4 to 5 years. Therefore,

there is pressing need for reviewing the norms of Unit Exchange Spares (UES).The shed space

costs us about Rs 20,000 per Sq meter and we must generate space by removing unwanted

bogies/materials from shop floor. There is a dearth of fund in DF & DRF and today our staff costs

are also very high, he cautioned that shortcut route of proposing the works of augmentation of

existing sheds for increasing loco holding should not be taken up in DF/DRF but should be taken

up in Capital fund with proper justification on ROR basis.

He said that GM/WCR has already elaborated the need of increasing productivity of our

manpower however, he would like to emphasize that we must use manpower for higher end skills

and not for rudimentary skills as our manpower is extremely expensive. Regarding electronics, he

said, we should take a cue from S&T Deptt. Nasik institute has to come up to train our supervisors.

We have already taken a decision to have a separate training centre, though in same campus, at

Nasik. We should understand that the type knowledge which we will be possessing and which

supervisors will posses will be of similar magnitude and similar levels.IRISET was perceived,

decades ago, with lot of insight and we should plan training of our supervisors on similar footings.

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We should also understand that, qualification wise, supervisors will not be inferior to us in times to

come. The leadership has to be by ideas, clarity, and demonstration and not necessarily by the

chair we occupy. No SrDEE will be able to manage the sheds having 200 locos without the

competent supervisors and so their training must come on priority.

He was critical of the way trial of equipments is being done. He emphasized that the details

of trials should be put on web. Every trial which we start, it should be clear from beginning that

what is its purpose, how long it will take, how it will be monitored and when it will close. The

yardstick for judging result of trial should be made beforehand. We are spending lot of money in

providing equipments like DBRs, air dryers, VCDs, and if these are isolated for whatever reasons,

the very intent of putting them in locos is defeated.

RDSO and CLW should understand that deficiencies in design cannot be made up with

good manufacturing and defects in manufacturing stage cannot be taken care of during

maintenance by sheds. He cited the example of design/manufacturing problems leading to

dimensional inaccuracies in WAP4 bogies having wheel life problems and now we are wanting

sheds to do something. CLW/RDSO should search for problems right from design & manufacturing

stage and solutions will come out automatically. So we should look for the problem before it arises.

He emphasized that participation of SrDEEs should be more in the discussion. At the end

he hoped that the discussion would be purposeful, meaningful and we will arrive at decisions and

strategies which will help us to carry forward in a better way where the reliability, availability and

dependability of our equipments will improve. He wished the forum all success.

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TECHNICAL SESSION

PART-I

New Items

Item No : 1

Subject : Provision of copper FDU sensing pipe in place of plastic one

Proposed By : SCR

File No : EL/3.1.35/2/Electrical

Notes of Proposing Railway: FDU Sensing pipe is of plastic material instead, copper pipe has to be provided. In most of the locos FDU fail message is coming due to improper joint. Details of failures are given under:

Failures 2009-10 2010-11 Apr-Dec

No. of failures with plastic pipe 2 2

To avoid failures of FDU sensing pipe, plastic pipe is proposed to be replaced with copper one of 10 mm dia. RDSO’s Note: Railways may furnish failures of pipe lines and may give their views on proposed modification. Deliberations: Other Railways reported no such failures. As per CLW, SCR’s recommendation of use of Cu pipe is not technically acceptable as holes for sucking air may enlarge/shrink due to thermal expansion/shrinkage, which will affect the normal working of FDU system. Recommendation: The group did not agree with the proposal of SCR for provision of Cu FDU sensing pipe. Item is recommended for closer.

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New Items

Item No : 2

Subject : Provision of opening of VCB in case of FDU operated in 3- phase locos

Proposed By : NR

File No : EL/11.5.5/4

Notes of Proposing Railway:

In case of fire in machine room, fire detection unit in SB-2 cubicle detect the fire and message on DDS screen “Fire in Machine Room “displays. This is a priority-1 fault. Tractive effort becomes Zero but VCB does not trip. It is left with loco pilot that he should inspect the machine room and extinguish the fire. If loco pilot does not take necessary action immediately, fire may spread in larger area (as the VCB is closed). Necessary modification should be done in the software so that whenever fire detection unit detects the fire and priority 1 fault is generated, VCB should also trip so that consequences of fire are minimized.

Modification in the loco software for opening of VCB in case of fire is proposed. RDSO’s Note: At present whenever FDU detects fire in machine room, the message ‘FIRE IN MACHINE ROOM’ is displayed, subsequently TE becomes zero but VCB does not trip. This condition is included in the control algorithm so that driver ensures that there is real fire and the only he should open the VCB. In case of software modification, as suggested, is done then every false message of fire will lead to VCB tripping and therefore, unnecessary detention of train. Deliberations:

As per the TSD, driver has to open the VCB after getting the message ‘Fire in machine room’. Other Railways also opined that the proposed modification will lead to unnecessary VCB trippings. Recommendation:

The group did not agree with the proposal of NR for provision of opening of VCB in case FDU detects fire. Item is recommended for closer.

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New Items

Item no. : 3

Subject : Problem in WAP4 bogies resulting in adverse effect on wheel life, especially with thick flange profile.

Proposed Railway : WR

File No. : EL/3.2.13/4


1. Difficulties in Maintaining Dimensional Tolerances:

S.N. Description As per

drawing Found in Bogies

Effect

(a) Brake Centre (shown as A)

1765 ± 1.6mm

2 to 13 mm variation

Inner/outer strap assembly touches with wheel, causing brake block touching with flange & other brake rigging problems. Suggestion: Brake Centre may be maintained during POH, if required, by machining or by welding Brake Hanger Lever Brackets.

(b) Horn Pedestal (shown as B)

2037 +0.15mm -0.19mm.

Variation in wall

thickness

Adopters of different wall thickness are required to be used. Suggestion: Inner distance between Horn Pedestal may be maintained during POH, if required, by machining the walls.

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2. In Service Difficulties: S.N. Difficulties Effect Suggestions

(a) End brake hanger lever hole becomes oblong in service due to hardened pin.

Breakage of strap assly. A bush may be provided in Brake hanger Lever fork hole during POH.

(b) Uneven Wall Thickness of Horn Pedestal

Adopters of different wall thickness to be used & same to be grinded / shaped for maintaining clearance / distance of 2037+0.15mm -0.19mm.

Wall thickness may be kept even by machining, if required, during POH.

(c) Brake Hanger Lever Bracket (Guide Chair) has been provided with 5 mm step.

In case of rubbing entire Hanger Lever Bracket has to be changed. This reduces life of the Hanger Lever Bracket.

Brake Hanger Lever Bracket both inside bushes may be provided with a collar instead of 5 mm step.

(d) Bogie frame lug holes for Nose pad become oblong in service.

Excessive vibration in TMs. Collar bushes may be provided in bogie for nose lug.

RDSO’ Note:

(i) Regarding 1 (a): The deviation of brake center dimensions will result in misalignment of brake block. The distance from center of bogie to either side of bogie bracket center is more important. It should be checked at the time of manufacturing only. Stringent check at the time of manufacturing should be exercised. POH workshops may give measurement data.

(ii) Regarding 2(a): There is no provision of bush in lever fork hole as per the drawing of brake hanger of WAP4. The cases of oblonging the hole have been reported. The issue has been examined and modified drawing is under preparation.

(iii) Regarding 1(b) & 2(b): It seems to be a manufacturing defect. The dimensions should be checked/ followed at the time of manufacturing. Utilisation of adopter of different wall thickness will create problem of inventory as well as possibility of wrong fitment. However POH workshops may give measurement data.

(iv) Regarding 2(c): The rubbing of brake hanger inside the brake hanger lever bracket should not take place. Replacement of bush inside the bracket is very difficult as the location is highly inaccessible. Some sheds are proposing the replacement of brake hanger lever bracket during POH.

(v) Regarding 2(d): Such type of problem has not been reported by any other shed. Railways may share their experience.

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Deliberations:

(i) Group opined that the problem of variation in brake center dimensions is

basically related to new manufacture. However, in order to ascertain

whether variation in brake center dimension takes place during service,

there is a need to measure and compare the dimension data during major

schedule.

(ii) Group discussed that provision of bush should be kept in the drawing of

brake hanger of WAP-4.

(iii) Group discussed that the uneven wall thickness cannot be rectified later on.

Proper dimension at the time of manufacturing should be ensured. Sheds

are using liners which are of different thickness to compensate for the

uneven wall thickness.

(iv) Sheds reported that problem of rubbing of brake hanger inside Hanger lever

bracket does not exist.

(v) SC Railway and NC Railway reported that oblonging of lug hole do take

place and these are required to be build up and machined. Provision of

collar bush will eliminate this problem.

Recommendation:

(i) CLW should ensure correct dimensions during manufacturing and

inspection of bogie frames.

(ii) RDSO to study the issue including provision of bush in brake hanger and

issue necessary guidelines.

(iii) Loco sheds should monitor the data of Brake center dimension during major

schedules to ascertain whether dimensional variation takes place during

service and submit periodical reports to RDSO for further study.

(iv) RDSO to study the issue of provision of collar bush in bogie for nose lug

and issue necessary guidelines.

(v) Bracket of brake hanger of WAP4 loco should be replaced during POH.

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New Items

Item No : 4

Subject : Modification to software for improving reliability of 3Phase locos

Proposed By : SCR

File No : EL/11.5.5/4

1. Notes of Proposing Railway: Possibility of using the redundancy of voltage sensor in traction converter, such that failure of one sensor should generate only priority-II fault and Bogie should isolate only when both sensors are defective

RDSO’s Note: The DC link voltage sensing is done by NSC processor, which has source code written in ‘C’ programming language. At present CLW does not have source code of NSC processor Therefore, with present availability of limited resources, it may be difficult to solve this problem.

2. Notes of Proposing Railway: In winter season the SR oil pressure is noticed falling below the existing

prescribed limit. Possibility to generate a P2 message at this limit and lower the

limit for P1 message may be explored, in view of the oil temperature being

monitored separately.

RDSO’s Note: As per SCR’s letter E.221/3-phase/Vol.X dated 25.02.11, the problem is only in Samal Harand make and not in Flow well and Plummet make. The pressure developed by SH make pump is less by 6-7% as compared to other make. M/s SH has modified the impeller by increasing the dia of impeller from 194 mm to 202 mm, which improves the pressure at par with other makes. This is a problem of SH make pumps and which can be overcome by making modification in the impeller hence no software modification is envisaged at this moment.

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3. Notes of Proposing Railway:

Logging of time of switching off of electronics in DDS.

RDSO’s Note: Software modification is being done by CLW.

4. Notes of Proposing Railway: Interchangeability of the modified display units supplied by M/s. ARC from cab

to cab as well as type to type i.e. WAG9 to WAP7 vise versa.

RDSO’s Note: With the installation of latest software release, it is now possible to interchange the DDU of different makes. However DDU of cab1 of one make can only be interchanged with cab1 of other make and similarly cab2. This is because DDU of has been given different physical addresses for cab1 and cab2. 5. Notes of Proposing Railway:

In single locomotive operation ZBV card is not required functionally. However

its defect/absence generates fault message and glowing of LSFI. Software

modification to avoid this may be explored.

RDSO’s Note: ZBV card is used for train bus communication and used in multiple loco operations. For WAP5 and WAP7 loco ZBV can be isolated through software. CLW is trying to do the software modification.

Deliberations: 1. CR opined that the problem of sensor failure is mostly limited to Cook

make voltage sensor and now LEM make voltage sensor are being used, which has no failures so far, and thus redundancy of sensor and associated software changes are not needed. Other Railways also confirmed this.

2. Problem of low oil pressure is mostly limited to Samal Harand make converter oil pumps. CR confirmed that problem of low oil pressure is not there in modified pumps wherein the impeller dia has been increased from existing 194 mm to 202 mm. However, RDSO informed that CLW has been requested to arrange cold start test to ascertain whether problem is fully resolved. As the problem is being tackled at equipment level, group did not approve of software modification to reduce the oil pressure setting.

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3. CLW has carried out trial modification in software for logging of time of switching off of electronics in DDS. SCR has confirmed that the trials have been successful. Group agreed with the modification.

4. With the installation of latest software release, it is now possible to interchange the DDU of different makes and thus there is no need of software modification.

5. The failures of ZBV card are there. Group opined that software modification

is required in WAP7 locomotive as this loco is not required to be operated in MU configuration in near future. In other locos also this can be done and when MU operation is required different version of software can be downloaded. It was opined that CLW in association with RDSO should do the software modification.

6. Besides above, RDSO stated that at present there is no provision of

recording of message of VCD isolation in DDS in 3 phase locos. If loco pilot isolate the VCD and work the train without VCD in service, then with the help of DDS, we cannot find out the status of VCD isolation during train working. The modification has been done in one loco at ELS/LGD and modified software has been downloaded. As per SCR the modification is successful. Group agreed for this modification.

7. Besides above, RDSO explained at present the procedure of bogie isolation in 3- phase loco is as under:

• Stop the train/Loco.

• Open the VCB and Lower the pantograph.

• Move BL key from D to OFF then to C again to OFF position, the speedometer light and DDS screen light should extinguish (it means that MCE is switched off).

• Loco pilot has to put switch no 154 (provided in SB1) on position I for isolation of bogie no 1 and on position II for isolation of bogie no -2.

• Put BL key in D position.

• Self test and booting of different processor start.

• After self test raise panto, close VCB.

• If pressure is below 6.4 Kg/cm2, build up the pressure and then resume normal traction.

The above series of sequence takes approximately 10-12 minutes which

sometimes lead to loss of punctuality of trains.

At present bogie is isolated when configuration switch is operated

and FLG node 503 (ready to raise pantograph) is reached, for higher node,

command from configuration switch is ignored. The software has been

modified where logic has been changed so that when configuration switch

is operated at FLG node 590 (Ready for traction, throttle at 0) or at FLG

node 550 (VCB off), the desired bogie is isolated. In running condition driver

has to bring throttle to zero, open VCB and operate configuration switch. In

standing condition when throttle is on zero, driver has to simply operate

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configuration switch to isolate the desired bogie. SCR and NR confirmed

the satisfactory working of modified software. Group agreed for the

modification.

Recommendations:

1. CLW in association with RDSO should do the software modification for the ZBV card failure. Other software modifications proposed by SCR are not required.

2. CLW to expeditiously arrange cold start test of converter oil pump to ascertain whether problem of low oil pressure is fully resolved. RDSO to examine the test results and take further necessary action accordingly.

3. CLW to issue the software for modification for recording VCD isolation status in DDS for regular cut in.

4. CLW to issue the modified software for isolating bogie for regular cut in

and RDSO to issue necessary instructions for drivers.

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New Items

Item No : 5

Subject : (a) Modification in software for unloading cycle in 3 phase WAG-9 locomotives(CR)

(b) Modification in Unloader circuit of WAG-9 locomotives(SCR)

(c) Separate control for each un-loader valve to avoid failure on account of un-loader valve(SCR)

Proposed By : CR & SCR

File No : EL/11.5.5/4 & EL/3.2.19(G)

Part A: Notes of Proposing Railway:

Modification in software for unloading cycle in 3 phase WAG-9 locos

To prevent compressors from starting against air pressure, mechanical unloader vales on each CP circuit is provided in between CP and non-return valve for both the compressors. To operate this unloader valve, one common unloader EP valve (Ref. No. 273.3) is provided on brake panel. During compressor starting cycle, either by pressure switch or BLCPD, unloading operation is proceeded through software control. At present, Ajni based 3 phase WAG-9 locos have been loaded with software version R2003. As per this software, as soon as, compressor start-up is demanded, BUR frequency is ramp down to zero and again ramped up to 50 Hz. The moment, frequency comes to ‘0’ Hz, unloader EP valve is activated and continued up to 5 seconds and again de-activated. This results in draining of air pressure in CP circuit. Thus the cycle is completed till CP starts up again. However under actual working condition on loco, it is noticed that, though the unloader EP valve is activated at ‘0’ Hz, actual pressure draining takes further 3 seconds due to length of pipeline to physical location of unloader under frame. Physically CP starts at ‘0’ Hz even when pressure still exists in the pipeline. Therefore CP is loaded up to 3 seconds against air pressure, which draws initial current up to 80 to 100 amps. This sometimes causes tripping of MCB (47.1/2). To avoid this situation, it is suggested that activation of unloader EP may be pre-pond up to 3-4 seconds before the frequency ramps down to zero. This will help in reducing initial current drawn by CP and avoiding of unnecessary tripping of MCB and also the adverse effect on MCP due to frequent overloads will be eliminated.

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Circuit diagramCircuit diagramCircuit diagramCircuit diagram

Part A: RDSO’s Note:

1. Complete unloading of compressor may be due to problem of metal seated NRVs provided in three phase locos.

2. This seems to be a problem of NRV

3. However, software modification can be done Group may discuss.

Part B: Notes of Proposing Railway:

Modification in Unloader circuit of WAG-9 locomotives:

Problem of MR pressure not maintaining due to continuous leakage from unloader valve. There are total 5 to 6 cases of line failures per year. Before starting of each compressor, EP valve (273.3) on pneumatic panel activates, which in turn, operates mechanical unloader valves to unload air pressure to avoid back pressure on compressors and after 5 seconds EP valve (273.3) is deactivated by HBB-2 processor.

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There have been failures in unloader circuit due to defective reed relays on URB 512 D15 Digital I/O card and HBB/STB processor malfunction causing unloader EP valve to remain permanently energized, venting MR pressure. The situation can be avoided by providing one Time Delay relay in the unloader circuit as shown. NC interlock of this Time Delay relay can be provided in supply line of unloader EP valve with time setting of 10 seconds so that in case there is malfunction of processor or reed relay contact getting welded, this NC interlock will de-energise EP valve. This will avoid loco failures on account of permanent leakage of MR from unloader. In case of maloperation of processor card, i.e. EP unloader valve not getting deactivated after stipulated time the supply to unloader EP valve will be cut off through interlock of Time Delay relay. Thus this ensures closing of mechanical unloader valve. Indication for loco pilot can be provided on panel to indicate that unloader is under bypass condition with instruction to loco pilot to inform TLC about the fault. Loco can then be attended at suitable place.

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Part B: RDSO’s Note:

1. The reason of failure (permanent energisation) of reed relay needs to be investigated

2. There is suppression circuit (Transzorb+Diode) provided in the DIN plugs of the EP valve coil, which needs to be checked

3. The failure analysis shows only two such cases

4. It is not desirable to add additional hardware Group may discuss.

Part C: Notes of Proposing Railway Separate control for each un-loader valve to avoid failure on account of un-loader valve

1. In conventional locomotives, unloader valves of M/s.Rotex make and

SR3038C type which are individually controlled at the outlet of compressors have been provided. These unloader valves are easy to maintain and can be isolated electrically by removing coil connections of faulty unloader valve or mechanically through isolating cock.

2. On conventional locomotives, there are no failures on account of mal-operation of unloader valve.

3. Similar arrangement has already been made on 04 locomotives, which are fitted with Computerized Controlled Brake system of M/s.Knorr Bremse, as these locomotives were not equipped with unloader valve arrangement from CLW. ELS/LGD has provided them to avoid tripping of auxiliary converters i.e. BUR and are working satisfactorily for the past two years.

4. It is, therefore, proposed to extend the above arrangement to all 3-phase locomotives fitted with E-70 brake system of M/s.FTIL also

Part C: RDSO’s Note: 1. In 3 phase locos, unloader valves of both the compressors are operated

through electro-valve (No.EP26) mounted on tri plate panel of E-70 brake system. In case of failure of 01 unloader valve, it is not possible to isolate the faulty unloader valve as both unloader valves get isolated by disconnecting the electrical supply of EP valve.

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2. The modification as proposed by SCR requires provision of independent electro pneumatic unloader valve in place of existing mechanical unloader valves for each compressor and provision of independent supply for each unloader valve.

3. Alternatively, provision of isolating cock may also be explored for mechanical

isolation of unloader valve.

Deliberations:

(a) The unloading timings for different class of locomotive shown below were discussed.

0 Hz

50 Hz

RGCP cut in

10sec 7 sec 3 sec

Unloader ON

P5,P7 (R1100,2100)

Unloader OFF

P5,P7 (R1100, 2100)

Unloader ON

G9 (R3100 existing)

Unloader OFF

G9 (R3100 existing)

5 sec42 Hz

CP OFF CP ON2s

17 Hz

Unloader ON

G9 (R3100 proposed)

Unloader OFF

G9 (R3100 proposed)

The unloading time in WAP5 & WAP7 loco is 22 seconds. Earlier this was also the unloading time for WAG9. As per HAG committee report (para 1.3.4), accepted vide RB letter 2007/Elect(TRS)/138/9 Pt dated 222.10.07, the unloading time was reduced to 12 seconds from 22-23 seconds by doing software modification. However actual measurements conducted in ELS/LGD shows that the timing is 5 seconds in WAG9 locos as shown in above figure. Group opined that timing should be 12 seconds as shown in the above figure.

(b) Problem of defect in unloader circuit due to defective reed relay has been reported by only CR. Other railway didn’t report such problem. As per CR there have been four such cases in 10-11. The details are shown below:

Loco no

Failed date

Slot Make Reported defect Defect found Eqpt.

31076 2/11/2011 CEL2/J BHEL Removed for unloader problem Card Relay checked found ok. Suspected malfunctioning.

Unloader

31076 2/11/2011 CEL2/Q BHEL Removed for unloader problem Card Relay checked found ok. Suspected malfunctioning.

Unloader

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30264 3/8/2011 CEL2/Q Nelco Unloader valve stuck up Card Relay checked found ok. Suspected malfunctioning.

Unloader

30267 3/8/2011 CEL2/Q BT Unloader valve stuck up Card Relay checked found ok. Suspected malfunctioning.

Unloader

As per CR, the failure of reed relay is basically because of frequent operation of the relay as the relay controls the unloader EP valve. The suppression circuit consisting of Avalanche Diode and a Transient Voltage suppressor, provided in the DIN plugs of the EP valve coil, has been checked and found OK. The surge voltage, measured across the EP valve, when supply is cut by the reed relay has been measured at ELS/AQ and is found to be 116 volts. In the opinion of CR there is need to change this relay on time basis. CR has changed this relay in 2nd MOH (3 years) in few locos and reported satisfactory performance. CR has done the proposed modification in one locomotive. Group opined that there is no need to provide an additional timer relay in the circuit as additional hardware will lead to further failures. (c) ELS/GMO and ELS/AQ informed that there has been no failure of above valve. Railways suggested that provision of Isolating handle may be explored for mechanical isolation of unloader valve instead of separate electro pneumatic valve as proposed by SCR

Recommendations:

(a) CLW to do modification in the software to increase the unloading time from

5 seconds to 12 seconds.

(b) Railways to furnish failures of reed relay, controlling EP unloader valve, of

URB 512 card for last 3 years to RDSO. RDSO in association with Railways

should carry out further detail study to find out necessary solution of the

problem, if any, of malfunctioning of the reed relay controlling unloader EP

valve.

(c) RDSO to examine possibility of mechanical isolation of unloader valve.

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New Items

Item No : 6

Subject : Review of circuit associated with URB512 cards to avoid failures of reed relays

Proposed By : RB

File No : EL/11.5.5/1

RDSO’s Note: The failures of URB 512 card over the years are shown below

SN Name of PCB Type of PCB Slot Name 2008-09 2009-10 2010-11 (Apr-Dec)

1 Power Supply KUB921A01 AB/CD slot 5 3 7

2 Diagnostic computer PPB624A01 U slot 14 16 8

3 Single routine board ARB705B01 E slot 7 12 7

4 Single board computer PPB622B01 G/N/S slot 24 39 23

5 Analog I/O board UAB514B33 F slot 0 3 0

6 Display computer (DDA) PPB908A01 HI slot 11 7 12

7 Digital I/O board URB512D15 J/L/O/Q slot 52 (36%)

34 (23%) 36 (32%)

8 Bus administrator PPB626B01 T slot 8 8 6

9 Multiple redundant bus coupler

UFB660A01 W slot 12 9 4

10 Train bus administrator PPA425B01 YZ slot 10 10 7

11 Rack Rack 0 4 1

12 Total 145 145 111

13 FRPCPY (Eqpt) 32.22% 27.05% 22.91%

14 FRPCPY (Card) 1.95% 1.64% 1.39%

The above table shows that the contribution of failures of URB512 (Digital I/O) board is 32% in total failures of VCU. The component wise analysis of failure of URB512 of this year shows 11.5% failures are due to failures of reed relays on the card which control supplies of VCB coil, EP valve of unloader valve, CP contactors, air drier etc. Earlier this share was around 41%. This was largely because of failure of reed relays controlling VCB coil. The reed relay contacts used to flash due to voltage surge across the contacts while operating VCB coil. The RC network across the reed relay was modified and the failures on account of this reed relay have reduced.

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The cause wise failures of URB 512 of this year are shown below:

Failure analysis of URB512 for 2010Failure analysis of URB512 for 2010Failure analysis of URB512 for 2010Failure analysis of URB512 for 2010----11111111

S. No.

Message Description

ELS/AQ ELS/GMO ELS/GZB ELS/LGD ELS/TKD TOTAL Slot

name

Apr-Dec

Apr-Dec Apr-Dec Apr-Dec Apr-Dec Apr-Dec

1 Air dryer permanent working 0 1 0 0 0 1

J slot

2 Air dryer not working 0 3 0 0 1 4

3 Cab-2 reverse side not working 0 1 0 0 0 1

4 Cab-1 BPCS not working 0 0 0 0 0 1

5 SPM not working 0 0 0 0 1 1

6 BPCS LED Continuous

glowing 1 0 0 0 0 1

7 JA Sub D Pin No 3 Supply not

getting to STB2 1 0 0 0 0 1

8 MCB 127.91 tripped, Air dryer

PCB smoked 0 0 0 0 0 1

9 S/R interlock auto brake 0 0 1 0 0 1

10 Cab2 BPCS switch

automatically cut out 0 0 1 0 0 1

11 Speedometer failed 0 0 1 0 0 1

12 CP1 continuous running. 0 0 2 0 0 2

L Slot

13 Panto not raising 0 0 1 0 0 1

14 SPM not working 0 0 0 0 1 1

15 VCB not Closing 1 0 0 0 0 1

16 Card input side resistance

burnt 1 0 0 0 0 1

17 MR Sq. blower MCB tripping

message 0 0 1 0 0 1

18 S/R interlock auto brake 0 0 1 0 0 1

19 Unknown 0 0 0 2 0 2

20 Cab-2 buzzer continuous

sounding 0 1 0 0 0 1

O Slot

21 Cab-1 not working 0 1 0 0 0 1

22 VPFA light not glowing 1 0 0 0 0 1

23 VCB not closing

1 0 0 0 0 1

24 CP-1 contactor not close 0 1 0 0 0 1

25 HBB1 MRB capacitor not off 0 0 1 0 0 1

26 CP Not getting Off. 0 0 0 1 0 1

27 When PT2 rise wrong configuration message

0 1 0 0 0 1

Q Slot

28 Capacitor MR blower not off 0 1 0 0 0 1

29 panto not raising 0 0 0 0 1 1

30 VCB closed directly 1 0 0 0 0 1

31 Relays are chattering 0 0 0 1 0 1

32 VCB do not open 1 0 0 0 0 1

33 DJ not close SB-1 Q slot card

defective 1 0 0 0 0 1

34 Total 9 10 9 4 4 38

35 Population (SR) 144 139 150 154 60 646

36 Failure Rate 2.1% 2.4% 2.0% 0.9% 2.2% 2.0%

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The failures of reed relay received from CR for the past two year is shown below:

Loco no Failed date Slot Card Sr. No. Make Reported defect Defect found Eqpt.

31065 12.05.09 CEL1/Q 03G04146 ABB VCB directly Closed Q251 found contact welded

VCB

31065 05.07.09 CEL1/Q 023-2006 BT VCB stuck up Q251 found contact welded

VCB

31103 10/31/2009 03G04144 BHEL VCB Direct close on line (i/c at GZB)

Q251 found contact welded

VCB

31119 1/13/2010 CEL1/Q 70069670006 BHEL VCB DIRCETLY CLOSED

Reed relay 251 contact welded

VCB

31116 6/17/2010 CEL1/Q 038-2006 BT VCB Closed Directly (Relay at position 247 contact welded

Relay Changed ,R247 since contact welded

VCB

31076 2/11/2011 CEL2/J 03G05277 BHEL Removed for unloader problem

Card Relay checked found ok. Suspected malfunctioning.

Unloader

31076 2/11/2011 CEL2/Q 03g05272 BHEL Removed for unloader problem


Unloader

31119 2/14/2011 CEL1/L 085-2006 BT Q-251 RELAY contact welded

Q-251 RELAY contact welded.

VCB

30264 3/8/2011 CEL2/Q 903064 Nelco Unloader valve stuck up


Unloader

30267 3/8/2011 CEL2/Q 060-2008 BT Unloader valve stuck up


Unloader

Deliberations: The failure analysis shows problem in mainly VCB circuit. In CR there are some cases of unloader circuit. There are four URB512 cards in each VCU having following output channels controlled by Reed relays: VCU-1

Slot S. No. Command Snubber ckt. provided

J Slot 1 Air dryer No

2 Indication for constant. speed No

3 Indication lamp parking brake No

4 Indication train parting cab 1 No

5 Hotel load lamp No

6 Apply anti spin brake (EP valve) Yes

7 Indication wheel slip No

L Slot 8 Indication lamp test No

9 Contactor main compressor (EP) Yes

10 Relay control electronics (self hold) Yes

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11 Relay control electronics off Yes

12 Aux contactor VCB Yes

13 VCB Hold No

14 Contactor control electronics No

15 VCB ON pulse No

O slot 16 For Buzzer red No

17 For Buzzer black No

18 EP Valve contactor main comp.1 Yes

19 Contactor control electronics No

Q slot 20 Relay control electronics off Yes

21 VCB Hold No

22 VCB ON Pulse No

23 Aux contactor VCB Yes

VCU-2

Slot S. No. Command Snubber ckt. provided

J Slot 1 Indication lamp test No

2 EP Valve contactor main comp.2 Yes

3 EP Valve loco brake cut out Yes

4 Indication lamp parking brake No

5 Indication train parting Cab-2 No

6 Indication wheel slip No

7 Indication constant speed No

8 Aux. contactor pantograph Yes

9 Indication lamp hotel load No

L Slot 10 EP Valve unloading CP Yes

11 EP Valve pantograph Yes

O slot 12 EP Valve anti spin brake apply Yes

13 EP Valve automatic brake cut out loco

Yes

14 Signal to VCD for speed<1.5 kmph No

15 Signal to VCD for emergency brake No

16 Signal to VCD for VCD reset No

17 For buzzer red wire No

18 For buzzer black wire No

Q slot 19 Aux contactor pantograph Yes

20 EP Valve CP unloading Yes

21 EP Valve cut out of loco brake Yes

22 EP Valve sanding axle 2&4 Yes

23 EP Valve sanding axle 1&3 Yes

24 EP Valve Pan 1 Yes

25 EP Valve parking brake release Yes

26 EP Valve parking brake apply Yes

27 EP Valve contactor main comp 2 Yes

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From the above tables it is clear that there is suppression circuit in all EP valves of pneumatic circuit which consists of Avalanche Diode and a Transient Voltage suppressor, provided in the DIN plugs of the EP valve coils. The indications and other signals except VCB and air drier circuit do not have any suppression circuit as there is no inductive load involved. Notably there is no suppression circuit in VCB circuit, though there is a RC circuit in the card across the reed relay. This has been the reason of flashing of contacts of reed relay of VCB circuit because of breakage of current in the inductive coil of VCB. A voltage surge of 185 volts have been observed across the contacts of reed relay. This problem has been resolved by using reed relay having two NO interlock in series and a modified RC network across the contacts. All TOT partners have cut in this modification. There were few cases of air drier circuit in ELS/GMO due to entry of moisture in junction box and non provision of MCB in air drier circuit. This has been overcome by ECR by proper sealing of Junction box and provision of MCB (MS 375). The problem of unloader circuit has been discussed in new item no. 5. Recommendation: The item is recommended for closure.

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New Items

Item No : 7

Subject : Shifting of SCTMs from BUR-3 to BUR-1

Proposed By : CR

File No : EL/3.1.35/2 Electrical

Notes of Proposing Railway: In WAG-9 Locomotives 2 Nos Scavenging Blowers for Traction motor (SCTM) are provided, the function of these blowers is to collect the dust from Suction side of Traction motor blower (TMB) and Oil Cooling Blower (OCB).Failure rate of these SCTM motor is very high. All of the failures are due to insulation failure and subsequent. Inter-turn short circuit. Presently both SCTMs are on Aux Converter-III [BUR-III] with both compressors and battery charger. Since the duty cycle of compressor is very high (about 60-90 seconds), the BUR ramps down and ramps up whenever CP starts. Heavy fluctuation in the terminal voltage is noticed in BUR-3 when compressors are running. Also there are voltage surges when compressor stops. Hence the scavenger motor is subjected to frequent voltage fluctuations and heavy surges. This is expected to be the cause of pre-mature insulation failure as SCTM is a small motor. Proposed solution ELS AQ has tried shifting both SCTM on Bur-1 as BUR-1 is running most of the times on fixed frequency continuously and therefore without any fluctuation of terminal voltage. Also under normal working conditions and under isolation, BUR-1 is capable of sustaining additional load of SCTM without any problem. Capacity of Bur-1 at 50 Hz is 240 Amps, and 44 HZ – 207 Amps whereas existing load of both OCB is about 100 Amps hence sufficient margin exists to put additional load of total 6 Amp of both SCTM. ELS AQ has shifted SCTM from Bur-III to Bur-I in 20 Locos on trial basis since last one year i.e. from 21.11.2009 and observed that failure in these locos has been reduced as desired. Comparison of failure of SCTM with Bur-III and Bur-I Sr No

Year SCTM On Bur-III SCTM On Bur-I Avg.

Holding Failure No FRPCPY Avg. Holding Failure No FRPCPY

1 07-08 119 17 14.2 % 00 -- -- 2 08-09 120 20 16.6 % 00 -- -- 3 09-10 107 29 27.1 % 20 00 0.0 % 4 10-11 116 16 27.5 % 40 01 5.0 %

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RDSO’s Note: 1. The shed wise and make wise failures of SCTM are given below:

Shed AQ GMO GZB LGD

Year 08-09 09-10 10-11 08-09 09-10 10-11 08-09 09-10 10-11 08-09 09-10 10-11

TOTAL 24 24 15 8 16 8 12 10 4 17 13 10

POP 120 126 160 132 136 136 106 152 166 135 134 172

FRPCPY 20 19 18.8 6.1 11.8 8.82 11.3 6.6 3.22 13.1 9.6 7.75

2. The failure figures of AQ are high as compared to other sheds.

3. In case of isolation of any BUR and in winters, OCB runs at 37 Hz which will

create problem in the working of SCTM (less scavenging). Deliberations:

CR reported that the modification of shifting SCTM has been done in 138 locos so far. The performance is given below:

There are 4 failures in modified arrangement also in this year. Group opined that this modification will reduce the scavenging action of SCTM at 37 Hz operation of BUR-1. ECR and SCR reported that there failure of SCTM is within 10% and opined that this modification is not required. The modification shall not be done in further locos at AQ shed. In fact the failure cases of SCTM in modified arrangement have increased to 4 from 1 within 3 months. The adverse affect of this modification on traction motor is yet to be ascertained. Group also opined that use of corona resistance wire in SCTM will further improve the performance of SCTM.

Recommendations:

(i) The modification shall not be proliferated further by AQ shed.

(ii) The performance of SCTM in modified arrangement and its affect on performance of traction motor needs to be monitored further. For this purpose, CR shall send monthly report to RDSO. RDSO to monitor study and decide further course of action.

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New Items

Item No : 8

Subject : Reliability of Auxiliary machines on conventional and 3-phase locomotives.

Proposed By : RB

File No : EL/3.2.176/1

RDSO’s Note: 1. The Railway wise & make wise performance of auxiliary motors is given in

compiled failure booklet circulated separately.

2. It will be noted from overall FRPCPY of 2009-10 & 2010-11 that, reliability of MVMT(BBL),MVSL(GTR) & MPH(FW) of conventional locos and OCB(All), SCTM(ABB,SH), MCP(CGL), SROP(FW&SH) of three phase locos are of concern, in particular.

3. Apart from above, problem of low pressure in SH make oil pump was reported. It is seen from type test reports that Cold start test, though specified in specification, was not done during type testing of indigenously developed pumps by M/s SH & M/s FW. CLW has been advised vide letter no EL/3.2.176/3 dated 21/03/2011 to arrange complete repeat type test including cold start test in association with RDSO of M/s SH and M/s FW make pumps.

However, M/s SH has increased the dia of impeller from existing 194 mm to

202 mm w.e.f Aug’2010 from pump Sr No 10/04/OPC/D0277 onwards and so

far supplied 87 such modified pumps. As per failure reports received by RDSO

so far, no case of low oil pressure is there in such modified pumps

4. Apart from above, problem of premature failure of 4306 bearing of converter oil pump was reported. After study, RDSO, vide letter no EL/2.2.48 dated 20/10/2009, had issued amendment to specification for changing DE bearing from existing 4306 to 3306A during new manufacture. ECR,CR & SCR were also requested to implement the modification on trials basis in 2 pumps of each make and report performance feedback after 6 months trial.

No bearing failure in new pumps with 3306A bearing has been reported to

RDSO so far. However, Feedback of trial modification on existing fleet of

pumps is received from ECR in April’2011 and still awaited from CR & SCR.

After evaluating performance of trail modification on existing fleet of pumps,

RDSO will consider issue of MS for provision of 3306 on existing fleet of

pumps.CR & SCR may please furnish feedback early as already reminded vide

letter EL/2.2.48 dated 23/03/2011

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5. RDSO had issued instructions for cutting in corona wire on all converter fed auxiliary motors of 3-phase locos during new manufacture as well as rewinding vide letter EL/2.2.8/17 dated 14/08/2008 and subsequently Amendment No: 3 to motor specification no E-10/03/09 was also issued vide EL/3.2.176/1 dated 28/01/2009.However, the corona wire has been cut in very late by manufacturers. The status as gathered from manufacturers is as under.

Motor Make Date cutting in corona wire Remarks

OCB - These motors have not been procured indigenously in last 3 to 4 years.

MCP CGL Dispatched from 01/06/2009 onwards.

No failure reported in these motor as per firm

BBL - BBL has not supplied these motors since last 4-5 years

KEC Not yet confirmed

SCTM SH Aug ’2009(Sr no CF30/D0810 onwards)

Supplied up to Sr No CF30/D0943 and no failure reported as far as per firm.

ABB - Not supplying these motors now.

TMB CGL Dispatched from 01/05/2010 on onwards


ABB - Not supplying this motor now.

BBL - Not supplied this motor in last 4-5 years.

SR Oil pump

SH Not yet cut in -

FW Nov’2009 (Sr No 09112006 onwards)


TFP oil pump

SH June’2009 (Sr No 09/06/OPT/D0252 onward)


FW Nov’2009 (Sr No 09112006 onwards)


6. At present there is only one source for corona wire and small manufacturers have indicated difficulties in procurement of small quantities. RDSO had identified one more source for development of corona wire and as per RDSO advice, TMS/CNB has completed rewinding of 15 motors in March’2011 from wire of this new source. Concerned Railways have been advised to monitor performance. As now the winding wire has been transferred to CLW, Board has been requested vide letter no EL/2.2.8/17 dated 27/2/2010 for assigning responsibility for development of this item so that further action on same can be taken by CLW or RDSO accordingly.

7. There is need to analyze the cause wise failures in following two fashion; a. Corona wire wound motors Vs other motors b. Rewound motors Vs new motor

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RDSO is not getting such details and thus Railways are requested to furnish

such details to RDSO regularly.

8. Cases have come to notice where new motors have been commissioned in new locos after long period after delivery. System of first in first out should be rigidly followed at CLW and Railways should also commission new motors at the earliest possible. Grease of bearings should be necessarily replenished in case motor is commissioned after idling for long on shop floor/Store.

9. There is paucity of sources of auxiliary motors. Some of the reputed & good sources like ABB; Siemens & KEC are now not supplying many of these motors. One of the possible reasons could be that the bulk of motors are being procured along with blowers as combined unit from blower manufacturers, who normally tie up with one source. Group may deliberate on possible ways & means, including procurement policy, to keep the good sources live.

10. As now rewinding of motors is mostly being done from trade, Railways may like to comment on failure investigation aspect in sheds.

11. Condemnation of motor on age basis and maximum number of rewinding is an issue yet to be deliberated. Railways may like to give their opinions on these issues.

Deliberations: CR confirmed that oil pressure in SH make modified converter oil pumps is more than 60%.CR,SCR & ECR reported satisfactory performance of 3306 bearing in new converter oil pumps. However, CR reported that it is not possible to provide 3306 in existing fleet of pumps as this requires machining of shaft by maintaining very fine tolerances. AML suggested that RDSO should study, in consultation with bearing manufacturers, the bearing plate modification proposed by CR and take further action accordingly.

Based on FRPCPY figures furnished by Railways, RDSO discussed the analysis of performance of various auxiliary motors as under.

(i) Motors having overall FRPCPY > 10% in 3-ph locos and > 5% in conventional locos

FRPCPY

Motor 07-08 08-09 09-10 10-11* % Variation(10-11 over 09-10)

SR Oil pump 10.6 17.6 14.3 15.8 10.7

OCB 10.9 13.1 13.4 18.9 41.4

SCTMB 7.7 11.1 9.8 12.0 22.8

MCP(3 ph) 4.4 6.1 8.2 10.0 21.7

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(ii) Make wise motors having FRPCPY > 10% in 3-ph locos and > 5% in conventional locos

Loco Type Motor Make 2009-10 2010-11*

FRPCPY Nos . Pop FRPCPY

3-Ph locos

SR Oil pump FW 20.5 45 219.42 20.6

SH 17.0 34 200 18.0

OCB CGL 15.6 24 153.58 39.3

Lan 10.8 43 397.67 14.7

MCP CGL 11.1 41 367.83 13.3

SCTM Lan 9.5 6 63 11.6

SH 8.9 46 515.33 12.0

Conventional locos

MVSL GTR 6.3 98 1556.13 7.1

MVMT BBL 6.1 62 1020.63 4.2

RDSO stated that there is a need to segregate the failures of corona wire wound Vs non-corona wire wound motors for which Railways need to furnish the details to RDSO. Further, the failures should also be segregated between new motors Vs rewound motors.

Codal life of auxiliary motors is already specified as 12 years in letter no 2002/AC-II/1/10 dated 24/05/2006 issued by ED(Accounts)/Railway Board.However, there are no guidelines regarding maximum numbers of rewinding. The Group suggested that maximum 3 rewinding should be laid down.

Recommendations:

(i) RDSO to circulate cut-in serial nos of motors with corona wire along with Performa for segregating failures of corona Vs non-corona and rewound Vs new motors and Railways to submit performance details to RDSO within one month. RDSO to evaluate and decide further course of action.

(ii) CLW to enforce cutting in corona wire in Samal Harand make converter oil

pump and other motors.

(iii) CLW to arrange cold start tests on converter oil pumps as per specification and RDSO to evaluate results to ascertain whether problem of low oil pressure has been fully resolved with increased dia of impeller in SH make pump and take further necessary action accordingly.

(iv) RDSO to study the bearing plate modification done by AQ shed in consultation with bearing manufacturers and take further action accordingly.

(v) RDSO to study and issue guidelines for maximum number of rewinding for auxiliary motors.

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New Items

Item No : 9

Subject : Compressor efficiency and pneumatic testing procedure on conventional and three phase locos.

Proposed By : RB

File No : EL/ 3.2.19/G

RDSO’ Note:

Before the introduction of Air Suspension spring and Control Discharge Toilet System (CDTS) on coaches, Feed pipe pressure was used for quick re-charging of Brake Pipe (BP) pressure. Now, after introduction LHB rakes fitted with air suspension spring and control discharge toilet system (CDTS), additional air requirement has been feed through Feed Pipe. There is loss of 15 to 20% air due to purging with the use of air dryer in the locomotive.

Further field study revealed that the duty cycle of compressors in WAP1/4

locomotives while working ‘Duranto’ train is more than 90% and compressor is fast approaching margin operation as seen from the duty cycle of compressors observed during trails carried out by Railways.

RDSO has issued modification sheet no RDSO/2010/EL/MS 0388 dated

23.07.2010 for provision of additional on board compressor of 1000 lpm along with additional reservoir of 203 litre for WAP-4 locomotives having segregated pneumatic valves.

Since there is additional load of around 33 lpm per LHB coach on the

locomotive air supply circuit (FP circuit) with introduction of LHB rakes and compressors duty cycle has increased, hence it is highly essential to carry out the pneumatic testing of locomotive in the sheds as per RDSO MPMI 138/88 of 1988 and the leakage rates may be maintained within the specified limit. Leakage rate as stipulated in RDSO MPMI 138/88 of 1988 are reiterated below:

a) Whole system with auxiliary equipments: 0.3 kg/cm2 in 4 min. b) BP leakage : 0.7 kg/cm2 in 5 min. c) FP leakage : 0.7 kg/cm2 in 5 min. RDSO has also circulated test procedure for checking pressure setting of

the duplex check valve of FP circuit and FP flow rate vide letter no EL/3.2.19 (G) dated 19.12.10.

RDSO have further carried out series of trials on WAP-4 class of electric

locomotive at electric loco shed, Kanpur and on the bases of trials, the following testing procedure / parameter are being proposed:

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1. FP Circuit capacity test:

Place a 5.0 mm diameter leak hole palm to Feed Hose Pipe coupling of

WAP-4 locomotive and observe Feed pipe gauge in loco with brake valve handle in release condition. FP pressure should not be less than 5.5 kg/cm2 with both compressors in working condition.

2. Compressor capacity (FAD):

Free air delivery of compressor can be measured in situ by considering the

total volume of pipe line and taking in to account of permissible leakage. Following factors have been taken into account while calculating MR pressure build up time by each compressor.

Type of Loco

Compressor rating

Air storage capacity

FP leakage MR leakage

WAP-4 02*1000 LPM 856 Lts 0.7 kg/cm2

in 05 min. 0.3 kg/cm

2

in 04 min.

WAP-7 02*1750 LPM 1140 Lts 0.7 kg/cm2

in 05 min. 0.3 kg/cm

2

in 04 min.

MR pressure build up time by each compressor from 0 to 10 kg/cm2 :

Loco MR air pressure build up Time

WAP-4 Time taken to build up MR air pressure at 10 kg/cm2

by

each 1000LPM compressor without air dryer. 9-10 Minutes

WAP-7 Time taken to build up MR air pressure at 10 kg/cm2

by

each 1750LPM compressor 7-8 Minutes

Northern Railway has also carried out trial in WAP-7 Locomotive and MR

pressure build up time is observed in range of 6.5-8 minutes as reported vide letter No. 230-Elect/TRS/19 Dated 02.02.11.

It is being proposed that Railways may conduct above tests (1&2) in at least

05 locomotives. Format for conducting above tests will be circulated by RDSO and details may be sent as per format so that final procedure / parameters may be standardized.

Deliberations: RDSO informed that format for conducting MR pressure build up time test has

been circulated to Railways vide letter no EL/3/2/19 (G) dated 25.04.2011 and

requested Railways to conduct tests in at least 10 locomotives and submit report

at the earliest for standardization of procedure / parameters of the test.

AML suggested that guidelines should be formulated by taking into account theoretical calculations as well as field experience for which Railways should carry

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out sample survey and send reports to RDSO.ECR suggested that AFI should be provided in FP pipe also. However, group did not agree for same. Recommendations: (i) Sheds to carry out pneumatic testing as per RDSO’s MPMI 138/88 and

maintain the leakage rate within the permissible limits.

(ii) Proper setting of the duplex check valve of FP circuit as per test procedure circulated vide RDSO letter no EL/3.2.19 (G) dated 09.12.10 should be ensured by sheds.

(iii) Railways to conduct MR pressure build up time test, as advised vide RDSO letter no EL/3/2/19 (G) dated 25.04.2011, in at least 10 locomotives and submit report to RDSO within a month. RDSO to study the results and standardize the procedure / parameters of the test.

(iv) Railways to carry out sample survey for leakage rate of trains and submit report to RDSO within a month. RDSO to study and take further necessary action.

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New Items

Item No : 10

Subject : Design defect of compact RSI

Proposed By : SR

File No : EL/3.2.185

Notes of proposing Railway:

In Stesalit make RSI frequent failures are experienced due to short circuit of diodes, flashover and opening of fuses. While analyzing these failures, following is observed. (i) The heat generated inside the composite RSI is more compared to

conventional type RSI because of poor heat dissipation arrangement. A trial was conducted in a passenger train having 11 coaches and found that the temperature observed in conventional RSI was 43 0C while with compact RSI it was 53 0C. It only indicates that for the same loading conditions of the loco with all other parameters being same, there is a 10 0C temperature rise in compact RSI unit of Stesalit make due to poor heat dissipation arrangement.

(ii) In composite RSI of Stesalit make only three parallel paths are available, where as in conventional RSI seven parallel paths of 515 Amps diode are available in Usha & Hirect make. Four parallel paths of EUPEC diode having 1800A are available in NGEF make RSI. In Hirect make composite RSI seven parallel paths having 510Amps diode are available. Since the numbers of parallel paths are less, it is not possible to work with full load with Stesalit make RSI, in case fuse is blown out in any one of the paths. Other diodes get overloaded if any one path is open. This problem does not exist in other make RSIs.

(iii) To overcome the problem, RDSO had advised the firm to provide hole-storage capacitor in the RSI panel. Accordingly the firm has provided hole storage capacitor in four numbers of RSI panel maintained by ELS/ED. It is seen that this arrangement is not adequate as there are failures even with modified RSI panel.

In view of above, this Railway suggests that, provision of one more parallel path by adding one diode in each arm will solve the problem.

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RDSO’s Note:

1. As per the investigation, the failures of diode were due to high voltage

surges which are beyond permissible limits. As such use of hole storage capacitor was suggested. So far 125 units have been provided with hole storage capacitors out of 220 units. But failures have also been reported in the RSI blocks in which hole storage capacitors have been provided.

2. Due to space constraint in compact rectifier 4 parallel path will not be

possible. In the new design, 7 parallel path of 550 Amp diodes are used, which is working satisfactorily. New compact rectifiers are being supplied with 7 parallel paths.

Deliberations:

Railways reported that failures are taking place in WAP-4 as well as in WAG-7 locos. AML asked to examine the possibility of increasing the air flow by modification of duct or redesigning MVSI.RDSO explained that 4 parallel path cannot be provided due to non-availability of space. Further, it is noted that there are repeated failures in some of the RSI units. RDSO informed that an action plan has been drawn up with the firm wherein 16 RSI units will be replaced by 7 bridge design RSI block. On other RSI blocks where Heat sink gap is 10 mm or 25 mm, gap will be increased to 70 mm. East Central Railway reported that in some cases flashing and melting of heat sink also take place.

Recommendations:

(i) Firm to replace 16 units of RSI blocks in which repeated failure is taking place by 7 bridge design RSI blocks within two months. RDSO to liaison and ensure.

(ii) Firm to increase the heat sink gap to 70 mm in RSI blocks where it is 10 mm or 25 mm. RDSO to liaison and ensure.

(iii) RDSO, in association with firm, to explore the possibility of increasing the air flow by suitable arrangement in the duct or redesigning MVSI.

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New Items

Item No : 11

Subject : Modification to be done in WAP-4 loco to

minimize loco failure because of breakage of

BP/FP isolating cocks and BP extension pipe

due to CRO.

Proposed By : NCR

File No : EL/3.2.19(G)

Notes of Proposing Railway: RDSO has issued modification sheet no. ELRS/MS/0270/REV. ‘0’ dated 08.11.1999 to standardize location of BP/FP isolating cocks & to reduce breakage cases of these cocks due to CRO. However, the existing arrangement is not effective as damages to BP/FP cocks due to CRO continue to be reported from line. Apart from breakage of BP/FP cocks due to CRO, following two problems are also experienced in the present arrangement.

(i) In the existing location (BP/FP on the assistant loco pilot side), the hose

pipe gets connected diagonally to the load and the hose gets routed below

CBC, consequently, during run, it rubs with CBC due to oscillations and

gets damaged resulting in line failure due to leakage in BP line.

(ii) BP extension pipe which is inherently a weak member gets damaged

during CRO resulting in loco failure.

The above problems have been examined and it is proposed to carry out

following modification to reduce loco failure due to CRO.

BP/FP pipe should be relocated on loco pilot side with FP on top and BP just below. The hose then can be connected directly to the load with hose parallel to the track. This arrangement will not only avoid damage to the hose pipe due to rubbing to CBC, but also eliminate the need of BP extension pipe which is prone to breakage during CRO as the extension pipe is unprotected & the impact on the extension pipe results in breakage of angle cock. The existing and proposed arrangement is shown in photograph enclosed.

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Modification of BP/FP isolating cocks and BP extension pipe

It may be appreciated that angle cock in the modified arrangement gets completely protected by the safety bracket and there is no need of BP extension pipe.

RDSO’s Note:

1. RDSO vide letter of even No. dated 04.02.2010, sought comments of Railways on the modification as proposed by NCR. Railways were requested to furnish their comments with regard to any problems with respect to its connection in multiple operation with other class of diesel/ electric locomotives and with other rolling stocks. The comments received are as under

(i) SCR vide their No. E.221/AVB/Vol- V dated 17.03.2010, stated that they have already shifted the FP & BP cocks to Loco Pilot side from Asst. Loco Pilot side on all WAP-4 locos of SCR, homed at ELS/LGD no problem has been reported by Shed with regard to MU operation, as WAP4 locos are not fit for MU operation.

(ii) WCR vide their letter No. WCR/L/05/1117/3420 dated 12.08.2010, furnished following comments:

(a) ELS/ET: The implementation of proposed modification is not

possible due to CBC operating handle. ELS/ET is planning to

shift BP pipe below FP pipe and removing extension pipe in

WAP-4 locomotive, so that at time of CRO only rubber pipe

need to be changed if damaged.

(b) ELS/TKD: Proposed modification calls for shifting of CBC operating rod from Loco Pilot side to Asst. Loco Pilot side.

Before modification

After modification

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Moreover, if BP Pipe is shifted to lower position, then the chances of its getting damaged in case of CRO will increase.

(iii) Western Railway vide their letter No. EL/91/7/5 dated 20.08.2010, stated that CBC operating handle will touch with both BP/FP flexible hose pipe and CBC opening and closing will infringe with FP and BP pipes. Hence the existing standard arrangement of location of BP and FP isolating cocks in electric Locomotives as per RDSO Modification Sheet No. ELRS/MS/0270/ Rev ‘0’ dated 18.11.1999 is suitable.

2. In view of the comments furnished by the Railways no clear opinion is

emerging.

3. N.C. Railways vide their letter under reference dated 20.01.2011 have also

agreed that CBC handle which is fitted on ALP side is to be shifted towards

LP side.

4. It is suggested that the standard arrangement as per RDSO Modification

Sheet No. ELRS/MS/0270/ Rev ‘0’ dated 18.11.199 may be retained.

Deliberations:

SR informed that they have eliminated the BP extension pipe by keeping these at

same location. By this arrangement need of BP extension pipe, which is inherent

weak member and gets damage during CRO, has been dispensed with. The

modification done by SR is shown below.

Unmodified Modified

(BP extension pipe is eliminated)

The modification proposed by NCR requires major changes apart from shifting of

CBC operating handle from LP side to ALP side. WR suggested that the location

should be kept same but the design of protection cage should be

reviewed/strengthened. However, clear opinion could not emerge out of the

discussion whether to go for modification proposed by NCR or SR. SR was

advised to provide field report of CRO cases of modified locomotives to RDSO.

AML suggested that RDSO should study the arrangement in all locomotives

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including 3-phase locomotives and diesel locomotives and should come out with a

solution after getting feedback from field.

Recommendations:

(i) Railways to send the details of CRO in last one year indicating the numbers

in which BP extension pipe also got damaged along with arrangement of

BP/FP hose pipe to RDSO for further study and action.

(ii) RDSO to study the arrangement in all locomotives including 3-phase

locomotives and diesel locomotives, obtain feedback from Rlys and then

come out with a solution with a view to minimize damage/avoid loco failure

during CRO.

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New Items

Item No : 12

Subject : Problems in maintenance of VCBs & provision of M/s BACHOFN AG type PRV in Areva make VCB.

Proposed By : WCR & SCR

File No : EL/3.2.61

Notes of proposing Railway: Following problems are being faced in maintenance of VCBs.

a) Different setting of QPDJ Relay in different make VCBs. b) No inter-changeability of different make VCBs. c) As QPDJ is provided in VCB box, its removal and fitment is difficult. d) Breakage of Aux. Contact of fish bone type Aux. Switch. e) Provision of M/s BACHOFN AG type PRV in VCB of M/s Areva to improve

reliability(Proposed by SCR) There are different make VCBs and different setting of QPDJ relay as shown in following table. There is 0.6 Kg/Cm² difference between cut in of QPDJ relay & its operating pressure in unmodified BT and AAL make single bottle VCB. While 0.4Kg/Cm² difference between cut in of QPDJ relay & its operating pressure in modified BT make single bottle VCB. There is 0.35 Kg/Cm² difference between cut in and operating pressure in AREAVA make double & single bottle VCB. Since the difference in operating pressure and cut in of QPDJ relay is 0.3 Kg/Cm², if operating pressure comes down 0.2 Kg/Cm² due to any reason it may cause ICDJ. Sr. No.

VCB Type Make QPDJ setting Pressure setting

01 Un Modified with CMDE BT single bottle

CUT In 3.6 Kg/Cm² 4.2 ± 0.1 Kg/Cm²

CUT Out 3.3 Kg/Cm²

02 Modified with 110 V holding

& closing coils CUT In 4.2 Kg/Cm²

4.5 ± 0.1 Kg/Cm² CUT Out 3.8 Kg/Cm²

03 Double bottle AREAVA CUT In 4.65 Kg/Cm²


04 Single bottle AREAVA CUT In 4.65 Kg/Cm²


05 Single bottle AAL CUT In 3.6 Kg/Cm²


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Following Suggestions are made to address above mentioned problems. 1. Pressure setting of QPDJ & operating pressure should be uniform for all

make VCB. QPDJ setting should be 4.6 Kg/Cm² cut in and 3.7 Kg/Cm² cut

out and operating pressure should be 5.4 ± 0.1 Kg/Cm².

2. VCB incoming pneumatic pipe coupling arrangement is different in different

make VCBs. It should be similar so that during inter changing VCB pipe

fittings do not require change.

VCB BT make coupling

arrangement 3/8 inches

AAL make VCB coupling

arrangement ½ inches

3. QPDJ may be provided on RS pressure pipe of VCB as provided in DJ fitted

locomotive. QPDJ will operate at direct RS pressure and there will be no

effect of pressure drop during operation.

QPDJ provided in box

of VCB

QPDJ provided on RS

pipe in DJ fitted locos

BT make VCB (VCB has to be removed, for checking/ replacing QPDJ as

not accessible)

4. Contact pressure of fishbone type auxiliary switch is not mentioned in OEM

manuals. Same should be specified.

5. The vacuum circuit breaker is equipped with PRV (Pressure Reducing Valve)

which brings down the pressure from 8Kg/cm2 to 5.2 kg/cm2. In Areva make

VCB, ShavoNorgren type PRV is used where as in BT and AAL make,

BACHOFN AG type PRV is used. The PRV provided in BT and AAL make

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VCBs i.e. BACHOFN AG type requires less maintenance and is more reliable

compared to ShavoNorgren type PRV Provided in Areva make VCB.

SHAVO NORGREN TYPE PRV BACHOFN AG TYPE PRV

RDSO’s Note:

1. Pressure switch and Pressure Regulator settings are different for

different types of VCBs which are based on their design and directly

linked with their operating mechanisms. RDSO has sought comments

on standardization of these settings from VCB manufacturers vide

RDSO letter No. EL/3.2.61 dt. 15.04.2011 as change in settings from its

designed value may have repercussion on other operating parameters

of VCB. Based on the comments received from manufacturers, action

will be taken on standardization of these settings. Further, Problem of

disturbance in setting of Pressure Regulator Valve(PRV) of Single bottle

VCBs manufactured by M/s Areva was examined in detail in association

with M/s Areva, Vadodara and M/s ShavoNorgren, Mumbai, the OEM of

the PRV and it was observed that output pressure varies with inlet

pressure to a certain extent and has hysteresis curve- outlet pressure

increasing with decrease in inlet pressure or vice-versa. RDSO vide

their letter No. EL/3.2.61 dt. 08.04.2011 has issued the guidelines for

setting of these PRVs.

2. For ensuring interchangeability of different make VCBs, pneumatic and

electrical connections should be similar in all make of VCBs. RDSO has

already standardized these connections and same was advised to VCB

manufacturers vide letter No. EL/3.2.61 dt. 08.10.2004 for incorporation.

Requirement of these pneumatic and electrical connections for ensuring

interchangeability has also been incorporated in the VCB specification

No. CLW/ES/C-47, Alt, D. Nowadays, all the VCB manufacturers are

supplying identical pneumatic & electrical interfacing connections.

Railways may plan providing these connections as per the specification

in the old VCBs which have not been provided with these connections.

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3. QPDJ was provided externally on RS pressure pipe in DJ fitted

locomotives to trip the DJ when the pressure goes below the cut-off

pressure of the QPDJ. However, with the adoption of VCBs, few

Railways have discontinued or removed these QPDJ with the

understanding that QPDJ has been provided in the VCBs. It is clarified

that QPDJ provided inside the VCBs is meant for safe working of the

VCBs, which is why the QPDJ setting provided inside the VCBs are

different for different make of VCBs. Railways should continue the use

of external QPDJ with their original settings as it was used in the DJ

fitted locos.

4. Problems in checking and replacement of QPDJ switch in locomotives

for all make of VCBs is being examined in association with the manufacturers and suitable corrective measures will be taken for the VCBs in which maintainability problem of QPDJ is found.

5. Presently, all the VCB manufacturers are using fish-bone type switch of

Elmex make, Vadodara. Auxiliary contact pressure is mentioned as 125

±25 gm in the Areva’s manual which was circulated in CDs to Railways

during 2 days Workshop at Kanpur on 22& 23rd, April, 2010 and same

should be followed for auxiliary switches provided in different make of

VCBs.

6. SCR has experienced two failures, one each in 09-10 & 10-11 (Apr-Dec)

of Pressure Regulating Valve fitted in Areva make VCBs. Pressure

Regulating Valve (PRV) of M/s ShavoNorgren in Areva make single and

double bottle VCB is being used since induction of double bottle VCBs

in 1986 and presently population of these PRVs fitted in Areva make

single/double bottle VCBs is more than 2500 on IR. Recently, Railways

have reported a few cases on setting disturbance of PRV fitted in Areva

make VCBs and most of these are found to be due to improper setting in

newly manufactured VCBs of M/s Areva. RDSO vide their letter No.

EL/3.2.61 dt. 08.04.2011 has issued the guidelines for setting of these

PRVs. Further, RDSO vide letter No. EL/3.2.61 dt. 18.04.2011, has also

requested M/s Areva to examine the feasibility of providing M/s

BACHOFN AG type PRV in their VCBs.

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Deliberations:

WCR(TKD Shed) made a presentation of the problems faced in the maintenance of different makes of VCBs and desired that QPDJ & PRV settings should be made same for all makes of VCBs. It was mentioned that a difference of 0.9 kg/cm2 is desirable between PRV setting and cut out setting of QPDJ to prevent the cases of ICDJ. They also desired that the pneumatic pipe line and electrical arrangement should be made similar in all makes of VCBs, so that they become interchangeable. Further, in BT make VCBs, it is difficult to maintain QPDJ in position as its location is inaccessible. ECR commented that problems in changes/disturbance of settings in PRVs in Areva make VCBs have been experienced in the new lot of VCBs supplied by the firm.SCR desired that BACHOFN make PRVs, used in BTIL & AAL make VCBs should be provided by Areva also instead of ShavoNorgren make PRVs.NCR mentioned that a number of cases of failure of EP Valves in AAL make newly manufactured VCBs have been experienced, and its design appears to have been modified by the firm. RDSO was of the view that as the basic design and operating mechanism of different makes of VCBs is different, it may not be possible to have uniform settings for QPDJ and PRVs in all makes of VCBs. However, it was informed that views of all the manufacturers are being obtained on the subject. It will be stressed to have 0.9 kg/cm2 pressure as desired by WCR. Regarding interchangeability, RDSO apprised that this has already been made applicable as per Alt ‘E’ of VCB specification and now nipple is provided by manufacturers to ensure compatibility. AML, Railway Board also opined that it may be difficult to have the same settings of QPDJ & PRV in all makes of VCBs in view of different designs adopted by the manufacturers in their VCBs. Railway Board was also of the view that PRVs of M/s Shavo-Norgren supplied by the firm (M/s Areva) have been in since beginning for the past 15 to 20 years which did not have any problem and matter of recent failures may pertain to a lot which should be taken up by RDSO with M/s Areva for investigating the failures of PRV and taking the desired remedial measures. Recommendations: RDSO to hold a meeting with all the manufacturers of VCBs at Electric Loco Shed, TKD to discuss the issues raised by WCR & SCR regarding the maintenance of VCBs and also call other Railways where these problems have been experienced after which detailed guidelines to be issued by RDSO to Railways.

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New Items

Item No : 13

Subject : Increase in Unscheduled lifting due to Increased Periodicity of AOH of WAP4 Locos

Proposed By : WR

File No : EL/3.6.1/1


Vide RDSO letter No: EL/36.1/1 dated 23.07.09 the periodicity of AOH of WAP4 was increased from 12 months to 18 months. With implementation of revised periodicity, there has been increase in unscheduled lifting’s as shown in table below:-

Equipment

2009-2010 2010-2011(Till Dec-10)

Lifting Within

Total FRPC

PY

Lifting Within

Total FRPC

PY

12

Mo

nth

s

Ho

ldin

g

FR

PC

PY

12

-18

Mo

nth

s

Ho

ldin

g

FR

PC

PY

12

Mo

nth

s

Ho

ldin

g

FR

PC

PY

12

-18

Mo

nth

s

Ho

ldin

g

FR

PC

PY

Traction motor

25 252 9.9 4 90 4.4 8.4 19 192 13.1 18 150 16 14.4

Wheel set 6 252 2.3 1 90 1.1 2.0 6 192 4.1 5 150 4.4 4.2

Axle box 1 504 0.2 0 180 0 0.14 3 384 1.0 2 300 0.8 0.9

As can be seen from the above table, the major contributory to the increase lifting is Traction Motor, the details of which are as under:-

2009-10 2010-11(Till Dec-010)

< 12 MONTH > 12 MONTH TOTAL < 12 MONTH > 12 MONTH TOTAL

FAILURE 37 3 40 22 26 48

HOLDING 252 90 342 192 150 342

FRPCPY 14.68 3.33 11.70 15.28 23.11 18.71

The major modes of failures of Traction Motors are

Sr.No. Mode of failures No. of cases (in Nos.)

1. Electrical

a. Bad Commutation 04

b. Abnormal Ovality 10

c. Armature Earth 03

d. BHRR defects 03

2 Mechanical

a. MSU Crack 01

b. CE Locking Plate broken 01

c. Stator Lug broken 02

d. E/S bolt & A/cap bolt loose/broken 03

e. Grease Pipe Defect 02 Total 29

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Further 5 new locos from CLW joined the existing fleet; the failure rate of TM of these new locos is also high as shown in table below

2009-10 2010-11(Till Dec-010)

EXISTING LOCOS

NEW LOCOS

TOTAL EXISTING LOCOS

NEW LOCOS

TOTAL

FAILURE 37 3 40 38 10 48

HOLDING 312 30 342 312 30 342

FRPCPY 11.86 13.33 11.70 16.24 44.44 18.71

The major modes of failures of Traction Motors are

Sr.No. Mode of failures No. of cases (in Nos.)

1. Electrical

a. BBCR 01

b. Abnormal Ovality 05

c. Armature Earth 01

d. V cone burnt 03

2 Mechanical

a. Pinion Defect 01

b. IP bolt loose/broken 01

c. Grease Pipe Defect 01 Total 13

RDSO’s Note: 1. With approval of Railway Board, RDSO, vide letter No EL/3.6.1/1 dated 21/23-

07-2009, had issued guidelines for undertaking AOH of WAP4 locos at 18 months interval as against existing 12 months on trial basis for locos based at Electric loco sheds at AJJ/SR, SRC/SER, BRC/WR & GZB/NR besides ELS/LGD, which was already doing AOH at 18 months interval.

2. Feedback was received from NR, SR & WR. However, from the details furnished, the comparative performance evaluation in extended 6 months period could not be made and thus concerned Railways were advised, vide letter no EL/3.6.1 dated 10/03/2011 to submit cause wise performance during first 12 months and extended 6 months period.

3. Performance feedback has been received from WR vide EL 91/36/8 dated 28.03.11, SCR vide letter no E.221/MS/Vol-XII dated 25/03/2011, SER vide letter no CEE/RS/120/Pt.VII dated 17/03/2011 and feedback from NR & SR is awaited. As per feedback, the summarized performance details are as under.

Rly No of Locos considered

Total no. of failures/ UUO/arising

Performance within 12 months after AOH Performance after 12

months

0–3 Months

3 – 6 Months

6 – 9 Months

9-12 Months

12-15 Months

15-18 Months

WR 44 78 84 76 95 87 59

SCR 38 28 24 18 14 10 18

SER 31 - - - 16 10 5

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4. The cause wise failure breakup, as reported by these Rlys, is attached at Annexure-II to Agenda and analysis of same is as under.

Equipment

Quarterly Average of Arisings

SCR SER WR

0 to 12 months

12 to 18 months

0 to 12 months

12 to 18 months

0 to 12 months

12 to 18 months

Auxiliary 1.5 4 0 0.5 5.75 5

BA 0.25 0

Bogie/Bolster 2.25 0.5 0.5* - 36.25 33

Cable 1.25 0.5

DC-DC Converter 0.25 0

FDS 0.5 0.5

GR/SMGR 0.75 1.5

MP 0.25 0

Other Mech 2 1 0.75 1.0*

Panto 0.25 0

Pneumatic 2 0 0.25 1.5 8 5

Relay/Switches/Contactors/Circuit 3.75 2.5 0.25 0 22.25 9.5

Roof Eqpt 0.25 0

RSI 0.5 0

SI 0.5 0.5

SL 0.5 0.5

SPM 0.75 0

Springs 1.0* 1

TFP 0.25 0.5

TM 3 2 1.75 4 11 20.5

VCB 0.25 0 0.25 0

Grand Total 21 14 4 7.5 83.25 73

5. Above analysis reveals that;

a. Average quarterly total numbers of failures/arisings have not increased except in SER.

b. However, arisings of TM have substantially increased in SER & WR.

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Deliberations: WR made a presentation on this item. The contention of WR that TM arisings have increased as a result of increasing the AOH periodicity to 18 months was not appreciated by other Railways and most of the Railways were in favor of increasing the periodicity of AOH to 18 months. AML/Railway Board opined that problem could be due to defective lot of TMs turned out by CLW in past. Vide letter no El/3.2.172 dt 04/12/2008, RDSO has already issued guidelines to Railways for Procedure for Replacement of Disc Springs in situ and re-seasoning of Commutators of HS15250A TMs. These guidelines need to be implemented by Railways for arresting failures of these TMs. Recommendations:

(i) Railways to ensure implementation of guidelines issued vide RDSO letter

no El/3.2.172 dt 04/12/2008, regarding Procedure for Replacement of Disc Springs in situ and re-seasoning of Commutators of HS15250A TMs.

(ii) NR and SR to send performance feedback of WAP4 locos undertaken AOH at periodicity of 18 months in the format as advised vide RDSO letter no EL/3.6.1 dated 10/03/2011 within 15 days.

(iii) RDSO to evaluate the performance feedback and submit recommendations regarding increasing periodicity of AOH of WAP4 locos.

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New Items

Item no. : 14

Subject : Trouble in Marker lamp inspection / Charging in crew friendly cab WAP4 loco.

Proposed Railway : SER

File No. : EL/6.4.7/5


In crew friendly cab locomotives, LED type marker lamp is replaced from inside. It is very much troublesome for inspection and replacement of LED type marker lamp on position due to lack of space.

A number of pneumatic pipe lines are to be removed for getting access to

the Marker lamp assembly and it requires about two days to complete the job. Also the setting of pipe line gets disturbed causing air leakage etc.

In Locos, other than crew friendly cab where marker lamp assembly is fitted

on a plate secured with nut-bolt from outside of loco body, there is no problem for inspection and changing of marker lamp.

Photographs of Marker lamp fixation arrangement of conventional and crew

friendly cab locos are as under.

Loco no. 22743 ( Crew friendly cab)

There is no space for attention of Driver side Marker Lamp

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Loco no. 22385 (Conventional Cab) The Marker Lamps are Fitted on a plate which is secured with loco body and if require for changing Marker Lamp, the Plate can be removed from outside

SE Railway suggests that the design of Marker lamp fixation arrangement of Crew friendly Cab Locomotives may be reviewed to provide ease in maintenance as is available in old cab locomotives.

RDSO’ Note:

1. The fitment arrangement of marker light assembly from inside was done at the time of finalization of crew friendly cab modifications to improve the appearance.

2. As per telephonic feedback, problem is being experienced by other sheds also.

3. CLW may examine the feasibility of adopting plate type design in crew friendly locomotives.

Deliberations:

Southern Railway mentioned that they have done a modification so that fixing of

marker light can be done from outside. Group suggested that care should be taken

to protect the assembly from water ingress.

Recommendations: Southern Railway to send details of the modification carried out by them to RDSO. RDSO to study the arrangement in consultation with manufacturers of marker light and issue guidelines.

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New Items

Item No : 15

Subject : Provision of RCBO in Cab fan & heater circuit against HRA & HVT to detect earth fault and isolate the faulty circuit automatically

Proposed By : ER

File No : EL/3.1.3


At present 38 Nos ELS/ASN based Locomotives are provided with SIV. As

per RDSO’s MS No. 353(Rev-‘0’) & 353 (Rev-‘1’), the faulty circuit is required to be isolated after troubleshooting and operating concerned bypass switch. The troubleshooting results in time loss. Use of RCBO in place of isolating switches automatically isolates the faulty circuit and it also protects against short-circuit. RCBO for cab fan & heater circuit is proposed to be used in place of existing isolating switches (HRA & HVT or HRAVT). RCBO with sensitivity as high as 01 in 30000 are available in the market at reasonable rates from reputed manufacturers RCBO 6A one No for Cab fan and two nos 16A for heater are required. Specification of RCBO – Current rating 6A & 16A in 2 pole with 300 mA sensitivity. Compact 2 pole to MOD device. Braking capacity: – 6 kA conforming to IEC 61009, protection against nuisance tripping. Type A062F1 of Hager make

At present RCBO are provided in 5 ASN based locomotives and working satisfactorily. It is proposed to provide RCBO in all locos fitted with SIV.

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RDSO’ Note: 1. RCBO (Residual current breaker with over current protections) is a Miniature

circuit breaker (MCB) cum leakage detector. Over current protection is provided by MCB and leakage current is sensed through a differential CT. The principle of working of leakage detection is explained with following schematic.

2. RCBOs of various ratings, confirming to IEC 61009, are available in the market from reputed manufacturers.

3. The item was proposed by ER in last MSG also but not included in agenda. However, ER was advised to provide RCBO in 5 locomotives and submit performance. ER has provided RCBO in 5 locos and reported satisfactory performance.

4. Earth fault in fan/heater circuit causes SIV tripping. Cases of detentions/loco failures due to substantial time taken in troubleshooting and isolating fan/heater are not rare. Provision of RCBO is expected to reduce such detentions/failures.

5. However, before regular cut-in, trials on substantial locos may be conducted to assess the performance and cases of nuisance tripping, if any.

Deliberations: Other Railways reported that there are no cases of loco failures in their railways on this account. Group also stated that MCBs have been tried in conventional locos in past also but were not successful. The addition of RCBO will add to the reliability problems. RDSO informed that the service conditions prevailing in locos are much stringent than those mentioned in IEC 61009 of RCBO and thus reliability of RCBO is doubtful in long run. Railways also informed that the modification is not required as drivers, by regular counseling & training, are able to troubleshoot the fault. Recommendations: Modification proposed by ER is not agreed by group.

1. Electromagnet with help electronics 2. CT secondary winding 3. CT core 4. Test switch L Live conductor N Neutral conductor

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New Items

Item No : 16

Subject : Provision of N/O interlock of QCON in the circuit of QTD 101 coil to avoid SI unit tripping due to working of compressor in soft start mode in rear loco of multiple unit

Proposed By : CR

File No : EL/3.1.3

Notes for proposing Railway: 1. Ramp up time of different make SI unit is different. As per RDSO specification

No: ELRS/Spec/51/0018 Rev (1)-March 06, SI unit should be able to reach to its rated output voltage in 15 second.

2. It is observed that, ramp up time of Siemens make is 20-22 second, Medha 13-15 second, Hirect 18 to 22 second and AAL 10 to 12 second.

3. During EMU operation, if Ramp up time of SI unit of lead loco is less ( say 15 second) and that of rear loco is more (say 22 second), then QCON of leading loco picks up early indicating driver to start compressor. When BLCP is put to “ON”, compressor contactor of both locos picks up. As SI unit of rear loco is yet to ramp up to its full voltage, overloading by compressor takes place, resulting SI unit tripping in rear loco.

4. To avoid such condition, it is proposed to provide an N/O interlock of QCON in the circuit of QTD 101 coil. With this modification, even if compressor ON command is available from lead loco, rear loco CP contactor shall not close until its SI unit has fully ramped up. In FDCS locomotive, logic can be modified for QTD 101 picking up only after QCON picks up. The proposed modification in circuit is shown below.

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RDSO’s Note:

1. SIV gets ON command only after pick of QSVM. Time delay of QSVM relay provided in the software of MPCS is 5 sec as against 2 sec stipulated in RDSO Modification Sheet no. ELRS/MS/0335, Rev. ‘0’ dated 28.01.2005, which adds to SIV ramp up time (from pressing of BLRDJ to LSCHBA lamp off).

2. All the manufactures of MPCS have been advised vide letter No: EL/4.2.15 dated 30.09.2010 to modify the software to reduce the time delay from 5 sec to 2 sec.

3. Trial of modified MPCS software has been jointly conducted at ELS/CNB on 23.09.2010 with M/s Medha, M/s AAL & M/s Siemens. During the trial, total ramp up time is observed around 17 sec initial charging of locomotive. During running, if DJ trips and loco pilot switches on BLDJ and BLRDJ, then, total ramp- up time will be less than 15 sec as rectifier section of SIV takes less time due to availability of residual DC link voltage.

4. Notwithstanding above, the ramp up time of SIV of different manufacturers & different locomotives may be slightly different and the situations of starting of compressor of rear loco in MU before its SIV is fully ramped up can arise, causing SIV tripping in rear loco.

5. Prima facie, the proposed modification is in order and can be implemented in relay based locos. For MPCS fitted locos, the modification will have to be finalized in consultation with manufacturers of MPCS.

Modification

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Deliberations: Group unanimously agreed for the proposed modification for relay based conventional locos and also recommended for similar modification MPCS based conventional locos. Recommendations:

(i) RDSO to issue modification sheet for relay based conventional locos.

(ii) RDSO to finalize similar modification for MPCS fitted conventional locos in consultation with MPCS manufacturers and issue modification sheet.

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Notes of proposing Railway: There are failures due to blower type heater in Static Inverter fitted locos. In existing plug & socket system, 440V AC supply for 2KW heater & 230V AC for 115W blower motor are available in same socket & very adjacent to each other. The terminals are over heated & melted due to loose & improper connection caused by vibration of loco. Due to overheating, the Bakelite also melts causing short circuit of phase to phase & phase to neutral terminal thus leading to tripping of Static Inverter. It is suggested to modify the existing terminal connections by SB type terminal connections. The photographs of existing and modified arrangement are shown below. By implementing above modification, failures of Static Inverter due to blower type heater terminal connections have been eliminated.

Existing arrangement- Plug & socket

connection

Modified arrangement-SB terminal

connection

New Items

Item No : 17

Subject : Modification of terminal connections of heater cum blower in WAP-4 locos.

Proposed By : SR

File No : EL/3.1.3

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RDSO’s Note:

1. The blower cum heater assembly same as in three phase locos is now

being provided by CLW in conventional locos. The item is being procured as per CLW specification no CLW.ES.03.0109 for both type of locos.

2. None of the Railways have reported such failures, neither in 3-phase

locos nor in conventional locos, to RDSO in past. 3. The modification has been done in 4 WAP4 locos by AJJ shed about 4

months back and performance is reported satisfactory. 4. There appears no difficulty in implementing above proposed

modification in conventional locos but feasibility along with associated change in cabling/wiring needs to be examined for three phase locos.

5. Railways may please furnish performance of existing arrangement,

both in conventional and three phase locos and their views on above proposed modification.

Deliberations: Group recommended above modification. It was also confirmed that modification can also be implemented in three phase locos.CLW will have revise the specification accordingly for new procurement and in existing units, modification can be implemented by railways. Recommendations:

(i) CLW to revise the specification of Heater cum blower assembly accordingly.

(ii) Railways may implement the modification on existing units.

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New Items

Item No : 18

Subject :

Revision of overhauling kit of EP contactors, Compressors & PBU/TBU

Proposed By : SCR


Notes of Proposing Railway: Following revision in overhauling kits is proposed.

Schedule ITEM IN KIT Remarks Existing Proposed

EP contactor overhauling kit

MOH 06 items 03 items (Cover, small

O ring and copper washer

removed)

As the no. of items reduced/kit, the cost of the overhauling kit comes down. The cost reduction not assessed as the cost statistics not available ELGI

Compressor overhauling kit

MOH 29 items

24 items

FTIL Compressor

overhauling kit

MOH 30 items

23 items

TBU/PBU overhauling kit

MOH 28 items

24 items

Saving: Rs. 23,050/- per kit. List of items in existing kit/ revised kit is as under.

Details of existing and proposed kits are as under

(a) EP Contactor Overhauling kit

S No.

Description Existing Revised

Part No Qty Part No Qty

1. GASK 08.73x1.78 NBT300273P0160 02 - -

2. GASK 13x20x1-CU NBT400289P0023 01 - -

3. GASK 073.03x3.53 AG432122P0007 01 AG432122P0007 01

4. Cartridge 3/2-F-10/ valve EP

PU294875R0001 01 PU294875R0001 01

5. Cover 47X11-Rubber/ valve EP

PU196491P0001 01 - -

6. GASK K-ring KA-80.2-KNORRN896/80

HSBA433239P0002 01 HSBA433239P0002 01

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(b) ELGI Compressor overhauling kit

S. NO

DESCRIPTION EXISTING REVISED

M/s.ELGI Pt.No Qty /set M/s.ELGI Pt.No. Qty /set

1. Gasket, Fly end 07 04 0063 0 1no. 070400630 1no 2 Gasket, Free end 07 04 0064 0 1no. 070400640 1no. 3 Gasket, Crankcase to dia Cyl..0.75T 00 04 2843 A 2nos. 00042843A 2nos. 4 Gasket dia 127 cylinder to head 0.75T 07 04 0086 0 2nos. 070400860 2nos. 5 Gasket, Inlet valve to disc valve 00 04 3926 0 4nos. 000439260 4nos. 6 Washer, Cylinder head to cap nut 00 04 3927 0 4nos. 000439270 4nos. 7 Gasket, Crankcase to dia 100 Cyl .0.75T 00 04 1004 c 1no. 00041004c 1no. 8 Ring, Packing-Oil Plug 00 05 2196 0 2nos. 000521960 2nos. 9 Seal, Oil 00 04 3917 0 2nos. 000439170 2nos. 10 Kit, Rings Dia 127 (Each kit consists of) - - 07 24 0347 9 2sets

Slotted oil control ring , D 00031666 2nos. Stepped compression ring ,Dia.127. 00046925 1no. Plain compression, Dia.12 00042863 1no.

11 Kit, Rings Dia 100 (Each kit consists of) - - 02 24 0105 9 1set Slotted oil control ring , Dia.10 000416860 2nos. Stepped compression ring Dia.100. 000417570 1no. Plain compression ring , Dia.100. 000416850 1no.

12 Valve assy. Inlet valve (A070072) - - 1. Plate guide 07 04 0028 0 2nos. 2. Spring Plate 07 03 0023 0 2nos. 3. Valve plate 07 03 0029 0 2nos. 4. Nut self locking5/16" - 24UNF 07 04 0334 0 2nos. 5. Bush , guide 07 04 0033 0 2nos. 6. Spring , Conical 07 04 0035 0 2nos. 7. Nut lock 07 04 0340 0 2

13 Valve assy, Delivery (A070071) - - 1. Valve plate 07 03 0029 0 2nos. 2. Spring plate 07 03 0023 0 6nos. 3. guide ring 07 04 0048 0 2nos. 4. Clevloc nut (5/16" UNF) 07 04 0334 0 2nos.

14 Valve assy, Disc dia 100 (A02 0042) - - 1. Bottom plate for suction valve 00 04 1516 0 1no. 2. Suction valve spring 00 04 1517 0 1no. 3. Suction valve plate 00 04 1518 0 1no. 4. Delivery valve plate 00 04 1519 0 1no. 5. Delivery valve spring 00 04 1520 0 2nos. 6. Pin 00 05 1916 0 1no. 7. Spring washer M10 00 29 9611 0 1no. 8. Hex. Nut M10 00 09 4801 0 1no. 9. Gasket Big cylinder to Disc valve 000519210 2nos. 000519210 2nos. 10. Gasket small Cylinder to Disc valve 000519220 1no. 000519220 1no.

15 Valve, Breather 00 05 1006 0 1no. 000510060 1no. 16 Gasket LP Cyl. to I/C pipe 00 04 4820 0 2nos. 000448200 2nos. 17 Packing 00 04 2406 0 8nos. 000424060 8nios. 18 Gasket LP . to Filter 00 04 4573 0 3nos. 000445730 3nos. 19 Tyre element ( Coupling F100) 22 04 8410 C 1no. 22048410C 1no. 20 Valve seat, Drain valve 00 05 1993 0 2nos. 000519930 2nos. 21 Valve seat, Safety valve 00 05 3592 0 1no. 000535920 1no. 22 Soft mount, Compressor side 07 03 0092 0 1no. 070300920 1no. 23 Hard mount, Motor side 07 03 01670 1no. 070301670 2nos. 24 Kit, Filter elements ( Consists of Filter

elements outer & Inner) 00 04 12619 1 set 000412619 1set

25 Kit ring piston 127 Dia 072403479 2nos. - - 26 Kit ring piston 100 Dia 022401059 1no. - -

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27 Valve assly.inlet A070072 2nos. - - 28 Valve assly. discharge A070071 2nos. - - 29 Valve assly. disc 100 dia A020042 1no. - -

(c) FTIL compressor overhauling kit

S No. Description Existing Revised

FTIL PL No Qty FTIL PL No. Qty 1 Joint Inner 850711000 3 850711000 3 2 Joint Outer 850712000 3 85071 2000 3 3 Joint 850709000 1 85070 9000 1 4 O Ring 850714000 2 85071 4000 1 5 O Ring 850715000 2 85071 5000 2 6 Joint 850713000 3 85071 3000 1 7 Flange Gasket (Large) 850703000 1 85070 3000 1 8 Felt Gasket 850901000 1 85090 1000 1 9 Joint Ring 850708000 1 85070 8000 1 10 Oil Filter Gasket 850706000 1 85070 6000 1 11 Crankcase Side Gasket 850705000 2 85070 5000 2 12 Split Pin 912008400 6 91200 8400 6 13 Primary Oil Filter 850108000 1 85010 8000 1 14 Washer 016701000 2 01670 1000 2 15 Flange Gasket (Small) 850702000 4 85070 2000 4 16 O Ring 850720000 4 85072 0000 4 17 Oil pump mounting Gasket set Oil pump

gasket - 01No. Oil Pump Face Gasket -01 No.

---- -- 79085 0306 85070 1000 85090 4000

1 Set

18 Air filter elements set (set consist of outer & inner filter elements

---- --- 85060 4000

3

19 Joint set pack --- --- 85020 4000 3sets 20 Pump cover gasket --- --- 85020 3000 1set 21 F100 Tyre --- --- 85072 1000 1 22 Flexible Mount Hard --- --- 850704100 2 23 Flexible Mount Soft --- --- 850704500 1 24 Oil Pump Mounting Gasket 850701000 1 --- --- 25 Air Filter Assly 850115100 1 --- --- 26 Joint Set 850710000 3 --- --- 27 Rotary Seal 850722000 1 --- --- 28 Oil Pump Side Gasket 790850308 1 --- --- 29 Oil Filter Cap 850302000 1 --- --- 30 Conn. Rod Brg. Bush & Lining 850403000 3 --- ---

(d) TBU/PBU overhauling kit

Description Existing Revised

FTIL Part No Qty FTIL Part No Qty 1 Leader nut 1741007001 01 1741007001 01 2 O-Ring 28.3x1.78 1400030268 02 1400030268 02 3 O-Ring 29.8 x 2.03 1400030285 02 1400030285 02 4 Slide bush 1741029000 01 1741029000 01 5 Slide ring 1741037000 01 1741037000 01 6 Bellows 1741045100 01 1741045100 01 7 Bush 1741048001 01 1741048001 01 8 Bush 1741049000 01 1741049000 01 9 O-Ring 74.5 x 3 1741061000 01 1741061000 01 10 O-Ring 174.3 x 5.7 1400030479 01 1400030479 01 11 O-Ring 36.2 x 3 1400030223 02 1400030223 02 12 Cable tie 1741067002 01 1741067002 01 13 Packing cup 1741074003 01 1741074003 01

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14 Distance sleeve 1741076005 01 - - 15 Friction Washer 1741085004 02 - - 16 Wear Sleeve 1741098000 01 - - 17 O-Ring 17.1 x 1.78 1400030266 04 1400030266 04 18 O-Ring 64.5x3 1400119 02 1400119 02 19 Cable Tie 1741067002 01 1741067002 01 20 Side bearing lower 174114303 01 - - 21 O-Ring 79.5x3 SMS 1586 vilon 80 1400199 02 1400199 02 22 Plug 1741260000 03 1741260000 03 23 Friction Block 1741290000 01 1741290000 01 24 Friction Block 1741291000 01 1741291000 01 25 O-Ring 50.5x5 EPSM 70 shore 1400195 02 1400195 02 26 O-Ring 49x7 EPDM 1400197 02 1400197 02 27 O-Ring 38x3 SKEGA 464900. 1400198 02 1400198 02 28 Support 174130600 02 174130600 02

RDSO’s Note: 1. The reduction of items cost in EP contactor kit works out to 13% of the total

cost

2. Revised kit of 3-phase loco compressor as proposed by SCR is being circulated to Railways for their comments. Kit may be revised on the basis of feedback received from Railways in consultation with OEMs.

3. Maintenance kit of E-70 brake system was finalized by Railway Board on the basis of review done by Railways (ELS/GMO, ELS/AQ & ELS/GZB).

4. It is proposed to nominate a committee for reviewing the maintenance kit of TBU/PBU of E-70 brake system

Deliberations: RDSO presented the cost analysis of EP contactor overhauling kit as under. SN Pos Description Existing Revised Cost

Part No Qty Qty

1 99 GASK 08.73x1.78 NBT300273P0160 02 - 970

2 603 GASK 13x20x1-Cu NBT400289P0023 01 - 31

3 604 GASK 073.03x3.53 AG432122P0007 01 01 2500

4 607 GASK O 15.08x2.62 NBT 300279P0130 02

5 608 Cartridge 3/2-F-10/ valve EP PU294875R0001 01 01 16,500

6 609 Cover 47X11-Rubber/ valve EP PU196491P0001 01 - 2500

7 610 GASK K-ring KA-80.2-KNORRN896/80

HSBA433239P0002 01 01 4200

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Group opined that, item 1 (Pos 99), a rubber gasket which costs Rs 485/- per piece, should be changed. Item 2 (Pos 603), a low value copper gasket, should also be changed. Item 6 (Pos 609) is not required to be changed during overhauling, but is required to be changed during alternate overhauling. SCR advised that M/s Secheron (OEM) is not quoting for item 4 (Pos 607), which is a gasket. Instead item 5 (Pos 608) is in overhauling kit and costs 61% of the cost of complete overhauling kit. In this item only rubber O rings (item 4, Pos 607) is required to be changed and not the complete cartridge. The OEM does not recommend changing of the O rings (item 4, Pos 607) but the complete cartridge (item 5, Pos 608) stating that it is not advisable to fit these O rings on cartridge by sheds; these should be fitted at OEM works. Railways said that there is nothing special in fitment of these O rings on the cartridge. AML & Advisor/Railway Board suggested to nominate a committee comprising of DSE/RDSO(convener),SrDEE/ELS/GMO, SrDEE/ELS/GZB, SrDEE/ELS/LGD and Dy CWM/POH/ BSL to review the overhauling kit of compressor & PBU/TBU. Recommendations:

(i) RDSO to pursue the matter with OEM to revise the overhauling kit of EP contactor.

(ii) A committee comprising of DSE/RDSO(convener), SrDEE/ELS/GMO, SrDEE/ELS/GZB, SrDEE/ELS/LGD and Dy CWM/POH/ BSL may be nominated to review the overhauling kit of compressor & PBU/TBU.

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New Items

Item No : 19

Subject : System improvements for three phase locos

Proposed By : SCR


Notes of Proposing Railway: Following system improvements are proposed.

a. To improve the illumination in dimmer mode of head light

b. Provision of regulator for cab fan of 110W

c. Relocation of data extraction port to either end of driver desk

d. Auto switching of corridor lights to avoid draining of batteries

Proposed modification details are as under.

(i) To improve the illumination in dimmer mode of head light

Complaints have been received from LPs that the HL illumination under dimmer mode is too dim and does not serve any purpose, little enhancement in the dimmer mode is desirable. ELS/LGD has taken attempt to improve the illumination by replacing the 45 Ω, 250W resistor with 25 Ω, 250W resistor and feedback is satisfactory.

(ii) Provision of regulator for cab fan of 110w

The air delivery of 65W fan is comfortable to loco pilots, whereas air delivery of 110W fan is more than required and causing inconvenience to LPs during summer season due to more speed & noise. Speed control may be provided to regulate speed/noise.

(iii) Relocation of data extraction port to either end of driver desk

Every time faults are being downloaded from bus coupler card (UFB660A01) located in VCU1 and VCU2 by connecting MVB cable to the Sub-D of bus coupler card. In this process Sub-D of card may be damaged and requires replacement of card. Also MVB cables which are laying on the corridor getting damaged. Hence for easy downloading and to avoid above said damage, relocation of data extraction port to ALP side at both ends of driver desk is essential.

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(iv) Auto switching off of corridor lights to avoid draining of batteries

Corridor lights/ cab lights to be switched off whenever the loco is shutdown and Loco pilot leaves the loco. If Loco pilot does not switch off the lights and the loco remains idle for more than 5hrs, the batteries will be drained out because these lights are not controlled by the control electronics. Due to this control electronic could not be switched ‘ON’ and loco become dead. This leads to loco failure/ loss of time & revenue to Railway as Loco has to be taken to nearest Trip shed for charging the battery.

One relay (15 minutes Time delay) is proposed to be provided as show in the

circuit diagram shown below.

A U T O S W I T C H I N G O F M A C H I N E R O O M /C O R R ID O R L IG H T S T O A V O ID D R A IN IN G O F B A T T E R I E S

2 0 2 1

M C B

3 1 0 . 4

M C B

1 1 2 3 0 5 4

2 0 5 0

EX IST I N G M A C H IN E R O O M / C A B L I G H T IN G C I R C U I T

2 0 2 1

M C B M CB M .R li g ht i ng

1 1 2 .1 3 1 0 . 4 M C B M a r k e r

li g h ti n g

C O N T A C T O R 1 2 6 N /O N / C 3 1 0 .7

M C B Q L C

1 1 2 1 5 ' 3 5 3 0

3 0 5 4

1 1 0 V D C

E X T E R N A L S U P P LY

2 0 5 0

P R O P O SE D M A C H I N E R O O M / C A B L IG H T I N G C IR C U I T

T h e p r o p o s e d m o d if ie d c ir cu it e n s u r e s th e f o l lo w in g :

1 ) M a c h in e ro o m l igh t s & c a b li g h t s g e t s s w itc h e d o f f 1 5 m in u t e s a fte r s w i t c h in g o f f t h e c o n t ro l e le c t ro n ic s .

2 ) D u r in g m a i t en a n c e , m a c h in e ro o m l ig h t s w o rk s w it h e x t e rn al su p p ly o r w e d g e th e Q L C r e la y f o r w o r k in g

o f m a c h in e ro o m l ig h t s w i t h lo c o b att e ry .

3 ) C a b 1 & 2 p o w e r so c k e t s h av e b e e n b i fu rc a t e d fr o m M C B 3 1 0 .4 t o M C B 3 1 0 .7 t o e n a b le o p e ra t io n o f D D S

w i t h C E o f f .

ca rr i do r l ig h t s ,

CA B 1 & 2 T . L ig h t

c a r r id o r l ig h t s ,

C A B 1 & 2 :T . L ig h t s

C A B 1 & 2

P .S O CK E T

C A B 1 & 2 :

P .S O CK E T

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RDSO’s Note: All the above proposed modifications are acceptable. Deliberations: (i) Group accepted the proposed modification to improve illumination in dimmer

mode.AML/Railway Board advised that, in first phase the modification to be done in 10 locos each in SCR, CR, WCR, NR and ECR and performance to be watched for six months before regular cut in.

(ii) CLW stated that the air delivery was revised from 215 L/s (65W fan) to 417 L/s (110W fan) in CLW specification in Mar’03 due to problem of less air delivery. SCR reported that due to increased air delivery and noise, loco crews are facing inconvenience while driving. Group opined that older 65 W fan should be provided in locos.

(iii) To avoid damage of Sub D of card, an extension cable having male connector on one end and female connector on the other end can be connected. Group opined that in new locos manufactured at CLW, relocation of data extraction port to ALP side at both ends of driver desk should be done.

(iv) Group accepted the proposed modification of SCR for auto switching off of corridor lights.

Recommendations:

(i) RDSO to issue modification sheet for proposed modification of improving illumination of head light in dimmer mode and auto switching off of corridor lights.

(ii) CLW to revert back to provision of 65 W fans by making suitable changes in the specification.

(iii) CLW to provide data extraction port on ALP side in both cab driver desks in new three phase locos.

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New Items

Item no. : 20

Subject : Modification to prevent falling down of Brake hanger of WAG7 loco on line.

Proposed by : WCR

File No. : EL/3.2.13/6


Recently on dt. 19/12/10, one brake hanger unit No. 6 of NKJ based WAG7 (27606) locomotive fell down on line during working of train. It was a serious case and might lead to derailment. The failure took place due to breakage of split pin resulting in hanger pin coming out and hanger fell on line. Further study of the case revealed that the brake hanger unit no. 5, 6, 7 & 8 were supported by a pin of size 35mm diax110mm long with provision of split pin of size 80x14x6. There is no secondary protection to prevent the hanger from failing down event falling down in case of breakage of hanger pin or split pin breakage. ELS/NKJ has proposed an arrangement with provision of safety sling as additional support to brake hanger unit as shown in photographs.

Brake Hanger No 6

Brake Hanger No 8

Brake Hanger No 5

Brake Hanger No 7

Fig 2 - Existing arrangement of Brake Unit (Only one support)

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The provision of sling will hold the brake hanger unit from falling down, in case of broken /missing of hanger pin & will avoid derailment of loco. Some sheds have provided sling as additional support to brake hanger unit to prevent falling down of the hanger unit in case of hanger pin missing/broken in other locomotives. This arrangement will be a preventive measure for brake hanger falling on line for WAG7 loco. RDSO’ Note: Failure of brake hanger or pin has not been reported by any other shed. This may be a stray case. The maintenance practices of brake gear arrangement at the shed level may be looked into. The split pin should not be reused and should be replaced during AOH. Railways may furnish their experience on failure of brake hanger or pin of WAG-7. Deliberations: N. C. Railway informed that there is a drawing issued from CLW to provide a

stopper over pin head and thus proposed modification is not required. Group

opined that the arrangement given in CLW drawing is quite sufficient and should

be implemented by all sheds maintaining WAG7.

Recommendations Proposal of W. C. Railway is not agreed. Railways to follow arrangement given in

CLW Drg. No. 06/02/19/108 to prevent pin coming out from brake hanger bracket.

Fig 3 - Proposed arrangement of Brake unit with additional support

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New Items

Item No : 21

Subject : Provision of combined Auto Isolating (D1 Pilot) valve in place of Individual Auto Isolating Valve (VEF- Mech. and VEF- Elec.).

Proposed By : SCR

File No : EL/3.2.19(G)


In conventional locos Individual Auto Isolating valve (VEF- Mech. and VEF-Elec.) have been provided by CLW and POH Shops, to isolate the loco brake when train brake is applied through A9. The draw backs with this arrangement are:-

1. Sticking up of stem in the mechanical valve which leads to non application of loco brakes through A9.

2. Due to frequent application of this valve Rubber 'O' rings are getting damaged and continuous air leakage from the exhaust port of mechanical valve is taking place which leads to non application of loco brakes through A9.

3. Additional man power required for overhauling of Auto Isolating Valve (Mech.) due to frequent failures.

4. Inter changeability of rubber items for different makes is not possible. Material inventory is more.

In order to address above, problems & draw backs with Individual Auto

isolating valve (VEF- Mech. & VEF- Elec.), provision of a simple combined D1 Pilot valve SR3081C of M/s Rotex Make is proposed. The modification has been carried out in all conventional locomotives of SCR and so far no failures have been experienced on this valve.

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RDSO’ Note: The pneumatic circuit of IRAB-9 brake system (drawing no SK.DP 2610) being adopted in Electric Locomotive has been examined and it revealed that there is a provision of only 01 VEF (D1 pilot valve) combined magnet valve of M/s Rotex make in the pneumatic circuit of IRAB-9 brake system to isolate the loco brakes when train brake is applied through A-9.

Rotex valve type SR-3055 is provided for pipe mounted system and Rotex valve type SR-3097 is being provided for panel mounted brake system. Both valves are of composite type.

It is understood that combined auto isolating valve has been provided by Railways long back. However, in left over locos, if any, Railways should provide combined auto isolating valve. Valve for pipe mounted as well as panel mounted arrangements are already available as mentioned above. However, vide letter no EL/3.2.19 (G) dated 20.04.2011, SCR has been requested to provide clarifications on this issue.

Other railways may also confirm status in their locos. Deliberations: Other Railways stated that combined auto isolating valve has been provided by

them long back. They have also informed that there has been no failure of subject

valve.

Recommendations:

(i) Valve for pipe mounted as well as panel mounted arrangements are already available and SC to implement same.

(ii) Railways to carry out survey to identify locos where combined auto isolating valves are not provided and ensure provision combined auto isolating valve on all locos.

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PART – II

Status/Compliance on Decision on Items of 33RD MSG (Elect Loco) Meeting held at Vadodara, W. Railway on 8th & 9th April’09

SN

Subject

Recommendations of MSG

Board’s decision on recommendation of MSG

Present Status

1. Action plan for standardization and to improve reliability of Static Inverters bringing FRPCPY below 10%.

(i) Manufacturers to

implement

recommendation

s of the report of

standardization

finalized by

CELE/NCR,

CELE/SR & DSE

(SC&PS)/RDSO in

February’ 09.

RDSO to monitor

and expedite

implementation.

(i) Accepted.

In addition, other

differences as

brought out during

the meeting may also

be addressed.

Standardization scheme issued vide letter EL/1.2.9.1 dated 23.07.2009 and status of Implementation is as under: (i) M/s AAL: Completed in all

units of GC module ( 446 units).

(ii) M/s Siemens: Completed in all units of SCD module ( 443 units).

(iii) M/s Medha: Completed in 56 units/ Bal: 22 units.

(iv) M/s Hind: Completed in 44 units/ Bal: 32 units.

(v) M/s ABB: Completed in all units (32 units).

Item was discussed & reviewed. RDSO to continue monitoring the implementation.

(ii) NR to identify

new trends of

failure in

different makes

of SIV and

suggest action

plan.

(ii) Accepted partly.

All Zonal Railways to

closely monitor and

report each & every

failure to RDSO. RDSO

to study the trend

and decide action

plan.

RDSO carried out investigation of new trend of failures on the basis of failure data received from Railways and formulated action plan. Action plan to be implemented as stage-3 modifications was issued vide this office letter no EL/1.2.9.1 dated 24.02.2011. Stage-3 modification completed in all units by Dec’2010. There has been improvement in reliability of SIVs after implementation of Stage-3 modifications as frequent failures of SIVs on account of input fuse (M/s Medha), loose connections (M/s Siemens) and DCPT (M/s AAL) have been completely addressed. Item is closed.

(iii) The serial

number of SIVs,

in which the

modifications

have been

completed, to be

communicated

to Railways by

the

manufacturers

by 15.06.09.

RDSO to ensure.

(iii) Accepted.

Serial Number wise monitoring is being done.Stage-3 modifications completed in all units by Dec’2010. Stage-4 modifications are under implementation. RDSO to continue monitoring the implementation.

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(iv) The action plan

identified for

further

implementation

by the

manufacturers

shall be

communicated

to Railways by

RDSO and shall

be completed.

(iv) Accepted. Further modifications have been identified on the basis of performance review meeting held at ELS/TKD on 22.12.2010 and action plan circulated by this office letter no EL/1.2.9.1 dated 15.03.2011. Implementation started from 01.04.2011. RDSO to continue monitoring the implementation.

(v) RDSO in

consultation with

manufacturers

should finalize

preventive

maintenance

schedule of SIV

including its

electronic cards.

(v) Accepted. Preventive maintenance schedule on the basis of feedback received from Railways has already been finalized in consultation with manufacturers and circulated vide this office letter no EL/1.2.9.1 dated 20.03.2008. CR and SCR have furnished compliance. Item is closed.

(vi) Railways & RDSO

to ensure

implementation

of the

modifications of

increasing the

level of earth

fault sensing

current from 50

mA to 300 mA,

changing the

setting of input

voltage,

differentiation

between internal

and external

parts and

bypassing of

earth fault for at

least 45 minutes

in all versions

and all makes of

SIVs.

(vi) Accepted. All the 04 parameters viz (1) increasing the level of earth fault sensing current from 50 mA to 300 mA, (2) changing the setting of input voltage, (3) differentiation between internal and external parts & 4) bypassing of earth fault for at least 45 minutes have been implemented in all make except item no (3) in Hind make SIV. Vide RDSO letter no EL/1.2.9/1 (Hind) dated 11.04.11, M/s Hind has been advised to complete above modification in all units by 30.06.2011. Item is closed

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(vii) RDSO to take up

the problems

raised by SR

regarding non-

functioning of

earth leakage

modification in

Siemens SIVs and

the issue of

availability of

reset button

inside SIV of AAL

make as

reported by SER,

with the

manufacturers.

(vii) Accepted. M/s Siemens has implemented earth leakage modifications in all SCD units during stage-3 modifications. Problem has been addressed completely. Provision of SIV reset switch has been made by all manufactures except older version of Kit-2, Kit-3 module of M/s AAL and TCD of M/s Siemens. Item is closed.

(viii) Trials of auxiliary fault diagnostic system developed by LDH shed may be extended in three more sheds on 20 loco each (10 ARNO and 10 SIV locos) .NR should also work out feasibility of interfacing this system with microprocessor based control & fault diagnostic system.

(viii) Accepted. BIA, BNDM & AQ sheds have already been nominated. RDSO to follow up.

RDSO has issued draft specification EL/RS/SPEC/MPC/00 Rev”0” July 2009. CR: Tender awarded to M/s Apollo Micro Systems Pvt Ltd on 05/06/10 for 10 locos. SECR: Tender opened on 28/10/2010. SER: Under procurement as per SrDEE/TRS/BNDM letter no TRS/BNDM/04 dated 22.01.2010.

2 Malfunctioning of Relays (Q118) due to induced emf generated by SIV

(i) Railways will measure induced voltage in Q118 relay in SIV as well as ARNO fitted locos under different loading conditions and send details to RDSO.

(i) Accepted. RDSO to clearly specify the data requirements along with reporting format(s).

Measurement details have been furnished by few Railways and it is seen that results are having wide variations. Therefore, Rlys are being advised for measurement methodology & reporting formats.

(ii) Railways to furnish information regarding the drop out voltage as well as timing of opening of different VCBs experienced by them on locomotives provided with SIV.

(ii) Accepted. Most of the Railways have not furnished the data of drop out voltage as well as timing of opening of different VCBs measured by them on locomotives provided with SIV. Values given by SCR for pick up, drop out, closing & opening time is considered to be in order. As per specification/ tests data values for pick up, drop out and opening time of VCBs should be as under:

a) Pickup - < 70 V b) Drop out- < 38.5 V c) Opening time-< 60 ms

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(iii) RDSO to study low drop out voltage of Comet make relay and reason of picking of Q118 relay on AC induced voltage and take further action to solve the problem.

(iii) Accepted. Issue has been taken up with M/s Concord. It has been found that drop out voltage of Comet make relays is comparatively less than the drop out values observed in ABB & Woama make relays. Based upon the findings to be arrived at as per 2(i) above, drop out values will be fixed and accordingly specification will be revised.

3 Poor reliability of Microprocessor Based Control & Fault Diagnostic System

(i) RDSO shall circulate the list of modifications and serial nos. of equipment modified by the manufacturers to Zonal Railways.

(i) Accepted. Modifications have been completed by M/s Medha and M/s Stesalit. M/s ICEPL have modified 5 units, 3 units will be replaced by new units. Further up-gradation will be done by M/s ICEPL through contracts.

(ii) Hall Effect based sensing of current difference in TMs or some other reliable mechanism should be discussed with the manufacturers and RDSO to standardize current difference sensing means.

(ii) Accepted. The current sensors provided by M/s Medha are working satisfactorily. M/s Stesalit has been asked to improve the least count of TM current from 40 amp to 10 amp. However, trials of hall effect sensors are being planned.

(iii) RDSO should standardize the nomenclature of switch for arresting auto regression of notches and its location.

(iii) Accepted. As per specification HQ51 nomenclature is used for bypassing auto regression. Item is Closed.

(iv) RDSO shall convene a meeting of OEMs & Zonal Railways (SCR, SR & NCR) to discuss and sort out the issues related with reliability, after sales service support and standardization.

(iv) Accepted. All Zonal Railways having holding of µP locos may be called in the meeting. A time bound action plan for completion of modifications by various manufacturers for improvement shall be fixed and closely followed up by RDSO. Zonal Railways to report each & every failure to RDSO.

Failure Report is collected on quarterly basis. Meeting was held on 21.07.09 at Railway Board & 22.12.10 at ELS/TKD. Modifications by all manufacturers have been completed. Item is Closed.

(v) ADC make (Ver-I) should be upgraded. RDSO to formulate a scope of work for up-gradation and advise Railways.

(v) Accepted. Scope of work for up gradation has been circulated vide letter No EL/4.2.15 dt 04.11.2009. Item is Closed.

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4 Flash over of traction motors – maintenance issues

(i) Railways should identify armatures with defective Commutator and take corrective action as suggested by RDSO. Railways shall closely monitor this item regularly.

(vi) Accepted.

(vii) Attention to defective armatures shall be completed in a definite time frame of 1 year i.e. up to Mar` 2010. Railways should find ways to achieve this

target.

All Railways have taken requisite action. Item is closed.

(ii) Only MSR type capacitors should be used in RC damping circuit and MLR type capacitors should not be used at all.

(i) RDSO to examine & issue necessary instructions.

The instructions already exist vide letter no. EL/3.2.135 dated 17.03.2006 for use of MSR capacitor. Moreover, amendment No 3 to Specification NO ELRS/Spec/RSI/0030 (Rev-0)-Dec’2003 of RSI block, specifying use of MSR capacitor, was also issued vide EL/3.2.185 dated 06/08/08. Item is closed.

5 Increasing the SMGR lead angle to avoid the problem of ½ notch stuck up To avoid the overshooting of SMGR opening of cam switches of progression & regression proving circuit to be ensured at 2.5º to 3.0º. (Other reliability issues)

(i) Railway should stick to the present guidelines/ instructions for maintenance.

(i) Accepted. RDSO had examined the issue in association with M/s BTIL and guidelines for setting lead angle of SMGR of N-32 tap changer with and without push rod assembly was issued to Railways vide RDSO letter No. EL/3.2.30 dt. 26.02.2010. Railways have been requested to follow these guidelines for lead angle of SMGR of N-32 tap changer. Item is closed.

(ii) RDSO should examine and issue guidelines for lead angle values with and without push rod in consultation with OEM.

(ii) Accepted. RDSO had examined the issue in association with M/s BTIL and guidelines for setting lead angle of SMGR with and without push rod assembly was issued to Railways vide RDSO letter No. EL/3.2.30 dt. 26.02.2010. Railways have been requested to follow these guidelines for lead angle of SMGR of N-32 tap changer. Item is closed.

(iii) RDSO to submit recommendations on the policy of rehabilitation of tap changer to Railway Board.

(iii) Accepted. RDSO vide their letter No. EL/3.2.30 dt. 24.04.10 had submitted the report on policy for rehabilitation and standardization of maintenance kits of N-32 tap changer. Railway Board vide their letter No. 2002/Elect(TRS)/441/4/pt dt. 06.05.2010 had approved the guidelines. RDSO, vide their letter No. EL/3.2.30 dt. 12.05.2010, has circulated the detailed guidelines to Railways for implementation. Item is closed.

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6. Notch by notch regression during wheel slip in WAG-7 locomotives

(i) ECR’s proposed modification was not agreed.

(i) Accepted partly. ECR may continue extended trials on 20 locos and submit report

to RDSO.

Rlys, including ECR, confirmed implementation of RDSO modification sheet no MS/0361 and reported satisfactory performance.ECR has reported implementation of their proposed modification in 25 WAG7 locos. However, as ECR has implemented MS/0361 as well as their proposed modification, comparative evaluation is not possible. Rlys were requested to send their views on ECR’s suggested modification vide this office letter of EL/3.1.3 dated 28/04/2010. However, as the performance after implementation of MS/0361 is reported satisfactory, there is no need of implementation of ECR’s proposed modification. Item is closed.

(ii) Railways to expedite implementation of RDSO modifications sheet no. 0361 and furnish feedback to RDSO of modified locos.

(ii) Accepted. Rlys have reported completion of MS/0361 and reported satisfactory performance. Item is closed.

(iii) Railways to follow Railway Board’s guidelines for right powering and RDSO’s technical circulars regarding haulage capabilities of locos during starting & run through conditions.

(iii) Accepted. Rlys have reported compliance.

7 Failure of brake rigging on WAP7 locos – short term and long term action plan

(i) RDSO to issue the testing and condition monitoring schedules/schemes for dampers in consultation with the OEMs. RDSO shall also specify replacement cycle of dampers.

(i) Accepted. For testing Instruction, Bulletin NO.MP.IB.VL.05.39.10 (Rev.00) vide letter no. EL/3.2.119 dt 03.12.2010 for indigenous dampers has been issued. Further vide letter no. EL/3.1.35/2/3-phase dt 31.03.2011 Railways have been advised that in WAP7 only imported hydraulic dampers should be used. For WAG9 locomotive indigenous/imported dampers will continue to be used. Item is closed.

(ii) Railways shall continue to follow the short term measures advised by RDSO.

(ii) Accepted. Rlys have reported compliance.

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(iii) The redesign from OEMs should be pursued.

(iii) Accepted. References of relevant instructions must be connected while communicated to Zonal Railways

After extensive trials, adoption of conventional type brake rigging in WAP7 is decided with approval of Board. Accordingly MS no. 0381 of Sep/09 issued. CLW has also cut in during new manufacture. Item is closed.

(iv) Trials of conventional loco type brake rigging arrangement should be expedited by RDSO.

(iv) Accepted. After extensive trials, adoption of conventional type brake rigging in WAP7 is decided with approval of Board. Accordingly MS no. 0381 of Sep/09 issued. Item is closed.

8 Failure of brake rigging on WAP4 locos

Sheds are advised for continuous monitoring and improvement in their maintenance practices to bring down the failures at zero level. The existing guidelines of RDSO shall continue to be followed.

Accepted. The references of existing guidelines of RDSO must be connected while communicated to Zonal Railways.

The guidelines are compiled in Minutes of the Workshop held at ELS/CNB/NCR on 23.05.2008 on brake rigging problems of WAP4 Electric locomotive Which is circulated vide letter no. EL/3.2.13/1 dt 29.05.2008. Item is closed.

9 MSU bearing Grease leaking due to Loosening of MSU End cover fixing bolts on CE Side

(i) All the Railways should adhere to the guidelines of procurement of MSU components issued by RDSO vide letter No.EL/3.2.172 dated 26.6.07 and maintenance vide SMI No.0226 dated 28.01.02.

(i) Accepted. All Railways have taken requisite action. Item is closed.

(ii) SCR in addition to taking above action may continue with the modification suggested by them if they have experienced reduction in failures after implementation of their modification.

(ii) Accepted. SCR has reported following same without any failures. Item is closed.

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10 Low pressure in machine room of 3-phase locos

(i) Design of higher capacity machine room blower should be explored by CLW in consultation with RDSO.

(i) Accepted. High capacity MR blower has been got developed from M/s Samal Harand, Secondary filter and inverter have also been developed. Trials have been conducted at ELS/GMO on 9-10 Feb and 12-15 April’2010. Based on the measurements it is concluded that although the air delivery has increased by 40 & 70 % using modified impeller and modified filter and running at 50 Hz & 60 supply, the temperature rise near the electronic cards has not reduced rather increased. In fact, 40% increase in air delivery has adverse impact on temperature rise and there is an increase in the temperature near electronic cards. This is due to increased temperature rise of outlet air of MRB to 6oC as compared to 4oC on account of higher power losses of MRB when it operates at higher voltages and higher frequencies. Hence it is concluded that increasing the air delivery by using higher capacity MRB for reducing the temperature near the cards is not the desired solution as anticipated earlier. Item is closed.

(ii) CLW to take up comprehensive study for the leakages in the body of the locomotives to improve pressurization of machine room.

(ii) Accepted. (i) RDSO have studied the problem of dust accumulation in machine room and prepared a Report No. RDSO/2009/EL/IR/0141 Rev0 dated 16-11-09. CLW has been advised, vide letter No: EL/11.5.5./5 dated 17-11-09, to take necessary action.

(ii) In order to improve the pressurization of machine room in WAP7 and WAG9 locomotives and to avoid dust ingress in the machine room, RDSO has issued Modification sheet No: 0380 dated 14.07.09 to block two centrally located ventilators in WAP7 and WAG9 locomotives.

Item is closed.

(iii) RDSO to issue guidelines for procedure of taking measurement of air flow in loco and periodicity of such measurements. Guidelines for cleaning of filters based on value of air flow obtained at various locations in such measurements shall also be issued by RDSO.

(iii) Accepted. In order to maintain the pressurization in machine room of three phase locomotives, RDSO has issued SMI No. 255 dated 08.05.09 for measurement of air velocity at various locations inside the machine room by sheds and to take necessary corrective actions. RDSO has also benchmarked the values of air velocity at various locations inside machine room and at ventilators for newly built locomotives at CLW, which has been advised to CLW vide letter no. EL/11.5.5/5 dated 17.06.09. Item is closed.

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(iv) NR to expedite development of air conditioning system. RDSO to study the efficacy & effectiveness and finalize the specification and develop sources.

(iv) Accepted. RDSO has finalized the purchase specification for AC unit to be provided. Based on RB guide lines, NR and CR have been advised to put AC units in 3 WAG9 and 2 WAP7 locomotives. The sources of supply and provisioning work of AC units on three phase locos shall be from the approved vendors for supply of roof mounted AC package units and roof mounted AC package units for LHB variant AC coaches as per latest RDSO’s master list of approved vendors. Item is closed.

11. Malfunctioning of fire detection units on 3-phase locos

(i) Railways to furnish 03 years component wise failure details of FDUs of different makes to RDSO. RDSO to analyze these failures and come up with an action plan to reduce the failures.

(i) Accepted.

• The failures have been analyzed. • The firm (Trolex) has taken

certain corrective actions (Designed new controller in high level language and having In circuit debugger)

• The modified versions of the FDU have also not resulted into much improvement

In view of the deliberations in 34th MSG, item is closed.

(ii) RDSO to take up the matter with Trolex regarding problem raised by ECR.

(i) Accepted The problem of calibration has been fixed by providing calibration pot outside in such a way that it is easy to calibrate FDU at site. Item is closed.

(iii) The sources identified for card repairing of 3-phase locomotive, other than TOT partners, should be approached for repairing of FDU cards.

(i) Accepted • M/s Indocen can take up the repair of FDU cards at component level using conventional method

• As and when the knowhow on the functionality of the card is developed and consolidated they may consider the development of test jigs.

Item is closed.

12. Wheel gauge widening and fracture on electric locos

(i) Railways shall continue to implement the guidelines issued by RDSO and monitor the wheels. More close monitoring of wheels which are affected by heat (showing the blackish sign on rim) should be done.

(i) Accepted. Relevant RDSO instructions should be connected while communicating to Zonal Railways.

With the provision of CI brake block in place of composite brake block the cases have reduces drastically. RDSO to continue monitoring wheel gauge widening/fracture cases.

(ii) Railways shall give regular feedback to RDSO.

(ii) Accepted. Regular feedback is not being received. Railways are requested to give regular feedback.

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(iii) Railways shall pay added emphasis on quality of composite brake block. In case of doubt in quality of composite brake blocks, its sample shall be sent to RDSO for dynamometer testing.

(iii) Accepted. Instruction has been issued for using CI brake block vide letter no. EL/3.2.19/5 dt 31.08.2009 and letter no. EL/3.2.19/5 dt 20.01.2011. Item is closed.

13. Action plan for improving the reliability of PCBs of 3-phase locos

(i) RDSO in consultation with TOT partners should finalize the action plan to reduce the failures of digital IO board (URB512B15) and failure of optical transmitter (QFBR 1478C) of AVAGO make in gate unit (GVA587A01) and multiple redundant bus coupler (UFB660A01).

(i) Accepted.

(i) TOT partners have been advised to cut in cards with modified reed relays and RC networks for relay K250, K251, K247, and K253 from 31-08-09 in URB 512D15 cards.

(ii) To avoid premature failure of QFBR1478C in gate unit of power converter, a SMI (SMI/257 dated 22.05.09) has been issued by RDSO for checking of dB level of output of the fiber optic transmitter/Receiver to avoid premature failure of optical transmitter/Receiver.

Item is closed.

(ii) RDSO should analyze failures of controller board (PPB471A02) and train bus administrator (PPA425B01) and come out with action plan.

(ii) Accepted.

The failure analysis was done with M/s BHEL and M/s BTIL in majority of cases no fault found was reported. TOT partners have been advised vide MOM 11-3-10 to check output pattern of each individual circuit to eliminate no fault found cases. In addition to above, numbers of actions have been taken to reduce the failures of electronic cards of three phase locomotives. Item is closed.

(iii) ECR to expedite developmental repair contract of the cards for the new identified sources.

(iii) Accepted.

ECR has issued a LOA No. ECR/ELE/RS/Cards/08-09 dated 7-1-2010 for Repair cum Rehabilitation of Electronic card (PCB) of three phase loco for 480 Nos (30 Nos. of each type of cards) Item is closed.

(iv) RDSO to expedite implementation of action plan finalized as per MOM circulated vide RDSO letter No. EL/11.5.5/5 dtd. 06.04.09.

(iv) Accepted.

Action Plan of card failures is being closely monitored and followed by RDSO. Total 8 meetings on improving the reliability of cards have been conducted. RDSO is closely monitoring the progress of decisions taken in different MOMs. Item is closed.

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(v) Railways should

rehabilitate the

cards having 06

years old life by

changing

electrolytic

capacitors,

fiber optic

transmitter /

receivers,

EPROMS etc. as

per RDSO’s

guideline.

(v) Accepted.

Guidelines No: EL/G/2008/01 (Rev-1)-Aug’09 have already been issued vide letter no EL/11.5.5/5 dated 13/08/09. Item is closed.

(vi) RDSO to revise the content of POH schedule to include the rehabilitation of electronic cards during POH of locos.

(vi) Accepted.

RDSO has already circulated the revised maintenance schedule and list of must change items vide this office letter No. EL/3.1.35/16 dated 8-11-10 and reminder on 31-12-10. Comments from Rlys have been received. The practices of overhauling of auxiliary motors vary from shed to shed. Rlys have been asked of details of maintenance practices of auxiliary machines vide this office letter dated 25.03.11. The reply from Railways is awaited.

(vii) RDSO to study the SAP card & sensor test setup developed by AQ & low value test loops developed by TKD shed and standardize for adoption by sheds.

(vii) Accepted.

RDSO has issued SMI/260 for SAP card and sensor test set up developed by AQ. RDSO, vide letter No EL/11.5.5/5 dated 10.9.09, has also issued instructions for development of loop boxes. Item is closed.

14. Design defect of CBC lock lifting assembly

RDSO to take

feedback from Zonal

Railways on electric

as well as diesel

locos and issue

necessary

amendments in the

drawings &

maintenance

instructions.

Accepted.

The matter has been taken up with MP & Wagon Directorate; the drawing of lever hook with specific dimension is being prepared.

15. Provision of three phase type head light in conventional locos

(i) Northern Railways proposal is not agreed. However, RDSO to expedite the development of LED based headlight.

(i) Accepted.

Two firms have developed LED type head light but required Lux level is not obtained. Item is not being pursued further and thus closed.

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(ii) Railways to furnish feedback on the modifications to be carried out by M/s Matsushi in terms of RDSO’s letter no. EL/6.11.1 dt 16-9-08.

(ii) Accepted.

Progress of modifications, as reported by Rlys, is quite slow. Firm is being pursued to expedite modification. However, CLW may also impress upon firm to expedite modification as item is controlled by them.

(iii) RDSO to develop more reliable sources for DC-DC converter.

(iii) Accepted.

As the item is transferred to CLW, and thus CLW to develop more sources.

16. Modification in control circuit for loco brakes application through A9 /RS during Rheostatic braking in locos modified as per RDSO MOD no. WAG5/32

The modification suggested by ECoR is not agreed.

Accepted.

No action is to be taken. Item is closed.

17. Modification of vertical AC MVRF for better heat dissipation of stator winding

(i) Railways to ensure use of 200 frame size AC MVRF motor of M/s LHP on SIV locos only and CLW/Railways should ensure procurement of 225 frame size AC MVRF motor only as per amendment 1 to the specification no. ELRS/SPEC/DBR/

0028.

(i) Accepted. Rlys have confirmed compliance. Item is closed.

(ii) ECoR to reconfirm the temperature rise test in WAT shed and advise results to RDSO. Railways shall furnish performance data to RDSO and RDSO to review after analyzing performance and temperature measurement in ECoR.

(ii) Accepted. WAT shed reported vide letter No: WAT/TRS/T/32/340 dated 09.02.201155, that temperature rise has been rechecked and found 50 0C as against earlier reported 140 0C. 50 0C is in order and thus no further action is required. Item is closed.

(iii) Railways to ensure correct direction of rotation of impeller before turning out locos from shed.

(iii) Accepted. Rlys have reported compliance. Item is closed.

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18. Problems in proper working of DBRs due to defects of Shunt (SHF) and incorrect actuation of Braking Overload Relay (QF)

CLW should conduct quality audit of all the firms manufacturing this item and conduct consistency type testing for the same. South Eastern Railway should also assist CLW in this regard.

Accepted.

Feedback on Quality audit of all the firms followed by consistency type testing to be done by CLW in association with SER has not been received. CLW & SER may give their comments.

19. Provision of current limiting relay (CLR) in DBR control circuit to prevent sudden cut OFF of DBR on energization of QF relay

(i) Railways to launch special drive to check SHF and weed out defective shunts.

(i) Accepted. RDSO to issue instructions.

(i) Rlys have reported launching of drive and defectives shunts have been weeded out.

(ii) However, most of the Railways have not submitted the detailed data of measurement of mili Volt drop carried out by them under special drive to weed out the defective shunts. On receipt of the data from Railways, RDSO will issue the instructions to Railways.

(ii) SER to carry out

trials with increased drop out setting of QF to about 400 Amp on few locomotives and give feedback to RDSO. RDSO to issue necessary guidelines, if considered necessary, after examining SER’s trial report.

(ii) Accepted.

SER is yet to submit the trial report with increased drop out setting of QF to about 400 Amp on few locomotives. RDSO will examine the trial report and necessary guidelines will be issued to Railways, if considered necessary.

20. Provision of LS C 145 indication lamp near Q-50 relay

RDSO to issue modification sheet.

Accepted.

RDSO has issued modification sheet No: MS/0383 vide letter no EL/3.1.3 dated 07/10/2009. Item is closed.

21. De-merits of RDSO modification No. RDSO/2008/EL/MS/0360/Rev. ‘0’ dated 07.04.08 involving Shifting of transformer conservator expansion from OCB duct to an independent stand provided between SR/MR blowers in 3- phase locomotive.

NR & CR to send details of their modification proposal to RDSO. RDSO to study and issue revised modification sheet, if considered necessary.

Accepted.

NR and CR’s details on modification of shifting of transformer conservator expansion tank from OCB duct to an independent stand were examined. In this regard, two locos with modified conservator tank location of ELS/GZB of NR were also examined. Based on these, RDSO has finalized modification at the revised location and revised modification sheet has been issued vide letter No. EL/3.2.1-3Ph dt 01.02.2011 for implementation. Item is closed.

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22. Premature failures of gapless lighting arrestors

(a) CLW shall review the status of M/s CGL for supply of this item and also develop additional sources for the same.

(i) Accepted. RDSO may also revisit the requirement of the equipment on electric

locos.

Requirement of the equipment was examined by RDSO and same was communicated, vide RDSO letter No. EL/2.2.23 dated 11.11.2009, to CLW, Railways & Railway Board. Also, RDSO has prepared a specification with standardized mounting for application of 25 KV AC locomotives/EMUs on IR and has sent the specification, vide letter referred above, to CLW for issue of the specification at their end as the item is being controlled by them. CLW is yet to confirm issue of specification.

(b) RDSO to examine the maintenance instructions issued by TI Dte. and frame guidelines for Railways for condition monitoring of gapless lightning arrestors. Change in specification of this item if required, may also be reviewed by RDSO.

(ii) Accepted. RDSO in association with M/s SCOPE T&M Pvt Ltd., Pune has carried out measurement of Third Harmonic Resistive Current(THRC) on gapless lightning arrester provided on 25 KV AC electric locomotives for its condition monitoring at Electric loco shed, Kanpur on 01.09.2010. Similar measurements have also been carried out at Electric loco shed & EMU car shed of Ghaziabad of Northern Railway on 23.11.2010. Based on set of these measured data of THRC, Maintenance instruction issued by TI Directorate and other associated data available with RDSO, draft guidelines for condition monitoring of gapless lightning arrester is under preparation and will be issued to Railways by 30th Sept, 2011.

23. Strengthening of Elastic 'V' ring (aclathan ring) inner retaining plate

RDSO should issue a SMI after going into the details of maintenance practices in different sheds, their results and experience on the maintenance of traction link and complete system.

Accepted.

SMI no. 0259 issued vide EL/3.1.35/12 dated 09/12/09. Item is closed.

24. Wheel Profile in WAP4 Locomotives – thick flange Wear Adopted profile

(i) RDSO to issue guidelines for service limit of root wear and flange wear for WAP7 & WAP4 locomotives.

(i) Accepted.

Based on oscillation trial, instructions are already issued vide MP Dte Instruction Bulletin no. MP.IB.BD.02.16.01 (Rev.00) dt 29.08.2001. Oscillation trial for WAP-4 with 3 mm flange wear and 6mm root wear is undergoing. For WAP-7 Case has been referred to MP dte. RDSO is pursuing the matter.

(ii) Railways to review their own practices for wheel maintenance and re-profiling.

(ii) Accepted. Railways have reported compliance.

25. Detection of rotor bar crack/ stator winding failure in 3 phase traction motor

(i) All sheds homing three phase locos should generate sufficient database for the item.

(i) Accepted.

RDSO/2010/EL/ SMI/ 0262, Rev."0", Dt. 10/06/10 is being followed by Railways. Item is closed.

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(ii) RDSO should examine both the procedures and issue suitable guidelines to Railways.

(ii) Accepted. RDSO/2010/EL/ SMI/ 0262, Rev."0", Dt. 10/06/10 is issued. Item is closed

26. (i) Inclusion of GR drive shaft (Pt. No. S1401) along with bevel Gear (Pt. No. S 1408) in POH kit

(ii) Must change item of SMGR crank shaft

(iii) Review of TC-21 and inclusion of new items

Committee of Officers from RDSO & Railways may be nominated by Board for undertaking review of must change items during AOH, IOH & POH.

Accepted. Committee of EDSE/RDSO (Convener), CELE/NR, CELE/CR and CELE/ ER is nominated to review & submit report to Sr. EDSE/RDSO. Target: Jul`09.

Based on the comments received from Railways, revised TC 21 for must change items during POH is under compilation and the report of the Committee will be issued by 30th Sept, 2011.

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PART-III

Presentation on other than agenda item

1. RDSO made a detailed presentation on web based failure reporting system started by RDSO and explained the procedure of data entry by Railways. It is available on rail net site i.e. http://10.100.2.19/under the heading “Failure Reporting and Vendor Monitoring system”. Board has issued instructions to Zonal Railways for posting of data on web portal. RDSO, vide letter dated 08.09.2010 , 22.09.2010 & dated 21.03.2011, has also requested Railways for posting failure data on RDSO’s web portal. However, Railway have not yet started posting of failure data on RDSO web portal.

After the presentation, AML/Railway Board advised Railways to start failure data entry in this system and revert back to RDSO with problems/suggestion if any by end of June’2011.It was decided that all Railways shall complete data entry for 2010-11 by June’2011.

2. M/s Knorr Bremse India Pvt Ltd, Faridabad made a presentation on recent developments in the field of oil free compressors for Locomotives.

3. M/s Roxtec India Pvt Ltd, Gurgaon made a presentation on “System with multi diameter technology for rolling stock & electrical applications”.

4. M/s NU-Cork Products Pvt Ltd, Gurgaon made a presentation on “Quality Gaskets with NO-LEAK GUARANTEE”.

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CONCLUDING SESSION

At the end, Shri R. N. Lal, AML expressed his happiness that lot of fruitful discussion has taken place regarding 3-phase electric locos which are our future work horse. He hoped that CELEs will come forward with great motivation to solve operational & reliability problems. He said that now-a-days contract management has taken an important part due to lack of manpower but there should be some balance. We should not offload the maintenance of core activities to trade so that we keep the basic expertise of technical know how to run the locomotive and their troubleshooting with us. As far as component repair & maintenance is concerned, he suggested that we may adopt AMC. Shri Sunil Goyal, EDSE/RDSO expressed his thanks to CEE/WCR and his team for holding MSG at Jabalpur and making wonderful arrangements. He said that lot of ideas has emerged during discussion and it has been noticed that everybody has come with good preparation. He also requested CELEs to furnish information timely to RDSO so that same is analyzed properly. He also thanked AML, Advisor and all the participants.

Next MSG Meeting:

It was unanimously decided that the next MSG i.e. 35th MSG (Elect Loco) will be held at N. Railway.

Vote of Thanks:

Shri R K Mishra, CELE/WCR proposed the Vote of Thanks.

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