MINUTES OF XXXVII MAINTENANCE STUDY GROUP (ELECTRIC …
76
GOVERNMENT OF INDIA MINISTRY OF RAILWAYS MINUTES OF XXXVII MAINTENANCE STUDY GROUP (ELECTRIC LOCO) MEETING HELD AT SHIMLA (UMB DIVISION), NORTHERN RAILWAY ON 24 th & 25 th JULY’ 2015 RESEARCH DESIGNS AND STANDARDS ORGANISATION MANAK NAGAR, LUCKNOW – 226 011
Transcript of MINUTES OF XXXVII MAINTENANCE STUDY GROUP (ELECTRIC …
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
MINUTES
OF
XXXVII MAINTENANCE STUDY GROUP
(ELECTRIC LOCO)
MEETING
HELD AT
SHIMLA (UMB DIVISION), NORTHERN RAILWAY
ON
24th
& 25th
JULY’ 2015
RESEARCH DESIGNS AND STANDARDS ORGANISATION
MANAK NAGAR, LUCKNOW – 226 011
Page 2 of 76
LIST OF PARTICIPANTS
Railway Board:
S/Shri
1. Navin Tondon, ML.
2. Man Singh, AML.
3. Ved Pal, Advisor/RS
4. Sumit Bhatnagar, Director/RS
RDSO
S/Shri
1. O. P. Kesari, EDSE (Co-ord).
2. A. K. Shukla, EDSE.
3. A. K. Rastogi, Director/C&S.
4. A. K. Goswami, Director/TPL.
CLW:
S/Shri
1. R. K. Tewari, CEE/LOCO.
2. Vipin Kumar, Dy.CEE.
N. Railway:
S/Shri
1. Sunil Goyal, CEE.
2. R. K. Saxena, CELE.
3. Deepak Gerwal, Sr. DEE/TRS/GZB.
4. Anurag Agarwal, Sr. DEE/TRS/LDH
C. Railway:
S/Shri
1. R. K. Tiwari, CELE.
2. Sanjay Kumar, Sr. DEE/TRS/KYN.
E. Railway:
S/Shri
1. Gunanand Jha, CELE.
2. S. K. Chatterjee, DEE/TRS/HWH.
E. C. Railway:
S/Shri
1. A. K. Chattopadhyay, CELE.
2. Santosh Kumar, Sr. DEE/TRS/GMO
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N. C. Railway:
S/Shri
1. Anupam Singhal, CELE.
2. A. K. Gupta, Sr. DEE/TRS/CNB.
S. E. Railway:
Shri Kishore Kumar, CELE.
S. Railway:
S/Shri
1. Arun Kumar, CELE.
2. S. K. Natrajan, Sr.DEE/TRS/RPM.
S. C. Railway:
S/Shri
1. A. A. Phadke, CELE.
2. P. B. S. Rathore, Sr. DEE/TRS/BZA.
S.E.C. Railway:
S/Shri
1. S. N. Dubey, CELE.
2. B. K. Patel, ADEE/TRS/BIA.
W. Railway:
S/Shri
1. S. N. Singh, CELE.
2. Dinesh Jain, Sr. DEE/TRS/BRC.
W. C. Railway:
S/Shri
1. R. K. Mishra, CELE.
2. S. P. Singh, Sr. DEE/TRS/TKD.
E. Coast Railway:
Shri Kalyan Pattnaik, Dy. CEE/HQ.
IRIEEN
Shri Arun Dharmik, PROF./Loco.
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INDEX
SN ITEMS Proposed
by
Page
Nos
Inaugural Session 5-6
Technical Session- Part I (New Items)
1 Review of major schedule & TI schedule of conventional locos. NR 7-8
2 Review setting of Relay Q20 at 750 volt instead of 865 volt for
conventional Electric Locomotives.
ECR 9-14
3 Modification of cooling fan in SIV. SR, NR & SCR 15-21
4 Servomotor mounting base cover getting cracked due to less support wall
present near the molded insert provided in the base of the cover in
contactors 8.1 and 8.2.
WCR 22-24
5 Modification of CBC operating handle. SR 25-27
6 Modification to avoid Melting of Roof Bar (knife portion) in WAG-7
locomotive.
ECoR, NCR 28-30
7 Provision of rear loco notch position indicator in leading loco in MU
consists.
SR 31-34
8 Modification in brake pull rod pin in WAP-7 locos. SCR 35-37
9 Removal of Anti Spin valves in 3 phase locos. SCR 38-39
10 Standardization of various Speed Sensors provided in 3-phase locos. SER 40-41
11 Breakage of Push Pull Rod in WAP7 and schedule of replacement during
IOH/POH.
RDSO 42
12 Issues related with Vigilance Control device. RDSO, WCR 43-46
13 Modification to improve intensity level of Twin beam Headlight for
Conventional Electric locomotives.
ECR 47-51
14 Problems in radial interference on DE bearing seat of 6FRA6068 Traction
Motor.
CR 52-55
15 Provision of LED type light for exchanging signals with train passing staff. NR 56-57
16 Introduction of ‘H’ type tight lock coupler with Soft Draft Gear. Railway Board 58
17 Use of Composite Brake Blocks. Railway Board 59-60
18 RDSO & CLW jointly give presentation on status of reliability
improvement measures taken for IGBT propulsion.
Railway Board
RDSO
61-65
19 Presentation by SE Railway on benefits of using WAG9 MU in place of
WAG7 MU.
Railway Board
SER
66-67
20 Improvement in adhesion of WAG9 locos by providing additional sanders
and increasing efficiency of sanding operation.
Railway Board 68-70
21 “Procurement of spares from OEMs- Implementation of life cycle concept
to obtain reasonable prices and long term support from OEMs”.
Railway Board
SCR
71
Part II (Discussion on Status/Compliance on Decision on Items of 36th MSG
(Elect Loco) Meeting held at IRIEEN, Nasik Road on 21st & 22nd Nov’ 2013)
72-75
Concluding Session 76
Page 5 of 76
INAUGURAL SESSION
CEE/NR Address:
1. There is an urgent need to improve the reliability of three phase Locomotive.
2. As the Loco holding is increasing, the arising of POH would be more in time to
come, therefore, the construction of POH Shop at BRC should be expedited.
3. Best course of action for maintenance of Loco would be outsourcing of the
identified activities.
4. Variety of equipment in Loco should be avoided to ensure the ease of
maintenance and inter changeability.
5. Running of overdue Loco for schedule inspection should be monitored and
eliminated.
EDSE (Co-ord) Address:
1. Zonal Railways have given several useful suggestions/ideas for 37th
MSG
meeting. Out of these, 21 items proposed by Zonal Railways/RDSO/Railway
Board have been included in Agenda for discussions.
2. Remaining 45 items which could not be included are under further
study/examination. Action on all these items would be taken by RDSO in
consultation with zonal railways.
3. MSG have played an important role in improving the reliability of Loco since its
first meeting in Oct. 1968 when Electric Loco holding was around 500 and
electrified route was limited to around 3300 kms. MSG meeting provides a forum
for close interaction/discussion and suitable decision for reliability improvement.
4. Report for mid-term rehabilitation of three phase locos are under finalization.
Replacement of GTO converter with IGBT shall be planned during mid-term
rehabilitation of GTO converter locos.
Advisor (RS) /Address:
1. SPAD cases have increased in certain Railways. It must be reduced by intensive
monitoring/counseling of the crew.
2. Maintenance staff should be trained in a systematic manner to ensure that
technology of 3-phase Loco is imbibed smoothly for better/correct maintenance
practices.
3. Mid-term rehabilitation report for three phase Loco should be finalized by RDSO
early.
AML’s Address:
1. RDSO and CLW should work together to improve the reliability of Electric Locos
in consultation with Zonal Railways. Since loading target has been fixed at 1100
MT, the reliability of Electric locos is very important to achieve this target.
2. Performance of certain sheds like ELS/TATA, ANGL, BKSC, ASN, KYN, HWH
& TKD have deteriorated. This needs immediate improvement. There had been fire
in ELS/MGS based loco which is serious setback to fire safety. Efforts should be
made to eliminate fire incidences in electric locos.
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3. Similarly SPAD cases are a cause for serious concern for safety of train operation.
4. Since manufacturing of conventional locos are being stopped, the future is WAG-
9, WAP-7 & WAP-5 locos only. Therefore, reliability of the locos should be
improved
5. CRS sanction for multiple WAP-5 for mail, express working should be expedited.
ML’s Address:
1. MSG meeting is an important forum to discuss reliability issues. Therefore, it
should be regularly held every year. The performance of electric locos had not
been satisfactory during last few months. The ideas for improvement in reliability
should come from the sheds also.
2. Last GTO converter loco and last convention tap changer loco would be flagged
off this year by Sept/Oct.2015. It had taken about two decades to switch over
from conventional tap changer loco to 3-phase loco which is really very slow for
adopting new technology for reliability improvement.
3. Reliability and safety aspects of electric locos are of highest priority; therefore we
should make an all out efforts to avoid mid-section failures of electric locos.
4. Dead movement of locos should be avoided. Defective locos should be attended
in nearest sheds to the extent possible. Overdue running of locos has still not
improved. This should be watched/monitored at HQ as well as division level
closely so that locos are sent to shed in time. This will go a long way to improve
reliability of locos.
5. Fire safety is a major concern. Recent fire case in a loco of ELS/MGS shed should
be analyzed and steps must be taken to eliminate fire cases in locos.
6. Specific Energy Consumption (SEC) in some Zonal Railways like ECR, ECOR,
SR and SER have deteriorated. A detailed analysis should be made and action
should be taken to arrest the deteriorating trend. Effective ways and means should
be found out to monitor the SEC through Crew Management System (CMS).
7. Methodology for provision of Distributed Power Wireless Control System
(DPWCS) in electric locos should be chalked out so that it can be used more
fruitfully for freight train operation.
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TECHNICAL SESSION
Part-I
New Item
Item no. : 1
Subject : Review of major schedule & TI schedule of conventional
locos.
Proposed by : NR
File no. : EL/3.6.1/1 & EL/3.6.1
Note of proposing Railway:
At present the periodicity of AOH & TI schedule of freight conventional locos is 1.5 year
+/-10 days and 20 days respectively. The periodicity of minor schedule of conventional freight
locos had already been revised to 60 days (IA), 120 days (IB) and 180 days (IC) vide RDSO
letter no EL/3.6.1 dated 25.04.11.
As on date holding of shed has reached up to 200 locos. Therefore, it is difficult to carry
out major schedule after 1.5 years due to staff constraint resulting into large number of freight
locos are working with overdue schedule. The issue of revising the major schedule has already
been advised vide this office letter no 230-Elect/TRS/79 dated 24.11.14 & 02.06.14. Therefore, it
is proposed that periodicity of major schedule of freight conventional locos may be enhanced
from 18 months to 24 months and TI schedule from 20 days to 30 days respectively.
RDSO’s Note:
RDSO had already initiated the process for revising the following schedules of
conventional freight locos (WAG7, WAG5H & WAG5TAOchi):
(i) Trip inspection schedules from existing 20 days to 30 days
(ii) Minor schedules (IA, IB & IC) from existing 45 days to 60 days
RDSO has also considered for revising the AOH periodicity of conventional freight locos
from existing 18 months to 24 months. CR, NR, SR, WR, ECoR, SECR and WCR have agreed
with proposal. Feedback is awaited from ER, NCR, & SCR in this regard.
AOH periodicity (18 months) for WAP 4 locos equipped with Hitachi TMs and Minor
schedules (45 days to 60 days) for conventional freight locos have yet not been finalized owing
to non submission of performance feedback from following Railways:
SN Type of locomotives Performance awaited from
Railways
1. WAP4 locomotive with Hitachi TMs for 18 months AOH
periodicity
ER, NCR, SCR & SECR
2. WAG7 locomotive for 60 days Minor Schedule ECoR, ER,NR,WCR &WR
3. WAG5H locomotive for 60 days Minor Schedule Feedback pending from all
Railways.
4. WAG5TAOchi locomotive for 60 days Minor Schedule Feedback pending from all
Railways except SECR.
Page 8 of 76
Group may discuss the item & accordingly decision may be taken for regularizing
the aforesaid revised maintenance schedules or otherwise.
Deliberations:
Zonal Railways expressed that reliability of rubber item needs to be improved, so that it
can last about two years. Similarly sources of Manganese liners need to be developed, so
that the quality material is easily available for the use.
RDSO pointed out that revised specification of the Nylatron bushes and sandwich
mounting have been issued. Zonal Railways should procure the material as per revised
specification to get better reliability.
Recommendations:
Group agreed for extending periodicity of 2 years for AOH of conventional freight
locomotives (WAG7 & WAG5) on trial basis. Name of present AOH schedule may be
modified as schedule ‘ID’ since it is not being done annually.
Similarly for POH following schedule should be followed.
Time (years)
Schedule
Therefore POH schedule of conventional freight locomotives may be done after 10 years
in place of 9 years as indicated above.
Board’s decision:
Accepted. Performance of rubber items, liner & carbon brushes to be critically monitored
by Zonal Railways & RDSO.
Name of present AOH schedule can be changed to Term Overhauling (TOH).
After Implementation of decision to increase overhauling periodicity from 18 to 24
months, close watch should be kept on all safety & reliability aspects & Railways should
give feedback to RDSO on quarterly basis.
2 2 2 2 2
TOH TOH TOH IOH POH
Page 9 of 76
New Item
Item no. : 2
Subject : Review setting of Relay Q20 at 750 volt instead of 865
volt for Conventional Electric locomotives.
Proposed by : ECR
File no. : EL/3.2.172
Note of proposing Railway:
Preamble:
ELS/MGS is maintaining 174 locomotives; out of these 67 locomotives are WAP4 type
coaching and 89 WAG7 type freight locomotives. Flashing in traction motors and isolation of
traction motors thereafter have been a great cause of concern, and has resulted in line failures, and
punctuality loss of mail/express trains, and further infectiveness of the locomotive at the
destinations.
It has been observed on line during run, whenever there is QOP drop in loco, it is the skill
of loco pilot, and how he is able to isolate the faulty Traction Motor on line. Many times it has
been observed that in the process of isolation of faulty motor, there is loss of punctuality, and
further reduction of the tractive effort results into further loss of run in case of heavy loads and
gradient sections. Wrong isolation of motor further aggravates the situation.
Problem experienced:
While there are many reasons for earth faults in power circuits and QOP dropping,
flashing of TM is the major one and quite often one traction motor gets isolated on line. Cause
wise TM failures of ELS/MGS for last two years have been given below:
S. N. Cause wise failure 2012-13 2013-14
HOLDING 348 378
1 Arc-horn flashing 28 18
2 Bearing seized 07 02
3 Arm. Earthed/open ckt/balancing piece dropped 05 03
4 Carbon pig tail out/uprooted 11 06
5 “V” cone punctured 05 02
6 Ventilation net broken/Evolute coil
burnt/damaged
03 05
7 BBCR 03 07
8 Brush box spring broken 03 06
9 Misc. 02 13
Total 67 62
FRPCPY 19.3 16.4
% contribution of Arc horn flashing 41.8% 29.03%
Page 10 of 76
It is evident that cases of arc horn flashing contribute major part in the TM failures as
above last 02 years data have been taken, the Arc horn flashing cases have contributed 30 – 40 %
of failures in cases of TM isolation/failures.
Reasons for arc horn flashings:
Investigations have been carried out by sheds to find out reasons for arc horn flashing
and reduction of these cases which is causing adverse effect on the reliability.
It may be understood that there is a surge discharge through arc horn which protects
armature windings from outside surges in form of voltages, currents or power.
In case of less air gaps with the earth potential at arc horn, the surges tends to discharge
early, a standard setting of 11-12mm has been given as per manuals.
Over voltages of TM are limited by the arc horns, as higher voltages are discharges
through air gap.
As above discussed the arc horns are sort of protective devices for TM, proper settings of
air gaps are part of maintenance practices, but even in case of healthy practices arc horn flashing
occurs which affect the performance of TM and further repercussions as described above.
Analysis:
ELS MGS have worked in details for ascertaining the cause of arc horn flashing, various
data have been collected in these cases whenever TM has experienced flashover and loco has
failed or gone under repair. The Voltages, currents, notch position, shunting notch positions and
other environmental data has been collected from MPCS in the MPCS provided locos. The
sample data in 15 cases are given below which has been taken starting from Jan’14 to Oct’14:
DATA OF TM FLASHING CASES WITH ARC HORN FLASHING
S. No.
Dt. of failure
Loco No Position of flashed TM
TM voltage
TM currents Notch Shunting position
Power drawn by TM (KW)
1 18.01.14 22803 3 702V
TM1-842A, TM2-857A, TM3-
941A, TM4-811A, TM5-926A,
TM6-894A 28 4 660.58
2 15.01.14 22207 1 775V
TM1-910A, TM2- 920A,
TM3-736A, TM4- 814A,
TM5-873A, TM6- 897A 28 3 570.40
3 15.01.15 22207 3 632V
TM1-1176A, TM2-1169A,
TM3- 968A, TM4-1048A,
TM5-1098A, TM6-1151A 27 4 611.78
4 05.03.14 22907 6 754V 822A 27 3 619.79
5 06.05.14 22827 2 536V
(1) 1240 A (2) 1100 A (3)
1070A (4) 910A (5) 1200A (6)
1370 A 31 0 589.60
6 17.05.14 22798 5 764 V
(1) 300 A (2) 300 A (3) 310A
(4) 100 A (5) 340 A (6) 530 A 28 4
259.76
7 17.05.15 22798 6 404.92
8 10.06.14 22711 5 735 V (1) 389A (2) 403A (3) 416A (4) 379A (5)418A (6) 382A
25 0 307.23
9 10.06.15 22711 6 735 V 280.77
10 17.09.14 22824 559 V (1) 250A (2) 180A (3) 260A
TM 4, 5 & 6 N/A 24 0 145.34
11 19.09.14 22968 1 628 V (1)178A (2)353A (3) 460A (4)543A (5)493A (6)452A
22 2 111.78
12 04.10.14 22815 4 682 V (1)1312A (2) 1336A
(3)1318A (4)1285A (5)1161A (6) 1275A
27 0 876.37
Page 11 of 76
13 21.10.14 22710 5 688V (1)707A (2) 725A (3)697A (4)642A (5)777A (6) 769A
25 4 534.58
14 25.10.14 22804 1 602 (1)535A (2) 610A (3)627A (4)742A (5)675A (6) N/A
28 0 322.07
15 25.10.15 22804 2 602 367.22
Technical details of TM:
Before analyzing the above data, we must focus on the technical details of TM, as TMs of
different make are identical, ratings of CLW make Hitachi TM are reproduced below with the
reference of CLW manual for WAP1 as attached in Annexure-I:
Observations from data:
As the above data is analyzed, it seems that there have been varying voltages at the
time of flashing which have been below 800V. However in almost 50% of the cases
current have been high.
Further noticed that out of 15 sample cases, in 2 case the power drawn by the motor is
above the continuous rated power input into TM and in 5 cases the power input into
motor have been near and above 90% of the continuous rated power input of 630kW.
It can be concluded from the above data that the traction motor have been at higher
input power in the almost 50% of the case which have resulted the arc horn flashing
inside the motors.
Since the arc horns are primarily for limiting the voltages across air gaps by
discharging the extra energy through arcs, in all the cases the power drawn have been
high instead of voltages, had it not been the discharges, the voltages would have gone
at higher levels which could have cause further damages.
Therefore as discussed above ELS/MGS has view that limiting the voltages at the
motor terminal may control and reduce the arc horn flashing cases of TM.
Corrective measures and experiments by ELS/MGS:
Q20 Relay settings:
For prevention of TM from over voltage, Q20 relay is provided in the power circuit of
loco, the settings of this relay have been defined in the maintenance manual of CLW (attached as
annexure-II), which are being reproduced below:
Pick up 865V
Drop out 740V
The nominal voltage ratings of TM have been mentioned as 750 V, whereas the Q20
settings recommended as per manuals are 865V which is far above the ratings. Having setting at
such high level it seems Q20 was not able to prevent TM from over voltage.
Further RDSO has not issued guidelines till now regarding settings of Q20, however it
.cannot be denied that different zonal railways have been following the reduced settings of Q20
which are in practice.
Make CLW
Type HS 15250A
Continuous out put 630KW
Volts 750V
Starting Current 1350A
Continuous current 900A
Page 12 of 76
Experiments:
Upon further investigation & guidance provided by CELE/ECR, it was suspected that
higher Q20 setting of 865V (whereas nominal TM voltage rating is 750V) may not be preventing
from over voltages resulting in Arc-horn flashing cases.
As on experimental basis ELS/MGS has reduced the settings of Q20 to 750V, which is at
par with the continuous voltage rating of traction motors and have found encouraging results
which are produced below:
It was found that flashing cases of TM has been reduced. Comparative quarterly figures
of TM flashing cases shows that after modification started from 09.04.14 i.e. changes made in
setting of relay Q20 has causes reduction in flashing cases.
Suggestions:
From the above investigation, analysis and further the experimental data shows, the
flashing cases have drastically reduced after reducing the setting of Q20, therefore it is suggested
that the setting of Q20 needs to be revised to continuous rated voltage of TM i.e 750V instead of
865 volt.
While ELS/MGS suggests for review the settings of Q20 in order to reduce that arc horn
flashing case and in turn reduction of TM failures, following point are depicted to be discussed
further:
As the data shown the flashing cases has the relations with surge in the power or
heavier power drawn by the motors, although voltages are not appearing to be high,
there are inherent higher voltages induced in the TM which does cause the arc horn
flashing.
The results achieved after reduction of the setting have very encouraging as described
above, which indicates while clamping the voltages at the limit of its continuous
rating will limit the surges and higher power input and therefore does reduce the
chances of flashing.
The recommended setting of 865V as per manuals against continuous voltage ratings
of 750V appears inconsistent, as the voltages are never reaching at that level and Q20
remains dysfunctional, even at lower levels TMs are overpowered and flashing
occurs. Therefore review of setting is required.
In the past 2 to 3 years there have been increasing trends of loadings and speed both
which has resulted overpowering of TM, and thus the flashing cases have now been
significant. Therefore to protect the TM the review of setting is required.
While reducing the Q20 setting, operational requirement also need to be addressed,
ELS/MGS has been watching the performance of modified setting, there may be
chances for the loco pilot booking as “speed not pickup” or “Q20-pickup at lower
voltages”.
ELS/MGS has reduced the setting in 53 WAP4 locos, and has been watching the
performances, till now in the period of 3 quarters only 3 cases have been reported as
above, on investigation in all three cases the Q20 setting have been found disturbed
and reduced to 600-650V.
No such cases have been reported till now at the Q20 setting of 750V, however
performance is being monitored.
Period No of WAP4 locos with Q20 setting of 865V
No of flashing cases
% flashing cases
No of WAP4 locos with Q20 setting of 750V
No of flashing cases
% flashing cases
Jan’ 13 to Mar’13 58 09 15.5 Nil - -
Apr’ 13 to May’13 58 05 8.6 Nil - -
Jun’13 to Aug’13 62 05 8.1 Nil - -
Jan’14 to Mar‘14 55 08 14.5 8 Nil Nil
Apr ’14 to May’14 16 02 12.5 47 Nil Nil
Jun’14 to Aug’14 15 02 13.3 52 01 1.9
Sept’14 to Oct’14 14 02 14.3 53 01 1.9
Page 13 of 76
Material required: Nil.
In view of above, It is requested to consider the issue for 37th MSG discussion so that
setting of Q20 relay may kindly be reviewed, in order to prevent the TM from Arc-horn flashing
Relay Q20 need to be set at 750V(pick up) & 625V(drop out).
RDSO’s Note:
1.0 The different ratings defined in CLW specification no- 4T CLW/TM/Hitachi-15250A, for
traction motor type HS 15250A is as below.
Continuous rating: 750V, 900A, 630 KW
One Hour rating: 750V, 960A, 670 KW
5 min rating: 1300A
2.0 Test results of Commutation test with Direct and pulsating current carried out on original
Hitachi traction motor at M/s Hitachi Japan is given as under.
Table-1: Commutation test with direct Current:
Field
(%)
Voltage
(V)
Current
(A)
Field
Current
(A)
Speed
(rpm)
Commutation (Leading edge/ trailing edge)
CW CCW CW CCW
95
900 900 855 1102 1096 1/1 1/1
900 1350 1283 965 958 1/1 1/1
900 500 475 1423 1414 1/1 2/1
900 275 261.3 2156* 2150* 1/1 1/1
1125 375 356.3 2140* 2129* 1/1 1/1
40
900 900 360 1806 1797 1/1 1/1
900 1350 540 1416 1406 1/1 1/1
900 1100 440 1593 1571 1/1 1/1
900 700 280 2147* 2129* 1/1 1/1
*At the maximum service speed
Table-2: Commutation test with Pulsating Current:
Field
(%)
Voltage
(V)
Current
(A)
Field
Current
(A)
Speed
(rpm)
Commutation (Leading edge/ trailing edge)
CW CCW CW CCW
95
885 275 261.3 2131 2123 1/1 1/2
885 310 295 1940 1927 1/1 1/2
850 650 618 1185 1174 1/1 1/1
825 900 855 1008 1001 1/1 1/1
825** 1350 1283 881 874 1/2-3 1/3
40
850 650 260 2175 2137 1/1~2 1/2~3
825 900 360 1657 1649 1/2 1/1
825** 1350 540 1280 1280 1/3 1/1
Note: i) ** For information only
ii) Increasing the number e.g. 1, 2, 3 -indicate inferior commutation
3.0 From the table-1: it can be seen that commutation test at direct current has been
carried out at 900V at different field and different current ratings and result of
commutation is satisfactory.
4.0 From the table-2; it can be seen that commutation test at pulsating current has
been carried out at 825 v at rated current of 900A. It is not done at 900V as in the
Page 14 of 76
case of direct current. From this fact it can be inferred that at pulsating current the
voltage of the Traction motor cannot be increased more than 825 V at rated
current of 900A without affecting the commutation quality. Increasing the voltage
will cause inferior commutation quality and finally may results in commutation
related failures e.g. commutator flashing, chipping off carbon brushes, arc horn
flashing etc.
The above commutation test results are test bed results under stationary
conditions. In actual running condition the quality of commutation also affected
by shock loadings as the train negotiates point crossing and rail joints and current
collection quality from pantograph etc.
5.0 Data provided by ECR for 15 cases of flashing, which indicate that in all cases
there have been varying voltages below 800V at the time of flashing.
6.0 Experiment done by ECR by reducing the setting of Q20 to 750 V in 53 WAP4
locomotives and reported no case of flashing on traction motors in the period of
3 quarters with modified setting of Q20 at 750 V .
7.0 Railway Board vide letter no 2007/Elect(TRS)/441/7 dated 11.02.2015 also
expressed concern on increase in Hitachi TM failure cases causing punctuality
loss of trains.
In view of the above, as proposed by ECR, the setting of the Q20 relay may be
accepted.
Deliberations:
The modification suggested by ECR was discussed. It was found that most of the
Railways have already reduced the setting of Q20 relay based on their experiences to avoid
flashing of traction motors.
Recommendations:
It has been decided to change the setting of Q20 relay to, Pick-up voltage 790 volts and
drop out voltage 700 volts.
Board’s decision:
Accepted.
Page 15 of 76
New Item
Item no. : 3
Subject : Modification of cooling fan in SIV.
Proposed by : SR, NR & SCR
File no. : EL/1.2.9.1
Note of proposing Railway: (SR)
(A) Problem Experienced:
Frequent failure of SIV cooling fan due to bearing housing getting oblong and bearing
fails, in turn cooling fan failure.
Suggestion:
Due to the frequent failure and poor reliability of cooling fans of SIV, ELS/ED taken the
initiative to provide new robust type motor in AAL &Siemens make SIVs.
1. Modification of Cooling fan in AAL make SIV:
750W capacity motor in place of existing 500W. Also, it is cheaper than original motor.
So far done in two locos and performance is satisfactory.
Comparison of existing and modified Cooling fan assembly- 1 Capacity 500 W, 415 V,
3 Phase, 0.96 A
750 W, 415 V
3 Phase, 1.0 A
Ingress Protection IP 54 IP55
2 RPM 2800 2800
3 Price Rs. 1,21027/- Rs. 14,000/-
4 Mounting Flange mounted Foot cum Flange mounted
5 Protection Thermistor MCB with interlock
6 Bearing 6002 2ZC3 6004 2ZC3
7 Air flow 4 to 7 m/s 4 to 7 m/s
Original fan
Page 16 of 76
Modified fan assembly
Advantage:
Robust arrangement.
Cheaper in cost (savings/loco = ` 1,07,027)
Higher capacity.
Less failure.
Easy Maintenance.
Material Required:
3Ph squirrel cage induction motor Frame 80,
0.75 kW/1 HP, Duty S1, Insulation class F
Adapter – 01 no.
Hub – 01 no.
Impellor – 01 no.
2. Modification of cooling fan in Siemens make SIV:
Problem Experienced:
Poor Reliability of SIEMENS make self cooling fan.
Cost of the motor is very high.
Reliability of the motor is not up to the mark as compared to its cost.
Overhauling of motor is very complicated. Only skilled staffs can do.
End shields & casings are made up of Aluminium which is getting worn out at
bearing housing and bearing failures takes place.
Suggestion:
ELS/ED modified cooling fan for Siemens make SIV using MVSI motor and has been
provided in loco no 22713 in August 2014. Performance is so far satisfactory. Since MVSI motor
has a proven design, this will help to improve the reliability of the cooling fan.
Page 17 of 76
Comparison of Features of existing and modified Cooling fan assembly
SN Parameters SIEMENS Existing SIV
FAN
Modified FAN
Capacity 1800 W, 415 V 2200 W, 415 V
Make SIEMENS M/S GTR RANJAN
Current 3 Phase, 2.1 Amps 3 Phase, 2.6 Amps
Ingress Protection IP 55 IP55
RPM 2800 2800
Price 2,25,055/- 25,000/-
Protection MCB with interlock MCB with interlock
Mounting Side mounted Side mounted with strong
vertical support to base.
Remarks Casing and bearing seat is
made up of Aluminium.
Casing, Both end shields &
bearing seating area made up of
cast iron.
Conventional 3 Phase aux
motor.
Air flow 9 to 14.56 m/sec 9 to 14.56 m/sec
Photographs:
Existing
Modified Cooling fan assembly
Page 18 of 76
Material Required:
2.2 kW/3 HP 2 pole MVSI/MVSL motor with H class insulation
12 mm base plate -02 nos.
U channel 50X100X50 mm- 02 nos.
Clamps-04 nos.
Advantage:
Existing blower casing and impeller is utilized so no reduction of output.
Meggering of self cooling fan can be done in schedules since fan is having terminal
box. By tripping the MCB, can be meggered.
Greasing of bearings in IC schedule can be done due to the introduction of grease
pipes.
(B) Note of proposing Railway: NR
Failures of cooling fan bearings of M/s AAL make static converters are quite high.
Keeping in view large nos. of failures of cooling fan in M/s AAL make SIVs, cooling of the SIV
unit was provided using MVSI blower of conventional locos. For this purpose, one additional
MVSI cooling fan was provided adjoining to SIV unit & cooling air was passed to the unit
through a separate duct.
After making this arrangement, air flow measurement at critical locations of SIV was
made and found as given below comprising with SIVs fitted with original cooling fans, which was
sent to RDSO vide NR letter no 230-Elect./TRS/32/1, dated: 15.10.14.
S
N
Loco
no.
Detail of
cooling
arrangement
Date of
fitment
Air flow
measurement
in new
modified
arrangement
Air flow
measurement
in existing
arrangement
Protection
details of
MVSI, if any
1 27848
Existing cooling
fan removed &
MVSI motor
fitted near
MVMT-2 and
its air outlet
connected with
duct of existing
blower fan by
cutting from
MVMT side
Sept’13
during
AOH
At top side
jali near duct
opening -5.5
M/s.
At right
side jali (BA
panel side) near
duct opening-3.2
M/s.
At left
side jali
(MVMT side)
near duct
opening 2.3 M/s.
At top side
jali near duct
opening -5.2
M/s.
At right side
jali (BA panel
side) near duct
opening- 2.8
M/s.
At left side
jali (MVMT
side) near duct
opening 2.2
M/s.
Directly 3-phase
supply
connected to
MVSI from sine
filter capacitor
of SIV. The
existing wires
for thermostat
shortened, as in
MVSI winding
there is no
provision of
thermostat like
in existing
blower fan
motor and
further tripping
of SIV through
MCU card in
case any
abnormality in
blower fan
motor.
2
27655
Oct’13
during AOH
Page 19 of 76
It is evident from above measured values that air flow has improved with MVSI as
compared to SIV cooling fan. Encouraged with above results, ELS/LDH has fitted MVSI in 02
locos, first was fitted in loco no. 27848 in Sep’ 2013 during AOH, which is working satisfactory.
Second unit has been provided in loco no. 27655 in Oct’ 2013 during AOH. No failure/
abnormality has been reported till date in these locos on SIV account.
Advantages of MVSI in place of cooling fan of SIV in M/s AAL make:
Cost of cooling fan is approx. Rs 107149/-, while cost of MVSI is approx. Rs 20000/-
MVSI is fitted outside the SIV; therefore bearing sound can be monitored easily.
MVSI motor is easily available in sheds, so it can be changed in any shed.
In case of seat worn out of cooling fan bearing, it cannot be repaired. Similarly in case of
burning of cooling fan, rewinding is not possible. But maintenance of MVSI is well
established.
(C) Note of proposing Railway: SCR
Problems:
There are many loco failures on account of failure of SIV due to failure of its blower
motor in AAL make SIVs since insertion of SIV. Majority of blower motor failures are due to
bearing failure due to improper design of housing and bearing size and few cases are of winding
failures. As per RDSO reliability action plan bearings are being replaced after 18 months of
service. Even after periodical replacement of bearings, defects were noticed prematurely in these
motors. Further the cost of SIV blower motor is high leading to high maintenance cost of SIV on
account of blower motor. Due to these problems with SIV blower, some sheds are replaced the
SIV blower motor with MVSI motor (blower for Rectifier unit) provided in conventional
locomotives. However, the rating of MVSI is very high (3HP) compare to SIV blower (0.5 HP).
The rating of SCMRB is 1HP and with 2840 RPM which is nearer to the rating of SIV blower
motor (0.5 HP, 2750 RPM). The cost of the SCMRB motor is also very less compare to the cost
of SIV blower. Hence it is suggested to replace the AAL make SIV blower motor with SCMRB
motor.
Modifications:
SIV blower motor to be replaced with SCMRB motor by providing the same impeller of
SIV blower. To do this modification, shaft hub suitable for existing blower impeller to be coupled
to SCMRB and fixing plate similar to existing blower has to be fixed. Further, the churning fan
transformer may be shifted to convenient position for ease of maintenance.
Page 20 of 76
Material required:
01 HP motor-01 no, Shaft hub suitable for existing blower impeller- 01 no, Round fixing
plate (3mm thick/360mm diameter)- 01 no, L shaped flat to support transformer (8"/8")-02no, MS
plate (6"/8")- 02 Nos. Terminal SB- 01 no, Angular support for SCM RB- 02 nos.
Material rendered surplus: 0.5HP blower motor
RDSO Notes:
In view of high failure trend of cooling fan in 180 KVA SIV supplied by M/s. AAL,
sheds have carried out in house modification in few units as summarized below:
1. By providing of additional MVSI blower and connected SIV directly or through
canopy (NR).
2. Separate motor (750W capacity) with coupling arrangement of original impeller
motor in place of existing 500W (SR).
3. Provision of SCMRB motor (1.0 HP) in place of SIV Blower motor (SCR)
In this connection it may be noted that M/s. AAL has already introduced modified design
cooling fan with motor-impeller design & higher size bearing in new units. There is an addition
support at bottom in the modified design. Modified design has been cut-in from serial no
OB1801211022 from Oct’2012 onwards and total 117 units fitted with modified design of cooling
fan have been supplied by M/s AAL and out of 117 units, 91 units have already been
commissioned. Though the service period of modified units is less (around 1.5 yrs.) but it is
expected that modified design being in line with other makes will address the failures of bearing.
Modified design cooling fan with motor-impeller design
RDSO vide letter no EL/1.2.9.1 dated 23.06.2014 requested Railways to send the
performance of modified design cooling fan with motor-impeller design & higher size bearing.
The performance of modified design cooling fan with motor-impeller design has been received
from SER, ECR, WCR, and NR. No failures of modified design have been reported so far by
aforesaid Railways. The performance details are still awaited from SCR, CR, ECoR, SECR, SR &
WR. Railways to submit the field performance of modified design.
In this arrangement there is provision of thermal sensing as in the original design of
cooling fan, which provides protection against overheating of cooling fan winding. Firm has also
provided cooling fan KIT consisting of 26 items (accessories items for modification of cooling
fan). Firm has provided mounting stool for support of motor and also provided higher diameter
plate for fitment of motor. The new design fan can be provided in converter in serial no
OB1801008016 (year 2010 onwards) without any chassis modification and converter serial no
OB1800011001 to OB1801008015 needs minor chassis modification wherein input plate is to
provide on the side wall of panel.
In view of above, it is recommended that:
Page 21 of 76
(a) Railways may procure kit consisting of blower fan of modified design along with
accessories for its mounting (Kit consisting of total 26 items) in place of blower fan of old
design, as a spare part requirement (part number of modified design fan along with kit is
HHIM1801858) and released fan of old design are to be utilized by sheds as unit exchange
spares.
(b) Railways may carry out modification of cooling fan by provision of MVSI/ SCMRB
motor/Separate motor with proper mounting arrangement in 10 (ten) units each and submit
complete details along with performance report to RDSO for further study.
Deliberations:
SCR informed that they have provided M/s Havels make motor with impeller in M/s AAL
make SIV in place of cooling fan. SCR has further informed that there is provision of
thermal sensing in the alternate arrangement of motor-impeller design of blower fan.
ECoR informed that they have provided M/s Kirloskar make motor with impeller in 30
units of M/s AAL make SIV.
RDSO informed that M/s. AAL has already introduced modified design cooling fan with
motor-impeller design & higher size bearing in new units. There is an addition support at
bottom in the modified design. Modified design has been cut-in from serial no
OB1801211022 from Oct’2012 onwards and total 117 units fitted with modified design of
cooling fan have been supplied by M/s AAL.
Recommendations:
Railways to give feedback of modified design cooling fan with motor impeller
arrangement provided by M/s AAL to RDSO.
Railways may procure blower fan of modified design along with accessories for its
mounting in place of blower fan of old design, as a spare part requirement (part number of
modified design fan along with kit is HHIM1801858) and released fan of old design are
to be utilized by sheds as unit exchange spares.
SCR & ECoR to monitor the performance of M/s Havels and M/s Kirloskar make motor
respectively for further period of 6 months and give feedback to RDSO. Based on
feedback of above Railways, RDSO to issue modification sheet.
Board’s decision:
No of Railways like NR, SR, SCR & ECoR have tried alternate cooling arrangements for
SIV.As number of trials are already done, RDSO should collect the details & advise other
Railways also using such schemes in limited manner for all makes of SIV.
RDSO should consolidate the performance of all users and evaluate the reliability & cost
effectiveness of different cooling arrangements before issuing final instructions in the
matter.
Page 22 of 76
New Item
Item no. : 4
Subject : Servomotor mounting base cover getting cracked
due to less support wall present near the molded
insert provided in the base of the cover in contactors
8.1 and 8.2.
Proposed by : WCR
File no. : EL/3.1.35/2 (Elect)
Note of proposing Railway:
Problem:
Servomotor mounting base cover getting cracked due to less support wall present near the
molded insert provided in the base of the cover in contactors 8.1 and 8.2.
Investigation & Observation:
1) There have been 9 failures during 2013-14 & 7 during 2014-15 (up to
September). Average life is 4-5 yrs.
2) During tightening the moulded inserts become slacked due to less support wall.
3) On Further checking the SR contactor that is having the same servomotor
assembly. But in order to hold the servomotor assembly through hole
arrangement is provided in base cover and finally sleeves are provided at bottom
cross bar.
Page 23 of 76
Solution: Design philosophy adopted as of SR contactor.
Comparison of old and modified design in FB contactor
Cover having removed moulded insert and cross bar with modified sleeve (After
Modification)
Modified arrangement of contactor
Page 24 of 76
Status:
This arrangement has been provided in 7 locomotives, so far, and working satisfactorily
since September, 2013.
RDSO’s Note:
This may be taken up with supplier for modification in new designs and for existing
designs, RDSO will issue modification sheet.
Deliberations:
Group opined that such type of problems have not been experience by other Railways.
Railways brought out that since contactor are of Secheron make, hence it is not desirable to carry
out any alteration in the basic design of OEM.
Recommendations:
Item may be dropped.
Board’s decision:
Accepted.
SR Contactor Filter Contactor
Page 25 of 76
New Item
Item No : 5
Subject : Modification of CBC operating handle.
Proposed By : SR
File no. : EL/3.2.119/CBC
Note of proposing Railway:
Problem Experienced:
Frequent damage of CBC operating handle due to external hit.
Unable to open and close CBC due to bend of operating handles after CRO.
Excessive consumption of operating handles. In a year around 450 numbers of operating
handles have been changed.
Can be operated from one side only.
Deployment of manpower for changing the operating handle.
Suggestion:
Location change of CBC operating rod from bottom to top avoids deformation during
CRO. A drawing developed by ELS/ED in this regard in line with modification sheet issued by
Motive Power directorate of RDSO for Diesel locomotives is enclosed herewith.
Photographs:
Un-modified Modified
COMPONENTS TO BE FABRICATED:
Top lifter hook Top lifter Link Top lifter hook riveted with connector
Page 26 of 76
CBC top lifter hook and connector
provided in LOCK
LHS handle
Middle handle
RHS handle
Advantage:
Damages of operating handle due to CRO can be avoided as it is provided above CBC.
CBC failures due to bend of operating handle can be avoided.
CBC can be opened from both sides.
Damage of operating handles will be minimum.
Deployment of man power will be reduced.
RDSO’s Note:
Cases of breakages of operating handle have been reported by Railways during CRO. MP
Directorate/RDSO has already carried out modification vide modification sheet no.
MP.MOD.LD.05.10.11 Rev. (00) dated 18.07.11, which is applicable for electric locomotives
also. RDSO recommends Railways to adopt the modification.
Page 27 of 76
Deliberations:
The modification has been accepted by the group because of its inherent advantage over
present arrangement and is to be followed for E type couplers provided on conventional
electric locomotives. It was pointed out that this arrangement cannot be provided in
WAP7, WAP5 and WAG9 locos due to space constraints. RDSO will study this aspect
and issue suitable instructions for the provision of modified CBC operating handle in
three phase locos titled with ‘E’ type couplers.
Recommendations:
RDSO to issue necessary instruction to Railways for provision of modified CBC
operating handle.
Locomotives provided with ‘H’ type couplers will not need this modification.
Board’s decision:
Accepted.
Page 28 of 76
New Item
Item no. : 6
Subject : Modification to avoid Melting of Roof Bar (knife
portion) in WAG-7 locomotive.
Proposed by : ECoR & NCR
File no. : EL/2.2.21
Note of proposing Railway:
Loco-28467(WAG-7) was received from CLW and commissioned at ELS/ANGL on
21.07.2012. The said loco failed on line on 25.06.2014 in Khurda Division of ECoR due to knife
portion of one end of roof-bar no-5 melted inside U-clamp (connectors) and fell down on loco
roof.
Observations at ELS/ANGL:
The knife of roof-bar flashed and melted in the jaws of fixation U-clamp resulting knife
of roof-bar was broken and fell down on roof of loco.
The Lower bolt & nut assembly with compression spring used for tightness of fixation
jaws get rusted and the spring loses its stiffness completely (as shown in photo-2).
The upper locking spring arrangement of fixation jaws used to lock knife of roof-bar is
also having no stiffness and hard to operate and frequently broken.
Analysis:
Due to above reasons, the knife of roof-bar becomes loose in the jaws of fixation U-clamp
and vibrates during running of loco resulting into arcing between knife and jaws of U-clamp and
get melted particularly in rainy season get melted.
Thus, the existing arrangement for fixation of roof-bar is not suitable in WAG-7
locomotive & the modification is required to improve the loco reliability.
Roof bar melted &
touched hood
Rusted bolt, nut &
spring
Flash mark at the fixation jaw
of the roof bar knife
Existing Pull/Push type
locking arrangement in
Loco
Page 29 of 76
Modification by ELS/ANGL:
ELS/ANGL has provided nut & bolt type arrangement (M8 size) for ensuring proper
tightness & prevents any type of flashing due to vibration effects on the knife switch inside its
fixation U-clamp.
Materials required to carry out modification:
M8 nut & bolts (16 numbers per loco).
RDSO is requested for inclusion of the modification in 37th MSG agenda.
RDSO’s Note:
1. The existing arrangement of roof bar knife in the jaws of U-clamp has provision of bolt &
nut assembly with compression spring at lower side for ensuring tightness and locking
spring arrangement at upper side to ensure locking of knife of roof bar in fixation jaw.
These two arrangement need to be maintained properly to eliminate chances of vibrations.
2. Also, with the facts that majority of failure cases of roof bar flashing reported are
associated with ferrules side. Therefore, proposed nut & bolt assembly at upper side in
place of spring locking arrangement will not serve the purpose for reduction of roof bar
flashing cases experienced at ferrule side.
3. Railway Board vide their letter No. 2004/Elect/(TRS)/138/6 dt. 18.05.2005 have already
advised Zonal Railways that no modification is required to be done in roof bar and
existing arrangement should continue and same was also circulated by RDSO vide letter
No. EL/2.1.8 dt. 20.07.2005.
4. Further, RDSO vide letter no. EL/2.2.21 dt. 12.08.2010 has requested Railways to ensure
proper gap between roof bar knife blade and jaw, proper tightness of ferrule with
aluminium tube and proper tightness of check nut. The same should be ensured during
schedule maintenance.
5. From present statistics of roof bar flashing cases on conventional & 3-ph locomotives, it
is recommended to adopt roof bar assembly in conventional locomotives similar to 3-ph
locomotives. In this connection, CLW has already provided roof bar assembly similar to
3-Ph locomotive with some modification in two WAP4 locos [22914& 22926] and same
is working satisfactorily since last three years as reported by ELS/ET/WCR. The
approximate cost of this modification per locomotive is Rs.15000/- which is comparable
with roof bar assembly of 3-Ph locomotives. Hence, as a long term solution it is proposed
that same can be adopted during major schedule of conventional locomotives by Electric
Loco sheds/workshops.
Page 30 of 76
WAP4 (22914) provided with roof bar assembly of 3-Ph loco pattern
6. In view of above, it is recommended to adopt roof bar assembly in conventional
locomotives similar to 3-ph locomotives
Deliberations:
As the performance of roof bar arrangement as provided in three phase loco is
satisfactory, group agreed for modification proposed as existing in three phase
loco.
Recommendations:
Group recommended for provision of 3-phase type roof bar arrangement during POH
schedule to avoid such failures. Sheds may also adopt this modification during major
schedule.
RDSO should issue necessary modifications for its implementation.
Board’s decision:
Accepted.
Page 31 of 76
New Item
Item no. : 7
Subject : Provision of rear loco notch position indicator in leading
loco in MU consists.
Proposed by : SR
File no. : EL/4.2.15
Note of proposing Railway:
Problem Experienced:
Rail burning due to continuous wheel slip is a cause of concern in safety of the train
working. There are number of occasions this rail burning happened in multiple locos (MU)
particularly due to rear loco as there is no indication of notch position of rear loco for LPs.’
Background of Problem:
Multiple operations of locos are necessary to haul heavy loaded train for effective
utilization on saturated line. All WAG-5 locos are made multiple locos for hauling goods train.
The recent Railway Board’s instructions stated that single WAG5 locos are not permitted on line.
The problem being faced in multiple locos is mismatch of notch position though notch
synchronizing relay Q49 is provided. In quick regression, there is no synchronizing control and
hence notch between locos are became mismatch many times. There is no notch position
indication in driving cab for viewing rear loco notch position. The situation arise some time that
though leading loco GR is zero, rear loco may be in notch and this causes continuous wheel
rotating in rear loco resulted to rail burning. Specially this problem was noticed when the train is
stopped at the signals, the rear loco may be 3 or 4 notch and this causes wheel rotating at stand
still place causing rail burning. In order to avoid such incidences a simple device is developed to
know the rear loco notch position in leading driving cab.
Burnt rails
Modification Suggested:
Notch Position Indicator:
Conventional locos are fitted with Tap changer. This Tap Changer is on-load tap changer
and every step will have 100 movement and total 32 steps are there & total movement of tap
changer is 3200.
Page 32 of 76
The SMGR is having cam shaft which movement is in line with Tap changer movement.
The Angle Transmitter is fitted on the shaft which transmit signal to notch indicators provided in
both cabs to indicate notch position. This angle transmitter or Selsyn transmitter is requires 5
wires between transmitter and indicator. In multiple operations, the individual loco notch position
is displayed only in concerned locos since there is no jumper connection in Selsyn circuit.
Proposed System:
In addition to existing system, additionally a potentiometer is fixed in other 100 shaft of
SMGR. Potentiometer is one of the simplest form of angle transmitter. The shaft of potential
meter attached to the 100 movement per notch, the resistance value will vary depending upon
angle movement and there by voltage can be varied. This voltage can be read in leading loco
through the existing jumper as shown in the Fig.1.
Implementation of notch position indicator by using commutator arrangement:
The potential meter available in market is not suitable for continuous operation hence the
rugged design by using commutator & brush is planned as below.
The commutator having 36 segments and every 100 one segment will move and with PCB
attached fitted with resistance. The commutator is directly coupled with 100 notch shaft of SMGR
and every 100 movement one segment will shift causing varying output from 0 to 110V. Zero Volt
indicates 0 notch and 110 volts indicates 32nd notch.
The zero volt is representing zero notch and on first notch 25V will indicate and further
each notch 2.7V jump will be there up to maximum 32 notches by using suitable resistance. The
output voltage is taken through a diode which prevents accident damage during jumper testing or
emergency cross supply by any means. The spare BL interlock is used in service with voltmeter
so that only in working cab, the meter will indicate the rear loco notch position. It needs only one
jumper wire to indicate the rear loco notch position. The diagram is enclosed in Fig. 2.
This arrangement is provided in MU locos of ELS/AJJ 23378/ 23864 and working
successfully on line.
Remarks:
The above set up for each loco costs approximately Rs. 3,000/-. The above arrangement is
very simple. The issue of notch mismatch in MU locos is totally solved. The same arrangement
can be provided for both relay and MPCS type locos.
Diagrams:
Voltage will vary from 0 to 110V depends up on the angle of arm
Fig. 1
Potentiometer
Page 33 of 76
Photos:
RDSO’s Note:
1. RDSO has issued instruction for MU/consist operation in MPCS locos vide letter no.
EL/4.2.15 dated 22.08.2014 and 22.07.2013 for non-synchronization of notches. It
was advised to put MP on ‘0’ before braking to avoid such type of failures. If this
instruction is followed, no such failures will happen and no modification is required.
2. Problem of non-synchronization of notches will not come in MU locomotives
equipped with MPCS with revised specification no. ELRS/SPEC/MPC-FDS/0001
rev-3.
Page 34 of 76
3. The above proposed modification will work in ABB type ASMGR which is having
angle of 100
for one notch. But GANZ type ASMGR is having angle of 10.50 for one
notch, due to which it may not show actual notch position as in Ganz type ASMGR.
4. This modification may not work, when both the locomotives have different type of
ASMGR (say leading loco has ABB type and trailing loco has GANZ type).
5. Basic requirement is of giving indication to leading locomotive whether GR is zero or
not in trailing locomotive in MU operation. One way to achieve this is installation of
separate ‘LSGR Trailing Loco’ lamp with MU coupler wiring as shown below:
To B-
173T173
XX
YY
XX
YY
XX
YY
XX
YY
173T
173T
173
173
Cab-1
SBCab-2
SB
BD
BD
Inter communication MU operation for LSGR
Trailing locoLeading loco
LSGR-LL LSGR TL
To B-
173T173
XX
YY
XX
YY
XX
YY
XX
YY
173T
173T
173
173
Cab-1
SBCab-2
SB
BD
BD
LSGR-LL LSGR TL
6. In view of the above, Loco pilots should be counseled to put MP on ‘0’ before
breaking to avoid such type of failures and no modification is required.
Deliberations:
The issue was deliberated and it was decided to implement the decision of 36th
MSG meeting on multiple operation of tap-changer locomotives fitted with MPCS
and other reliability improvements measures taken in MPCS version 3.
The problem of non-synchronization of notches will not occur in MU locomotives
equipped with MPCS version 3.
The synchronization is not possible in MPCS Version 2.
Recommendations:
RDSO shall issue modification sheet separately to provide rear loco LSGR
indication in all the conventional tap changer electric locomotives
Board’s decision:
Accepted.
Page 35 of 76
New Item
Item no. : 8
Subject : Modification in brake pull rod pin in WAP-7 locos.
Proposed by : SCR
File no. : EL/3.1.35/2(Brake lever)
Note of proposing Railway:
Problems:
During safety drive it was observed large numbers of split pins for brake pull rod were
worn out at neck portion. There is threat of pull rod dropping, eventually obstructing the wheel
due to such wear and tear (Photograph -1). It is regular practice of removing these split pins in the
trip sheds for adjusting the loco brake power. In the due course, sometimes non standard split pin
may also get into the use which also becomes potential threat for pull rod dropping. To overcome
these eventualities, ELS/LGD proposed modification similar to WAP-4 having bolt with castle
nut and split pin.
Present arrangement:
Brake pull rod is fastened with brake hanger by roller pin of 28 x 80mm and split pin of
size10 x 63 (As shown in photographs).
Modifications:
Proposed arrangement:
Instead of roller pin with split pin, ELSLGD proposed to use M28 x 114mm Hex bolt
with plain washer, castle nut and split pin. (As shown in photographs)
Existing roller pin with head with split pin has to be replaced with M28 x 114mm Bolts.
Work to be carried out:
Existing roller pin with head with split pin has to be replaced with M28 x 114mm Bolts.
Applicability: All WAP-7.
Material required:
16 Nos of M28 x 114mm Hex head bolts (IRS-R-65) with washer, castle nut and split pin
of size 4 x 72mm per loco as per LGD Drg No. C/ELS/LGD/BOGIE/3/131.
Material rendered surplus:
16 Nos of roller pin with head of size 28 x 80mm and split pin 10 x 63 mm.
Ref: CEE/SCR lr.No.E.221/SMI/MD/TC/3Phase/Vol.IV dated 18.10.2014.
Page 36 of 76
Photographs
Condition of worn out split pins noticed during safety drive
Front view showing fastening of pullrod with cotter pin
and Hex.head bolt with castle nut and split pin
Rear view showing fastening of pullrod with cotterpin and
Hexhead bolt with castle nut and split pin
Zoomed view of modified and existing arrangement
Existing Proposed Photographs showing Existing and Proposed fastening of Pull rod in WAP7 brake rigging
Page 37 of 76
RDSO’s Note:
The arrangement proposed by SCR appears to be more reliable and RDSO
recommends to accept the modification.
Deliberations:
The modification has been accepted by the group on account of better safety.
Recommendations:
RDSO to issue necessary instruction to Railways.
Board’s decision:
Accepted.
Page 38 of 76
New Item
Item no. : 9
Subject : Removal of Anti Spin valves in 3 phase locos.
Proposed by : SCR
File no. : EL/3.2.19/3-Phase
Note of proposing Railway:
Problems:
In 3 phase locos Anti spin valves are provided to obtain a rapid but light brake application
to the driving wheels in case of wheel slip.
Subsequently it was decided to isolate the anti spin brakes, as per the Minutes of
performance review meeting of Three phase locomotives, issued by Railway Board vide
Lr.no.2001/Elec.(TRS)/440/18/7/Vol (II) 3phase dt:23.11.05. Accordingly the electric supply to
the EP valve has been disconnected. However, this valve is still being provided and connected in
pneumatic circuit as part of the brake system in new locos by CLW.
In some of the cases it is observed that leakage of MR is taking placing from this valve
due to damage of rubber gaskets and this valve either to be dummied or overhauled to arrest the
leakage. One additional double check valve is also provided to direct either the output of anti spin
valve or D2 direct (SA9) valve to brake cylinder. If the anti spin valve is dummied or removed
from locomotive, then the additional double check valve also can be removed from locomotive.
Benefits:
By removing anti spin valves and associated double check valves, annual savings of
approximately Rs.8 lacs can be achieved by a shed of 100 locos.
The cost of two nos. each of Anti spin valve and double check valve can be also saved, if
CLW does not provide in new locomotives at production stage itself.
Reduced requirement of man power for overhauling/attending these valves in case of air
leakage or overhaul at maintenance sheds.
Savings:
1. Cost of maintenance kit for anti spin valve = Rs.15,913/-
2. Cost of Maintenance kit for double check valve = Rs.2922/-
3. Population of anti spin valves in 100 locos= 100×2= 200 nos.
4. Population of Double check valves to be removed = 100×2= 200 nos.
5. Total saving in maintenance kits = 15913×200+2922×200 = 31,82,600 +5,84,400 =
Rs. 37,67,000/-
Since maintenance kit is being provided in every 4.5 yrs, annual saving per annum Per
100 locos would be Rs. 08,37,111/-
Page 39 of 76
Modifications:
As anti spin valves are already isolated electrically, it is proposed to remove anti spin
valve and associated double check valve from three phase locomotives.
RDSO’s Note:
1. RDSO has carried out trial in Dhanbad Division. During trail it has been noted that anti
slip Brakes are reducing the haulage performance of WAG-9 locomotive. Frequency of
occurrence of wheel slip is also nearly the same with and without ASB. Even if, anti-slip
brake is disabled, the wheel slip gets arrested automatically very quickly.
2. On the basis of above findings, it was recommended vide RDSO letter no. EL/3.1.35/2
dated 13.10.2005 to isolate ASB on WAG-9 and WAP-7 electric locomotives on trial
basis for a period of one year and user Railways were to monitor the performance of
locomotives so that a final decision could be taken.
3. South Central Railway has informed that even after power supply to anti spin valve is
disconnected there is leakage of MR due to damage of rubber gaskets.
4. The issue has been discussed in Reliability meeting held at CLW on 27/28.04.2015 and
consensus was expressed by all participating Railways on removal of anti spin valve in
three phase locomotives as indicated in para 4.7 of Minutes of Meeting issued by CLW
dated 18.05.2015.
In view of the above, it is suggested that in addition to cost saving, the removal of ASB
will increase the reliability of locomotives & it is recommended to be removed.
Deliberations:
Railways have agreed for removal of Anti spin valve along with its double check valve.
Recommendations:
CLW to modify the scope of supply given in the specification of brake system of 3-pahse
locomotives.
RDSO to issues modification sheet for removal of anti-spin valve and its double check
valve in the 3-phase locomotive already in service.
Board’s decision:
Accepted.
Page 40 of 76
New Item
Item no. : 10
Subject : Standardization of various Speed Sensors provided in 3-
phase locos.
Proposed by : SER
File no. : EL/3.1.35/26
Note of proposing Railway:
Speed sensors fitted in three phase loco are different from each other with respect to
coupler configuration even in similar make of speed sensor. More over literature and maintenance
manual is not also available to us. Therefore, it is very difficult for daily maintenance as well as to
the sheds to maintain spares of each type speed sensor.
Details of Make-wise speed sensor provided in 3-Phase loco and arising are furnished
below.
Make of Speed Sensor No. Of Coupler No. of Pin Population
(TATA shed)
Arising
(2013-14)
Arising
(2014-15)
M/s ARC in GTO loco 3 5, 5, 3 22 4 9
M/s ARC in IGBT loco 2 5, 5 7 0 3
2 5, 3 1 0 1
Lenord Bauer in IGBT
loco
1 8 5 0 1
2 5, 3 1 0 0
Jaquet Technology in
IGBT loco
2 5, 5 6 0 0
2 5, 3 2 0 0
M/s ARC (Dopler
Base) in IGBT loco 3 5, 5, 3 Not fitted
Laxven system in
IGBT loco 2 5, 3 1
0 0
Therefore, it is requested that RDSO may look into for Standardization of Speed sensor
with coupler pin and advice the firms accordingly. It also suggested that the item may be included
in the agenda for discussion in 37th MSG.
RDSO’s Note:
1. As per OEM design two five pin connectors was needed in Weigend sensors for double
channel. Further, one external power supply connector of three pin is needed for active
speed sensor of Hall Effect based of M/s ARC. Hence for ARC make sensors in GTO
based locomotives invariably three cables of 5, 5, and 3 pin connectors are needed.
2. For IGBT based converters as initially speed sensors were not standardized, hence BT has
used one cable with 8 pin connectors. M/s BHEL & M/s ABB have used two cables with
5, 5 connectors initially and thereafter CLW has standardized as two cables with 5 & 3
connectors.
3. Presently Lenord Bauer, Jaquet & Laxven make speed sensors are of two cables with 5 &
3 connectors.
Page 41 of 76
4. Railway can modify two cables 5, 5 pin connectors of ABB and BHEL with 5 & 3 pin
connectors provided in initial locos. The quantity may be approximately 30 locos.
5. It may be noted that M/s BT has used 200 teeth sensors and others have used 120 teeth
sensors. This needs to be stopped in further supply.
6. The speed sensors have now been standardized in specification of IGBT based traction
converter of CLW.
7. For existing systems, a level of standardization may be achieved by analyzing different
pin configurations.
Deliberations:
RDSO informed that two 5-pin circular connectors were needed in Weigend sensors.
During induction of active sensor, one circular connector for power supply was required,
hence active sensor of M/s ARC make in GTO based locomotives invariably has 3 cables
of 5, 5 & 3 pin connectors.
For IGBT locomotives, speed sensor were not standardized initially hence manufacturers
had adopted different configuration such as M/s BT has used one cable with 8 pin
connector and M/s BHEL and M/s ABB have used two cables with 5, 5 pin connectors
initially. These speed sensors (5, 5 pin connectors) were provided initially in
approximately 30 locos.
Subsequently CLW has standardized the configuration as two cables with 5 & 3 pins
connectors (Signal connector- 5 pin circular connector & power supply- 3 pin circular
connector).
Presently Lenord Bauer, Jaquet & Laxven make speed sensors are of two cables with 5 &
3 connectors.
The speed sensors have now been standardized in specification of IGBT based traction
converter of CLW. Speed sensor shall be supplied as per CLW specification No.
CLW/ES/03/0528 dated Nov’.12 or latest. Active speed Sensors with 120 tooth wheel
ring duly shall be provided.
Recommendations:
Manufacturers to supply speed sensor with 5 & 3 pin connectors and 120 tooth wheel ring
as specified in CLW’s specification.
Railway may modify two cables 5, 5 pin connectors provided initially (around 30 locos)
with 5 & 3 pin connectors.
RDSO should issue necessary guidelines/instructions in this regard.
Board’s decision:
Accepted.
Page 42 of 76
New Item
Item no. : 11
Subject : Breakage of Push Pull Rod in WAP7 and schedule of
replacement during IOH/POH.
Proposed by : RDSO
File no. : EL/3.1.35/12
Note of proposing Railway:
RDSO’s Note:
Railways have reported numbers of failures of traction link in WAP7 locomotives from
weld and base metal interface. RDSO/CLW has studied the problem and following action has
been taken/ recommended:
1. Radiography test of welding joint as per AS 1554.1-1991 has been introduced since
20.11.2012 as per CLW drawing no. 1209.01.113-006.
2. Groove angle for welding has been increased from 300 to 45
0.
3. Welding portion not to be machined.
4. M/s KMRI the OEM for this item has supplied push pull rod with the above modifications
from Sr. No. 680 onwards. No failure of these push pull rod has been reported by
Railways till date. As such, RDSO vide letter no. EL/3.1.35/12 dated 17.06.2015,
advised Railways that push pull rod in WAP-7 locomotives with serial no. prior to 680 i,e
679 or less needs to be replaced by new/modified push pull rod as per CLW drawing no.
(1209.01.113-006) or latest.
5. Present replacement schedule for traction link assembly is during POH (9 years for WAP-
7 /12 years for WAG-9), it is proposed that the replacement schedule should be changed
from POH to IOH to improve reliability.
Deliberations:
The breakage of push pull rod has been discussed and all failures of push pull rod are
prior to sr. no. 680 i.e. rod without radiography test.
RDSO presented the various modifications to be carried out by CLW to improve the
reliability of the product.
Use of forged flange of push pull rod instead of casted flange was also discussed.
Periodicity of change of push pull rod was also discussed in WAP7 locomotives.
Recommendations:
Railways to carry out instructions issued by RDSO vide letter no. EL/3.1.35/12 dated
17.06.2015.
CLW should incorporate changes recommended by RDSO regarding diameter of the tube
and angle in the drawing of the component.
RDSO to develop push pull rod with forged flange for 20 loco sets of WAP7 loco.
Push pull rod should be replaced during POH as a must change item.
Board’s decision:
Accepted.
Page 43 of 76
New Item
Item no. : 12
Subject : Issues related with Vigilance Control device.
Proposed by : RDSO, WCR
File no. : EL/3.1.14
Note of proposing Railway: (WCR)
Background:
Vigilance control device is fitted in loco to avoid the failures due to non alertness of loco
drivers, which check the alertness of driver with the some logical inputs by the driver actions
from working cab of loco. There are several issues related with VCD circuit, reliability and
standardization. All the issues have been clubbed together and taken as one item.
1. Modification in VCD circuit required: In present system, the power supply to VCD is available as soon as battery is switch on.
In multiple loco operations, battery is on in both locos. Due to this, supply will be available to
VCD main unit in both Locos, but BL key is ON only in leading loco. Now as Driver is in leading
loco, then supply ON/OFF of VCD main unit of trailing loco will not affect its alertness.
If there is malfunction in VCD main unit of trailing loco, this will de-energize the IP
valve and will cause BP pressure to drop. Accordingly brakes will be applied in both loco and
driver will not understand the cause for it as rear loco VCD is in suppressed mode, thus he won’t
able to identify and rectify it. This will cause undue failures.
In ET base multi loco 23109+23734, there was malfunction in VCD main unit of trailing
loco 23734. This caused extension of power supply to the QVCD and de-energization of the IP
valve and led to drop in BP pressure. Accordingly brakes applied in both loco and thus led to
failure as the reason for failure could not be ascertained at that time due to rear loco VCD
malfunctioning.
RDSO’s Comments: The circuit may be modified as suggested by WCR. Group may discuss.
2. Reliability of VCD: (Item proposed by SER & RDSO)
RDSO’s Note: A reliability meeting of VCD suppliers has been conducted at RDSO on 29-5-15 with
Zonal Railways and suppliers. In order to improve reliability there is a need to simplify the design
of VCD in line with VCD provided in diesel locomotives. A comparison of VCD of conventional
locos and diesel locos is enclosed.
There is a need to further modify VCD in line with stand alone VCD of diesel locos.
1. Acknowledgement from horn may be taken out as in three phase loco. This may improve
reliability due to defect in Horn pressure switch.
2. Low speed signal may also be removed and VCD suppression logic may be standardized
in all make.
3. The data logging may be rationalize by logging only essential events such as POWER
ON/POWER OFF/A9 OPERATED/SA9 OPERATED/ IP PROBLEM/QVCD RELAY
DEFECTIVE/VCD BYPASS BUT HEALTHY/VCD BYPASS AND FAULTY/VCD
FAULTY/VCD REACTIVATED/PB APPLIED shall only kept and events such as
NOTCH UP/NOTCH DOWN/FOOT SWITCH OPERATED/PUSH BUTTON
OPERATED/HORN OPERATED/SANDER OPERATED may not be recorded;
Page 44 of 76
Deliberations:
A. Modification in VCD circuit required (WCR):
The issues raised by WCR for modification in the VCD circuit to avoid mal-functioning
of VCD main unit of trailing locomotive has been deliberating during the meeting. Most
of the Railways informed that such type of problem have not been experienced by them.
Western Railway has pointed out that the modification proposed by WCR has already
been implemented in all locomotives of WR.
Comparison of features of VCDs of Conventional Tap Changer, Standalone Diesel and 3 Phase loco S.
No
Features Indications Conventional Tap changer
loco
Diesel Loco 3 Phase Loco
1. Vigilance cycle
Reset action
- MP/MPS-1/A-9/SA-
9/Horn/sander/paddle
Switch/Reset push button
Throttle handle/A-
9/SA-
9/Horn/sander/Reset
push button
MP/sander/paddle
Switch/Reset push
button/ A-9
2. Vigilance cycle T0 - 60+-2 sec 60 sec 60 sec
3. Warning Cycle
T1-level-1
Yellow
flashing light
8±2 sec 17 sec -
4. Warning Cycle
T2-level-2
Yellow
flashing light
and buzzer
8±2 sec 17 sec 8 sec
5. Penalty Brake Cycle
T3-level-1
32±2 sec yellow flashing with
buzzer
34 sec yellow flashing
only
120 sec yellow
flashing with buzzer
6. Penalty Brake Cycle
T4-level-2
Yellow
flashing light
with buzzer
Until reset continuous glow
with buzzer
Until reset No
indication No buzzer
Until reset
continuous glow
with buzzer
7. Vigilance
Suppression
- Yes, with A-9/SA-9/low speed
signal
with A-9/SA-9 only Yes, low speed
signal and A-9/SA-
9
8. Vigilance Bypass - Yes Yes Yes
9. Indications - On cab Unit:
Green :Healthy
Red: Bypass
Red flashing: faulty
Yellow flashing: Warning
cycle
On indicator Unit:
Blue :Healthy
Yellow: Bypass
Red: Penalty Brake
Yellow flashing:
Warning cycle
Green: MU mode
At Driver desk
panel A
Yellow lamp for
Vigilance Warning
10. Other features
11. Construction - 2 cab unit + 1 main unit 1 main unit+1
indicator cum reset
unit
Integrated with loco
brake system
12. LCD display - Yes No With loco display
13. Counter No Penalty brake counter
on main unit
No
14. Data Logging Yes with following
POWER ON
POWER OFF
FOOT SWITCH OPERATED
PUSH BUTTON OPERATED
A9 OPERATED/SA9
OPERATED /HORN
OPERATED/SANDER
OPERATED
NOTCH UP/NOTCH DOWN
IP PROBLEM/QVCD RELAY
DEFECTIVE/VCD BYPASS
BUT HEALTHY /VCD
BYPASS AND FAULTY
/VCD FAULTY/VCD
REACTIVATED
PB APPLIED/VCD
SUPPRESSED
No Data Logging No separate data
logging with loco
DDS.
Page 45 of 76
Group opined that though the problem has not been experienced by majority of sheds but
it is better to modify the circuit of VCD so that VCD gets 110 V power supply through
BL key interlock.
B. Simplification of VCD circuit (Proposed by RDSO):
Railways have agreed that the suggestion made by RDSO regarding de-activation of horn
signal for resetting of VCD may be accepted as it will improve the reliability due to
defects in horn presser switch.
RDSO pointed out that VCD remains in suppress mode in any of the following four
conditions:
i. Application of brake either through A-9/SA-9.
ii. Speed below to 2 KMPH.
iii. Manual control of GR.
iv. Working as a trail locomotive.
RDSO has proposed for removal of low speed signal for suppression of VCD as it is not
available in all locomotives.
Regarding removal of low speed signal for suppression of VCD, ECR and ECoR pointed
out that it will lead to unintentional application of penalty brake. Railways pointed out
that it takes few minutes for creation of BP pressure to 5 kg/cm2
and release of train
brakes and loco pilot takes notch only when BP pressure developed as 5 kg/cm2 .
Hence it
may lead to application of penalty brake before start of train if loco pilot fails to take any
action for resetting of VCD after releasing the brakes (A-9/SA-9). RDSO informed that
loco pilot has to be in vigilant mode once the brakes (A-9 or AS-9) are released.
The proposal for rationalization of data logging by recording only essential events has
been accepted by the group and data to be recorded/not to be recorded, as discussed
during the meeting are as follows:
Events to be recorded:
POWER ON/POWER OFF
A9 OPERATED/SA9 OPERATED
IP PROBLEM/QVCD RELAY DEFECTIVE
VCD BYPASS BUT HEALTHY
VCD BYPASS AND FAULTY
VCD FAULTY/VCD REACTIVATED
PB APPLIED
Events not to be recorded:
NOTCH UP/NOTCH DOWN
FOOT SWITCH OPERATED
PUSH BUTTON OPERATED
HORN OPERATED
SANDER OPERATED
Railways have agreed that the suggestions made by ELS/JHS/NCR for periodicity of
replacement of foot paddle switch, LEDs and buzzer, as given below, may be accepted.
ACK push button and LEDs in every AOH.
Buzzer, foot paddle switch and horn pressure switch in every IOH.
Recommendations:
RDSO to issue modification sheet for:
a. Provision of 110V battery supply to VCD through BL Key interlock.
b. Removal of horn signal for resetting of VCD.
RDSO to co-ordinate with VCD manufactures for modification of software for recording
of vital events only.
Page 46 of 76
RDSO to issue replacement periodicity of foot paddle switch, ACK push button, LEDs
and buzzer as deliberated during meeting.
RDSO to take feedback of Railways for removal of low speed signal.
Board’s decision:
Accepted.
Page 47 of 76
New Item
Item no. : 13
Subject : Modification to improve intensity level of Twin beam
Headlight for Conventional Electric locomotives.
Proposed by : ECR
File no. : EL/6.11.1
Note of proposing Railway:
Permeable:
Poor Head light intensity has been experienced by ELS/MGS since longer time, and has
been reported from various quarters from time to time, for example, LPs and ALPs have often
complained that headlight intensity has been poor in the log book. It has been reported also time
to time during foot plate inspection by officers and staff also especially in m/e trains. Further
there is a huge belt of foggy weather in the winter season across NCR and ECR, the volumes
reported have been high and has caused regulation of speed in the affected sections. Being related
to safety, it has caused wide attraction by other departments also. Safety department has advised
many times about improving safety, this is one area which needs to be improved.
ELS/MGS has stressed upon the requirement of proper headlight intensity and analyzed
the problem in depth in a following manner:
The illumination level at 8 meter should be ideally 4800 lux as per RDSO spec. No.
ELRS/Spec./PR/0024 Rev ‘1’ enclosed as Annexure-I and if the illumination level is
less than 4000 lux, shield reflector should be changed.
At ELS, MGS one cycle checking of intensity (lux level) of twin beam head light has
been started from 16.05.2013 during inspection and overhauling, till date exercise
worked out for 83 conventional electric locomotives. The sample datasheet is given
below:
Date Loco
No
DC to DC conv.
output voltage
LUX Lux after changing
bulb & Reflector
Cab1 Cab II Cab1 Cab II
24.07.13 21248 24.6 V 3100 3200 3200 3400
04.06.13 21346 25.5V 3000 3200 3300 3450
05.10.13 21382 25.25V 3100 3200 3300 3400
27.06.13 21391 25.4V 3000 3200 3300 3500
05.10.13 22588 25.8V 3100 3200 3250 3450
07.10.13 22739 25.85V 3000 3100 3300 3450
07.09.12 22815 25.7V 3000 3100 3400 3550
26.09.13 22860 25.5V 3100 3150 3300 3500
11.10.13 22861 25.6V 3000 3100 3300 3450
23.10.13 22868 25.6V 3000 3200 3250 3400
01.11.13 22869 24.9V 3100 3200 3300 3450
02.10.13 22906 25.6V 3100 3150 3300 3550
12.10.13 22937 25.6V 3000 3200 3250 3400
05.11.13 22946 25.8V 3100 3200 3300 3500
03.10.13 22947 25.5V 3200 3300 3400 3550
28.10.13 22955 25.65V 3100 3200 3400 3500
Page 48 of 76
09.11.13 22968 25.75V 3200 3300 3400 3550
04.10.13 22969 25.82V 3300 3200 3500 3700
26.10.13 22062 25.2V 3000 3200 3400 3600
24.10.13 22963 25.65V 3000 3100 3250 3400
25.07.13 22207 25.65V 3000 3100 3400 3600
03.11.13 27008 25.4V 3100 3300 3400 3600
18.10.13 27011 25.2V 3100 3300 3400 3600
12.10.13 27013 25.25V 3100 3300 3400 3550
22.10.13 27032 25.35V 3100 3300 3350 3600
31.7.13 27049 25.65V 3100 3300 3300 3500
17.06.13 27050 25.6V 3150 3300 3400 3600
30.08.13 27065 25.4V 3100 3250 3400 3600
27.9.13 28286 25.55V 3150 3200 3500 3650
15.9.13 28288 25.8V 3000 3200 3300 3500
08.8.13 28291 25.85V 3200 3400 3400 3550
06.10.13 28494 25.6V 3100 3200 3350 3600
26.10.13 28495 25.75V 3100 3200 3350 3550
11.9.13 28497 25.45V 3200 3300 3400 3700
23.12.13 27006 24.8V 3100 3300 3400 3600
01.01.14 27523 24.3V 2980 3200 3300 3500
9.1.14 21377 24.2V 3150 3300 3400 3550
23.1.14 27009 25.10 3150 3300 3350 3600
12.2.14 27022 24.8V 3100 3300 3450 3650
28.1.14 22909 25.0V 3200 3350 3400 3550
13.2.14 27042 25.5V 3100 3300 3400 3650
24.03.14 22588 25.4V 3250 3400 3350 3600
It has been observed that lux level of most of the locomotive’s head light is less than
3500 lumen instead of standard lux level value of 4800 Lumen. After replacement of
new shield reflector and bulb, there is only marginal increase in the lux level. Further
all efforts has been taken as per maintenance schedule, however the lux level has not
improved above 3500 in the above exercise.
Further, measurement of voltage level at various nodes was done starting from DC-
DC convertor upto head light terminal in both cabs. It was recorded as 24 Volt at
DC-DC converter terminal while at head light terminal on both ends recorded 02 to
04V less i.e. 20-22 volts. Indicative diagram is given below:
The line diagram of existing headlight circuit:
Further voltages at various nodes also indicated above shows that there is significant
reduction of voltage in the cables BD to SB cab1 as well as SB cab2.
DC to DC
converter
BD
SB
Cab2
23.30v
Cab2 HL
SB Cab1
Cab1 HL
Cable size 2.5 mm²
Cable size 2.5 mm²
23.30 V 22.54 V
24.52 V 23.82 V 22.73 V 20.35 V
Page 49 of 76
It is also required to mention here that BLPRD, BLPRF & BLPRR switches are rated
for 10A (AC). With adoption of DC-DC convertor for twin beam head light these
switches carry about 8-9A (DC) against DC rating of 6A only. This resulted voltage
drop across interlocks of these switches, value observed about 0.2-0.3 volt.
Following the above analysis ELS/MGS has observed that the voltages are dropping
across cables and the switches in the circuit and is being found 2-4 volts less at headlight
terminals, Corrective steps were taken as on experiment basis in order to find out any possibility
for enhancement of lux level as follows:
1 Replacing the three cables from DC-DC Converter to BD, BD to SB Cab1 and BD to
SB Cab-2 by higher sizes from 2.5sqmm to 10sqmm.
2 Replacing the two cables from 2.5 sq mm size by 4 sq mm between SB Cab-1 to H/L
Cab-1 and SB Cab-2 to H/L cab-2.
3 Replacing of the BL switches BLPRD, BLPRF & BLPRR by switches with two
parallel interlocks.
ELS/MGS has experienced some good results as voltage drops have reduced which has
lead to enhancement in the lux level of headlight. The same is further discussed ahead.
Modification suggested:
A trial have been done on experimental basis in five locos of ELS/MGS base by replacing
the 2.5 sq.mm size cables by 10 sq.mm among DC to DC convertor, BD and SB cab 1 & 2 while
cables of thickness size 2.5 sq.mm are replaced by 4 sq.mm between SB cab 1& 2 to Head light
terminals cab 1& 2. Voltage drops are minimized as results there is significant enhancement in the
lux level of head light. The indicative diagram for voltages is given below:
Intensity level of head light recorded after changing reflector & bulb with existing &
modified circuit in 04 locos parameters are appended below.
SN Loco
No.
Voltage
At DC-DC
output
terminals
Voltage (DC) volt at Head
light terminals
Intensity (in Lux)
measured in cab-1
%
improvem
ent in lux
level With
existing
circuit
With
modified
circuit
Stan
dard
value
With
existing
circuit
With
modified
circuit
Cab 1 Cab 2 Cab 1 Cab 2
1 22817 24.63 20.75 22.75 23.20 23.35
4800
3475 4062 16.89
2 22869 24.42 19.95 22.35 23.10 23.26 3409 4052 18.86
3 22870 24.51 20.25 22.51 23.16 23.30 3398 4030 18.59
4 22937 24.50 20.20 22.45 23.15 23.28 3397 4039 18.89
DC to DC converter
BD
SB
Cab2
24.50 V
Cab2 HL
SB Cab1
Cab1 HL
Cable size 10.0 mm²
Cable size
10.0 mm²
Cable size
4.0 mm²
24.50 V
23.35 V
23.20 V 24.50 V 24.50 V 24.50 V
Page 50 of 76
The Above experiment shows improvement in the lux levels of headlight by 500-600
lumens which are still well below the standard values.
Further as the voltages are dropping across the three BL switches in circuit, they are
replaced by the switches having 2 N/O interlocks and both are paralleled. This reduced the
voltages drop across the switches by 0.2 to 0.3V, and therefore will result further enhancement in
the lux level.
Therefore the above discussion and detailed analysis, the above modification is suggested
by ELS/MGS which will improve safety measures in the locomotives.
On detailed investigation and replacement of 2.5 mm² cable by 10 mm² cable from DC to
DC converter to BD panel & from BD panel to SB Cab1 & 2 and replacement of 2.5 mm² cable
by 04 mm² from both SB cab 1&2 to headlight terminals, the voltage level at headlight terminal
was recorded to be 23.2 volt in cab-1 & 23.35 in cab-2 and consequently the intensity improved
up to 4000-4100 lumen. This modification has been completed in 04 nos. locomotives and
intensity level is improved by 16-20%.
Further as the voltage drop across switch is considered. After parallelization it is expected
that lux level will further improve as there is reduction of voltage drop by 0.2 to 0.3 volt.
In view of above, it is thus established that thin size of cable and voltage dropped across
BLPRD, BLPRF & BLPRR switches are causes of higher voltage drop in the circuit because of
higher operating DC current, which in term is causing reduced availability of voltage at headlight
terminal and consequently poor light intensity is available during operation which can have safety
repercussion on line.
Therefore ELS/MGS is suggesting the above modification to be carried out in all
conventional locos.
Material required:
1. Multi core cable size 4 sq.mm about 16 meters.
2. Multi core cable size 10 sq.mm about 45 meters.
In view of above, it is requested to kindly consider the issue for 37th MSG discussion so
that modification sheet for modifying the cable size in headlight circuitry for improvement head
light intensity may kindly be issued from your end.
RDSO’s Note:
1. As per clause no. 2.3 of RDSO’s specification no. ELRS/SPEC/Dc-Dc Converter/0021
Rev. 01 for DC/DC Converter for electric locomotives, (Output supply requirements) the
rated output regulated voltage of each converter terminal should be 25.5±1% DC and
output wattage is defined as 400 W.
2. The test procedure has been laid down in RDSO Specification no. ELRS/SPEC/PR/0024
(Rev. 01) for Twin beam head light. As per clause no. 6.3.7 (Photometric test), the test
voltage at the lamp terminals shall be steady set at 24.5+0 /-0.1 V and as per clause no.
6.3.7.2 (Illumination Intensity), the lux level should not be less than 4800 lux at distance
of 8 meter.
Deliberations:
Modification suggested by ECR and the improvement in the Lux level was discussed by
the group. Calling of joint meeting of vendors for DC-DC converter & head light along with
RDSO & CLW to improve the Lux level was deliberated upon. Consistency test of DC-DC
Page 51 of 76
converter & headlight is to be carried out exploring the possibility of supply of head lamp along
with reflector as a single unit should also be seen.
Recommendations:
Consistency test of Head light/ DC-DC converter to be carried out jointly by CLW and
RDSO.
CLW & RDSO should explore the possibility of improving the design as well as supply
of headlight lamp along with reflector as a single unit.
CLW should convey a meeting with suppliers of DC-DC converter & headlight in this
regard.
Modification suggested by ECR should be implemented by Railways. RDSO should issue
necessary instructions.
Board’s decision:
Accepted.
Page 52 of 76
New Item
Item no. : 14
Subject : Problems in radial interference on DE bearing seat of
6FRA6068 Traction Motor.
Proposed by : CR
File no. : EL/3.2.182
Note of proposing Railway:
A. Minimum radial interference on DE bearing seat of 6FRA6068:
Problem:
As per RDSO/MS/0415 (Rev-0) Amendment No.1 Dt. 24.12.2013, Traction Motor
bearing seat Outer Diameter on rotor shaft is reduced in order to achieve installed radial clearance
of DE side bearing of 0.110 to 0.190 mm.
i) Original Bearing seat OD at Rotor shaft as per ABB= 180.043 to 180.068 mm
ii) ID of inner Racer measured practically on shop floor = 179.990 to 180.00 mm
iii) Range of interference practically achieved = 0.043 mm to 0.078 mm
Minimum interference of 0.043 mm is essential and less interference than 0.043 mm can
cause rotation of inner racer on shaft further resulting in bearing seizure.
1) Amended bearing seat OD of Rotor shaft as per RDSO/MS/415 = 180.028mm to
180.053 mm
2) ID of inner racer measured practically on shop floor = 179.990 to 180.000mm
3) Range of interference which can be achieved = 0.028 mm to 0.063mm
Minimum interference of 0.028 mm is very low. This can result in bearing seizure due to
rotation of inner racer on shaft.
All the sheds are getting radial clearance less than the permitted values of ABB i.e. 0.110
to 0.190 mm. This may be due to the different procedure of measurement of radial clearance.
Ajni shed is measuring radial clearance by using filler gauge whereas RDSO/ELRS/SMI-
278 Dt. 23.12.2013 recommends use of Jack and dial gauge. As per this procedure radial
clearance is measured 20 to 40 micron more than that measured by filler gauge.
Suggestion:
Original dimensions of rotor shaft at bearing inner racer seat on DE (180.043 to 180.068
mm) as per CLW’S Drg. No. 1TWD.096.009 based on original ABB document No.
3EHM112015 to be maintained.
B. Increased interference between bearing outer racer and End frame (DE side):
Problem:
As per RDSO/MS/0415 Rev-0, Amendement-1
Sr.
No
Parameter Original
dimension
Revised
dimension
Remark
Page 53 of 76
1 Inner diameter of
bearing housing in
end frame
319.943 to
320.000 mm
319.950 mm to
319.990 mm
Preferred dimension
is 319.950 mm as
per RDSO.
2 Outer diameter of
bearing actually
measured on shop
floor
319.960 to
320.000 mm
319.975 mm to
319.990 mm
Range of
interference w.r.t.
319.950 mm size is
0.025 to 0.040 mm
For bearing outer racer, lower range of interference is always preferred. Cases with 0 to 5
micron interference have worked satisfactorily in service. Up to 20 micron interference is
sufficient for outer racer. As higher interference causes rapid reduction of radial clearance of
bearing and further crackness of outer racer causes immediate bearing seizure.
Suggestion:
Nowadays all the end frames are received with ID in the range of 319.950 mm which is
not desirable as per our experience and it is suggested to recommend dimension of 319.975 mm
as the preferred dimension in place of 319.950 mm in RDSO/MS/0415- Rev- 0, Amendement-1.
RDSO’s Note:
1. Large number of failures of traction motor type 6FRA6068 bearings and its assembly
components have taken place mainly on account of the following defects:-
i. Looseness of Inner bearing stopper (NDE) inside NDE bearing bracket (End shield)
Page 54 of 76
ii. Looseness of NDE bearing inside NDE bearing bracket (End shield).
iii. Looseness of Inner bearing stopper (DE) inside DE bearing bracket (End shield).
iv. Looseness of DE bearing inside DE bearing bracket (End shield)
2. The above failures are due to insufficient interference between mating components at the
time of motor manufacturing.
3. RDSO carried out the analysis of these problems. A detailed study on concentricity &
parallelism of stators, appropriate fits and tolerances for end frame/bearing components of
Traction Motor type 6FRA6068. Manufacturers of bearings, traction motors complete and
vital components were also involved in this study.
4. Existing dimensions of components both on DE and NDE sides are such that
1. Over the range of machining tolerances, outer racer of bearings and bearing brackets
have got fits from clearance to interference, i.e. at certain combinations of dimensions
within specified tolerances; there is possibility of rotation of bearing in the end frames
due to the clearance.
2. Similarly, because of existing tolerances of inner bearing labyrinth and its seating in
end frame allow clearance to interference fits.
3 Inner racers of bearings and shaft also have only interference fits.
4. Similarly, other sets of components which should be interference fits, there
manufacturing tolerances allow clearances.
5. In the modified arrangement issued vide the MS-415 and its Amendment 1, tolerance
have been defined in such a way to ensure minimum interferences of 10 micron in all
cases.
6. After implementation of the MS-415, TM bearing failure cases have been reduced
significantly.
7. In the scenario ‘A’ given by CR (DE inner racer & shaft), interference of 28 to 78 micron
is available whereas previously it was 43 to 93 microns originally. Bearing seat
dimension of 180.043 mm is prescribed for the manufacturer which will give interference
from 43 to 68 microns.
Shaft Dia (1TWD.096.009 Alt 0) and Inner Racer of bearings DE (NU2236, SKF & FAG
make)
ID of Inner racer Shaft Dia Interference / Clearance; all negative values are
interferences and positive are clearances.
A =Min. B =Max. C = Min. D= Max E=A-C F=A-D G=B-C H=B-D
179.975 180.00 180.028 180.053 -0.053 -0.078 -0.028 -0.053
8. In the scenario ‘B’ given by CR (DE outer racer & Bearing Housing in End Shield), with
319.95 mm as preferred dimension for bore of bearing housing, interference from 10 to
50 micron is available. However, if bore is increased to 319.975 as suggested by CR,
interference of -15 (clearance) to 25 microns will be there, which is not desirable.
Outer Race of DE Bearing (NU2236, SKF & FAG make) and End Frame DE(1TWD.096.005
Alt.6)
ID of Bearing
Housing in End
Frame
OD of Outer Race Interference / Clearance; all negative values are
interferences and positive are clearances.
A =Min. B =Max. C = Min. D= Max E=A-C F=A-D G=B-C H=B-D
319.95 319.99 319.960 320.000 -0.010 -0.050 0.030 -0.010
9. In view of the above, no change is required in the dimensions specified in the MS 415
Amendment-1.
Page 55 of 76
Deliberations:
• The interference between the rotor shaft and the inner racer and between outer racer and
inner bore of end shield of traction motor were deliberated during the meeting.
• RDSO informed that adequate interference from 43 to 68 micron can be achieved
between rotor shaft and inner racer if preferred diameter of rotor shaft as stipulated in
RDSO modification sheet no.-415 is maintained.
• RDSO further informed that in few cases there will be clearance instead of interference
between outer race of bearing and inner bore of end shield of traction motor if tolerances
as proposed by CR is maintained. Hence it is desirable to maintain the tolerances as
indicated in RDSO MS-415.
Recommendations:
Group opined that there should not be any alteration in the tolerances specified by OEM
which have been in service since long.
Board’s decision:
Considering high rate of bearing failures in 6FRA6068 traction motors even after issue of
several instructions on fitment and clearances, RDSO should study in detail and address
the issue in consultation with bearing Manufacturers, Zonal Railways and audit
maintenance practices of worst affected sheds.
RDSO should issue consolidated guidelines /instructions on the issue only after full study
of the subject to avoid further confusion.
RDSO had revised critical dimensions of interference, clearances etc. vide MS 412 dated
03.10.2012.RDSO in consultation with CLW to identify if recent failures are in TM’s
with revised dimensions or not.
Page 56 of 76
New Item
Item no. : 15
Subject : Provision of LED type light for exchanging signals with
train passing staff.
Proposed by : NR
File no. : EL/0.1.3/Driver
Note of proposing Railway:
At high speed, section clearance time is very less; hence higher proportion of driver’s
time gets involved for signal exchange with station staff. After provisioning of air conditioning in
locos cabs, it will not be feasible by LP to exchange flags (Red/Green) signals with station staff
due to air tightness of cabs .To avoid this, a LED based signal exchange lamp is required to be
provided outside the cabs with control push button at the ALP/LP driver desk for exchange of
signals.
RDSO’s Note:
Running of train with manual exchange of system is for safe operation of train besides
ensuring the alertness of LP/ALP by train passing staff. The electrical signaling as proposed
cannot be alternative to manual signal exchange in any way as possibility of failure of electrical
circuit & accessories at the time when it is required most cannot be denied. The Air conditioned
cabs are having windows similar to non air conditioned cabs & windows can be opened at the
time requiring signal exchange. However, implementation of proposal requires amendment in
General Rules (1976) clause 4.40, 4.41 & 4.42 etc.
GR 4.40 LOCO PILOT AND ASSISTANT LOCO PILOT TO KEEP A GOOD LOOK-OUT.
- Every Loco Pilot shall keep a good look-out while the train is in motion and every
Assistant Loco Pilot shall also do so when he is not necessarily otherwise engaged.
GR 4.41 LOCO PILOT OR ASSISTANT LOCO PILOT TO LOOK-BACK:
- The Loco Pilot or the Assistant Loco Pilot shall look back frequently during the journey
to see whether the train is following in a safe and proper manner.
G.R.4.42 EXCHANGING OF ALL RIGHTS SIGNALS
1) All right signals are exchanged between Loco Pilot and Guard to ensure that the
Guard is in his brake-van and that the train can proceed.
2) All right signals are exchanged between Guard, Loco Pilot and Station Staff to
ensure that the train is running in a safe and proper manner.
3) The All right signal is given by holding out the green flag horizontally by day and
by waving the green light horizontally by night.
4) This signal shall normally be exchanged on the platform /station buildings side
(station limits) or left side (outside station limits) unless the track is on curve, in
which case signals be exchanged from the other side.
5) All right signal shall be exchanged as detailed below.
(i) When train starts after stopping at station.
Page 57 of 76
(ii) When train starts after stopping between stations
(iii) When train running through a station.
(iv) While passing through ghat sections.
(v) While approaching important girder bridges
(vi) When any train passing on the adjacent line / s.
(vii) When last vehicle has cleared the speed restriction zone
(viii) After clearance of the loop line cross over points, when train passes
through loop lines at a station.
In view of above, proposed modification of NR is not recommended.
Deliberations:
For changing the mode of signal exchange, necessary correction may be desirable in
General Rule for train operation or alternatively Zonal Railways may incorporate
necessary provision by making subsidiary rule.
Since same loco pilots are working in diesel trains also, the mode of exchanging of
signals by loco pilot with train passing staff/SM should be uniform irrespective of traction
to avoid confusion in the mind of operating staff.
Recommendations:
The group was not in favour of this modification. Since, it involves modification in GR. It
is also pointed out that, it needs more deliberation and consultation with safety
department also.
Board’s decision:
Accepted.
Page 58 of 76
New Item
Item no. : 16
Subject : Introduction of ‘H’ type tight lock coupler with soft
draft gear in Electric locomotives.
Proposed by : Railway Board
File no. : EL/3.2.119 (CBC)
RDSO Note:
1. There are two main parts in ‘H’ type tight lock coupler with soft draft gear, i.e. ‘H’ type
tight lock coupler assembly (specification no. MP-0.41.00.05) and Soft draft gear with
Yoke assembly (specification no. MP.0.41.00.06).
2. These couplers were provided in WAP-4/WAP-5 and WAP-7 locomotives. However due
to smaller pocket size in WAP-5 and WAP-7 locomotives, the soft draft gear as per initial
drawing could not be fitted. As such the drawing was revised and overall length of soft
draft gear has been reduced by 40 mm to avoid infringement with loco body while in buff
mode. This smaller size of draft gear has been fitted successfully in WAP-5/WAP-7
locomotives at ELS/Ghaziabad and CLW
3. It is proposed to cut-in ‘H’ type couplers in all Locomotives manufactured in CLW and
‘E’ type coupler should be replaced by ‘H’ type coupler during POH of
conventional/three phase locomotive by the workshops.
Deliberations:
RDSO presented that ‘H’ type coupler has been successfully provided on WAP5/WAP7
locomotives. Northern Railway pointed out the problem of fitment of draft gear of M/s Faively
make in WAP7 type of locomotive and the drooping problem of M/s Faively make couplers.
RDSO should study the design and sort out these problems.
Recommendations:
‘H’ type tight lock coupler should be used on passenger locomotives. CLW to cut-in these
couplers in regular production.
‘H’ type tight lock coupler should be provided by POH workshops/Sheds during major
schedules.
Board’s decision:
Accepted.
RDSO to resolve all issues related to fitment & performance raised by Zonal
Railways in consultation with MP dte.
All instructions related to fitment designs specification, maintenance manuals and
any other technical instructions of H-Type tight lock coupler should be circulated
to all Railways.
Railways to report performance feedback for such couplers on regular basis to
RDSO MP & Electrical dte.
Page 59 of 76
New Item
Item no. : 17
Subject : Use of Composite Brake Blocks.
Proposed by : Railway Board
File no. : EL/3.2.19/5
RDSO Note: Earlier, the cast iron brake blocks were used in all electric locomotives. Later on decision
was taken to switch over to composite brake blocks in place of cast iron brake blocks.
Railways highlighted wheel breakage/gauge widening cases with the use of composite brake
block in electric as well as diesel locomotives.
This matter was discussed in the meeting held at Railway Board which was also attended by
officers of Electrical & Motive Power Directorates of RDSO on 05.10.2009. In the meeting
decision was taken to switch back to cast iron brake blocks in WAG7 locomotives and
Railways were advised the same vide RDSO letter no. El/3.2.19/5 dated 31.08.2009 except
WAM4 & WAG5 loco.
Considering the relief in the failures of wheel disc, due to usage of cast iron brake block
decisions were taken in different meeting to use cast iron brake block on all types of electric
locomotives.
It is worthwhile that earlier the procurement of composite brake block were carried out as
per MP directorate specification no. MP.0.01.00.04 (Rev - 06) of May’ 2007 & (Rev - 07) of
July’ 2008.
Meanwhile specification no. MP.0.01.00.04 (Rev - 08) of Oct’ 2008 of composite brake
block has been revised and some important changes in the specification were carried out to
improve the quality of the composite brake block such as:
i) Composition of the material constituting the brake block must be chosen to give proper
heat dissipation of heat generated at wheel and brake block interface.
ii) Max. temperature occurred due to prolonged braking has been reduced from 3750C to
2750C.
iii) Maximum 30% of the values of mean coefficient of friction may fall below the lower
limit of the band. The tolerance bands of the mean coefficient of friction shall be as per
Annexure-II of the above specification.
iv) Value of hardness (85R to 115R), back plate pull off strength (less than 4T) & acetone
extract (not exceed 3%) of composite brake block is specified.
v) Testing procedure of composite brake block has been specified in Annexure VIII of the
specification where in test methods to check the mechanical physical & chemical
properties like Density, Hardness, Modulus of Elasticity (compression), Cross breaking
strength, Acetone extraction, and Ash content has been specified.
As per MP directorate instruction bulletin no.MP.IB.BK.02.16.08, brake cylinder pressure
was reduced from 2.5 kg/cm2 to 1.8 Kg/cm² during application of automatic brake valve by
A-9 to reduce the brake power on loco.
In the meantime the diesel locomotive continued with the composite brake block. After
consultation of MP directorate/RDSO it has been experienced that the initial problem of
gauge widening which was experienced in the diesel locomotive has been overcome and now
no such problem are being faced by them.
Page 60 of 76
It is understood that after revision of the specification the quality of composite brake block
has been improved which could be a reason of satisfactory performance on the diesel
locomotives.
Apart from the above, following facts are being brought to notice for use of composite brake
block:
(i) The maximum wheel temperature rise as per dynamometer test report of composite brake
block vis a vis cast iron brake block are comparable as brought out in different reports
given by testing directorate as stated below:
SN Report No. Wheel disc fitted with Cast
iron brake blocks
Wheel disc fitted with
composite brake blocks
Max. Wheel Temp (0C) Max. Wheel Temp (
0C)
1 M-346 125 150
2 M-365 150 187
3 MT-39 237 211
4 MT-133 214 162
5 MT-1198/MT-1163 165 194
(ii) The service condition for electric and diesel locomotive are only slightly different in
terms of load being hauled by electric locomotive is more than hauled by diesel
locomotive. However drivers are counseled to release loco brake during braking of the
train.
(iii) Because of less tear and wear life of the wheel will also increase.
(iv) Cast iron brake block are also prone to theft.
(v) The life of composite brake block is more compared to cast iron brake block hence
frequent changing is not required. Also handling of composite brake block is easier due to
less weight.
(vi) It is also understood that besides technical justification, the commercial rate of supply to
Indian Railways of cast iron brake block are nearly two times that of composite brake
block.
(vii) Therefore, after reviewing the usage of cast iron brake block in light of composite brake
block being used on diesel locomotive it has been decided to use of composite brake
block on all type of conventional locos including WAP7 locomotive and the same has
been instructed to Railways vide RDSO letter no. EL/3.2.119/5 dated 15.012015.
Deliberations:
RDSO presented the modification carried out by MP directorate in the specification of L
type composite brake block to improve the quality of composite brake block. Some of the
Railways (NR & WCR) has already provided composite brake block which are running
for the last 3 to 4 months. RDSO has send a proposal to MP directorate to reduce the
brake cylinder pressure to 1.2 Kg/cm2 to reduce the braking force on locomotive during
A9 application if the loco pilot fails to apply PVEF.
MP directorate is also working on development of composite brake block of WAG9
locomotive.
Recommendations:
Railways to use composite brake block on all conventional locomotives as well as on
WAP7 three phase locomotive and sent regular feedback to RDSO.
RDSO to expedite development of composite brake block for WAG 9 locomotive.
Board’s decision:
Accepted.
Page 61 of 76
New Item
Item no. : 18
Subject : RDSO & CLW to jointly give a presentation on status of
reliability improvement measures taken for IGBT
propulsion.
Proposed by : Railway Board
File no. : EL/11.5.5/1/IGBT
RDSO Note:
1. Reliability issues of M/s ABB make SR & BUR:
Failures of power module:
Failures of power module of M/s ABB are very high as there had been 9 failures in 2013-
14 and 25 failures of power module reported during 2014-15 (up to Jan-2015). Firm has
submitted investigation report of two modules being Sr. No. HYPK 04 & IAHH 18, which
indicates flaw in manufacturing process (particle impurity in the IGBT conduction area & thermal
paste was missing from the screw holes).
Firm has submitted action plan to weed out suspected lot of 38 nos of IGBT from service
from two locos from 31401 (ELS/BIA) & 31470 (ELS/AQ).
Failures of Duagon module:
The failures of Duagon cards in SR are alarming. Firm has identified root cause of failure
as firmware. With the changed firmware six (06) locos nos. 31420, 31404, 31536, 30395, 30400
& 35567 have been provided with modified Duagon cards for trial and observations. Railways
and firm should closely monitor the performance of Duagon Cards w.r.t life sign missing
message. This should be first established and then only further proliferation of dugaon card’s
latest Firmware will be done in all locomotives. Feed back to RDSO and CLW was to be given.
Failures of PEC-800 cards:
Firm had identified the root cause of failure as “flash memory corruption, port problem
and use of wrong PEC tool”. These issues have been addressed in latest software version-35 a
alpha provided in 69 locos out of 75 locos. The performance in field needs to be monitored and
feedback to be given to RDSO and CLW.
Software issues:
To reduce the initialization timings (67 sec):
a) The mismatch of clock timings of SR/BUR and VCU has been a regular feature in
service. Firm had confirmed that the latest software version 35 will be able to maintain
the timings. Railways to monitor and give feedback to RDSO and CLW.
b) Implementation of DDS message in DIA cards of VCU is yet to be done. Firm has been
advised for immediate compliance failing which further commissioning and supplies of
SR will be stopped. A feedback to RDSO and CLW should be given by M/s. ABB.
Page 62 of 76
c) The other parameters like failure of regenerative braking during first instance, individual
traction motor isolation, change over between FLG-1/2 required to be resolved
immediately. The software version 35 which is a latest of M/s. ABB needs to be
monitored very closely.
d) A large number of failures of components mainly IGBT module and electronic cards are
taking place during the commissioning of new SR in CLW itself. There is a need to
improve and strengthen the final testing by the manufacturer in their own premises before
dispatch.
The adequate stocking of spares: Firm for compliance of warranty obligation had not been
done by the firm so far. PDC is 30.5.15. ELS should ensure and give feedback.
2. Reliability issues of M/s. BHEL make SR & BUR:
Failures of power module:
Firm had implemented modifications named as P-1, P-2 and P-3. It has been observed
that even after completion of P-3 modification in all units, 15 nos. of failures of IGBT module has
been reported. BHEL has indicated that most of these failures are due to poor workmanship
during implementation of P-3 modification. It was decided in the meeting held at CLW that firm
to draw a concrete plan to avoid the failures and to submit to RDSO and CLW immediately.
Action Plan not yet submitted.
Failures of DCU cards:
They have been 25 Failures of DCU card during 2014-15. Firm has been advised to
submit investigation report. Investigation report is still awaited.
Coolant leakage:
Railways have reported cases of leakage of coolant which is primarily due to poor joints
and overall workmanship of cooling system.
Firm submitted a proposal for providing flange coupling in place of screw coupling. This
has been cleared by RDSO and to be trialed in 10 locos before regular implementation.
Software related issues:
a. A large number of failures have been reported due to ASC pulsing stop. The firm has
indicated that with the modification in software version 366, this problem will get
resolved. However, it is seen that the findings and investigation of the cause is not based
on the feedback and factual conditions on line. Firm had related this problem with neutral
section whereas this is not true as large numbers of cases are even reported without any
neutral section during running.
M/s BHEL uploaded modified software in loco no 31431 of ELS/KYN on 28/04/2015.
There is no failure reported so far.
b. Momentary Problem of Harmonic filter getting isolated: Harmonic filter getting isolated with message SLG1:0073- Contactor 8.1 stuck on &
SLG1:SLG1:0059-Contactor 8.1 stuck on fatal is being observed in loco no. 31248 and
30313 locos of ELS/LGD. BHEL was advised to carry out joint investigation with
ELS/LGD and submit report. Joint report is still awaited.
c. Measuring of battery charging current needs to be reviewed for proper messages.
Presently, the message comes when battery voltage already gone below 92 V. M/s BHEL
Page 63 of 76
has informed that this problem is being addressed in BUR software version 983.3 which
is put under trial at ELS/BIA.
d. The failure of ACI module of BUR:
Failures of ACI cards have increased. Firm indicated that sometimes, on Power-ON of
Aux Converter, some specific ACI modules enter “Safe Mode” reporting Boot-Loader
Mode and Bogie gets Isolated. Firm indicated that improvements are made in FPGA
software of ACI module to prevent Boot-loader error due to simultaneous read/write
conflict. This improvement is now available as FPGA image Version 0.05 and the error is
arrested.
M/s BHEL has informed that this problem is being addressed in BUR software version
983.3 which is put under trial at ELS/BIA.
Poor stocking of spares: The overall performance of BHEL has been very poor and
response is highly sluggish in warranty repairs and replacement of equipment. This was
decided in ELS/TKD to stock spares by 31-5-15. No action plan has been given.
3. Reliability issues of M/s. BTIL make SR:
i) The population of BT make SR is 30 nos. M/s. BT had completed the modification for
cable crimping in all locomotives which was resulting into erroneous over current
messages in BUR and there has been no repetition of failure. However, Sheds should
monitor and give the feedback.
ii) The latest software version 1215 has been downloaded in 12 locomotives and
performance reported to be satisfactory. To be completed in all locomotives.
iii) The software version 1215 has addressed the issues of multiple software in VCU, FLG
software modified to give 510 kNT in WAG-9H locomotive.
iv) Firm had carried out the trials for confirmation of 510 kNT T.E. in WAG-9H loco in
association with CLW. The results were found to be satisfactory. However, the results are
to be sent to ELS/GMO/ECR for further evaluation and assessment of their effectiveness.
If required, one more such trial will be carried out by BT and CLW jointly in association
with ELS/GMO.
v) It has been reported by Railways that M/s. BT has sue moto modified the software of
VCU for making it compatible with their make SR. This has resulted into non-
standardization of VCU software. In case of need for replacement of control card of
VCU, their software is required to be changed every time. This is a serious issue and
adversely affecting the interchangeability of VCU and its cards. M/s. BT is required to
address the issue and advised not to change VCU software without prior approval of
RDSO and CLW. The changes already made by them are required to be reviewed by BT.
Till such time, the maintenance staff in ELS are to be trained and updated by BT to
maintain clarity.
vi) The adequate stocking of spares for compliance of warranty obligation had not been done
by the firm so far.
4. Issues with M/s CGL make SR:
i) Only 01 no. SR is under trial in WAG9 loco No. 31412 at ELS/GMO/ECR. Most of the
tests have been completed and under evaluation at RDSO for issue of clearance of
prototype.
ii) M/s. CGL to address the issues of booting time less than 50 sec which is 2 minutes at
present. Recording of DDS data in DIA card of VCU and other software issues for better
reliability of the SR to be ensured.
Page 64 of 76
5. Other Reliability improvement Measures:
i) CLW has framed and issued specification No.CLW/ES/3/IGBT/0486 Alt.’D’ for IGBT
traction converter which is having standard layout, orientation and provision of cables, motor
terminals and other functional aspects of traction converters. Manufacturers have been
requested to submit their design and start manufacturing with the revised specification even
during the supplies against existing P.Os.
RDSO shall issue revision in their specification of complete propulsion system of 3-phase
locomotives incorporating the details needed for standardized layout as per CLW revised
specification of traction converter. Specification has been revised and uploaded on RDSO
website on 19-7-15 for seeking comments.
ii) Similarly, the standardization of layout / design for auxiliary converter (BUR) have to be
adopted. CLW had already placed draft revised specification on CLW website. Specification
will be issued after finalization.
iii) TCN compliant Open Control VCU has been successfully developed by C-DAC. CLW had
entered into a MoU with C-DAC for ToT and proliferation of the VCU in 3-phase
locomotives. EOIs have been called and manufacturers have shown interest in development.
CLW is analyzing their offers against EOIs.
Deliberations:
RDSO and CLW made a presentation on the reliability improvement measures already
taken as well as under implementation/ under field trial for IGBT based converters.
Railways informed that though there is improvement in the reliability of IGBT based
converters with implementation of reliability action plan / modified software. However
field performance of locomotives provided with modified software are required to be
monitored and pending issues are to be resolved by the manufacturers. Group opined that
there has been a reduction of failure during first quarter of current year as compared to
previous year.
Group has been informed that M/s ABB has uploaded modified software in one
locomotive of ELS/TKD/WCR and 04 locomotive of ELS/Bhilai/SECR. This has been
done to address the problem of logging of DDS massage in DIA card of VCU & other
software related issues. Railways (WCR & SECR) have reported satisfactorily field
performance of locomotive provided with modified software. Few issues are still to be
resolved.
RDSO informed that Railways to monitor the performance of converters provided with
modified software by M/s ABB & M/s BHEL and submit feedback so that action on
further proliferation may be taken.
CLW informed that a web page has been created on CLW website giving details of
reliability measures under implementation by various firms.
Recommendations:
Railways to furnish performance feedback to RDSO/CLW for modified software to
address the issue of data recording in DIA card of VCU & modified software of duagon
card of M/s ABB.
Page 65 of 76
Based on performance feedback of Railways, RDSO/CLW may take action on further
proliferation.
RDSO/CLW to coordinate with M/s ABB for compliance of pending issues and meeting
with M/s ABB may be convened in October’2015.
Railways (CR & SCR) to give feedback of software version-366 of M/s BHEL which is
under field trial in locomotive of Kalyan and LGD sheds. SECR to give feedback of BUR
software version 983.3 of M/s BHEL, which is put under trial at ELS/BIA.
CLW to upload loco-wise/date-wise modification details on its web page. Details/Salient
features of software versions may also be provided on the web page.
Board’s decision:
Accepted.
Page 66 of 76
New Item
Item no. : 19
Subject : Presentation by SE Railway on benefits of using WAG9
MU in place of WAG7 MU.
Proposed by : Railway Board
File no. : EL/3.1.35/2(Elect.)
Note of proposing Railway:
Traction Energy Conservation through coasting and regeneration:
Traction Energy Conservation:
• Approximately 97% of the Freight Traffic and 90% of the Passenger Traffic on South
Eastern Railway (SER) is run on Electric Traction.
• Total energy consumption of 1470 Million Units amounting to approximately Rs.900
crores/annum, which constitutes about 13% of the total working expenses of SER.
• There is an immense potential of energy conservation of traction energy alone on SER by
way of coasting and re-generation (in 3 phase electric locomotives).
Advantages of WAG9 MU over WAG7 MU:
Average speed of 26km/h with WAG9H MU is achieved compared to 24 km/h with
WAG7 MU despite load being higher by 400 tons and maximum speed limited to 45
km/h in the former against 60 km/h in the latter.
Average energy consumption is about 23% less compared to WAG7 MU loco, resulting
in saving of about Rs. 1.4 crore per train per year.
Reduce wear & tear of track by use of regenerative braking.
Reduce wear and tear of wheels and brake blocks.
ROAD MAP TO SAVE ENERGY:
Large scale induction of three phase locomotives both in freight and coaching services for
increased throughput and energy efficient train operation.
Sensitization of Loco Pilots and Assistant Loco Pilots for energy conciousness.
Deliberations:
Railways stated that owing to availability of regenerative braking in 3-phase
locos; the scheme is beneficial by saving of energy & avoiding early replacement
of brake blocks.
Bench marking of SEC should be done route-wise / load-wise for general
awareness regarding energy conservation over running staff.
Page 67 of 76
Recommendations:
The group has recommended for adopting of scheme.
Board’s decision:
Accepted.
Page 68 of 76
New Item
Item no. : 20
Subject : Improvement in adhesion of WAG9 locos by providing
additional sanders and increasing efficiency of sanding
operation.
Proposed by : Railway Board
File no. : EL/3.2.19/3-phase
RDSO’s Note:
SUBJECT:
There are cases of stalling of WAG-9 Locos during Monsoon / Rainy season. Though
capacity of sand box has already been increased from 24.6 to 35.5 Litre and cut-in by CLW in
2010, however it has been observed that sometimes during Monsoon / Rainy season actual
Tractive Effort is less than the desired Tractive Effort due low adhesion between the rail and
wheel thus preventing wheel slipping by the traction converter software by reducing the Tractive
Effort.
In conventional locomotive in similar situation drivers normally keep on applying tractive
effort with slight wheel slipping. This slight wheel slipping improves the adhesion. However such
control in 3phase locomotive is neither with the driver nor it is built into software.
Constraints:
1. Sanders are fed from a 5ltr reservoir (Item 170). The capacity of the reservoir is very
less. In conventional locomotive sanders are fed directly from Main Reservoir.
2. The 5ltr reservoir is fed from a chock of 1 mm (Item No 171). The air pressure in
5ltr reservoir does not maintained for more than 5 second as soon as sanders start
working.
3. In WAG9 locomotive only 4 wheels are provided sanders in one direction of travel.
Any sanders not working shall lead to the wheel slipping.
Page 69 of 76
Wheel No. 2/5: ADDITIONAL SAND-BOX & PIPES
PROVIDED
RDSO’s Recommendation:
1. To improve the working percentage of sanders, 8 Nos. of sanders are
proposed to be provided on Middle wheel ie No. 2 & 5 wheel (one for each
direction) in line with AC/DC locomotive sanders.
2. Existing 1 mm Choke (Item No. 171) is provided in 5 Ltrs Sand reservoirs
(Item No. 170) same to be Removed and 5 mm chokes to be provided to
avoid the starvation of air within 3 to 4 seconds. This may be done in 05
locos initially to monitor field performance and MR pressure drop due to
higher size of choke.
ELS/KLY/CR has provided 16 Nos. Sanders on Loco 31418 and 5 mm choke provided in
Item No. 171 and Sanders working checked found all 8 Nos. in each direction working
satisfactorily for 1 to 2 minutes continuously without any trouble.
Deliberations:
• RDSO informed that sanders are fed from a 5 litres reservoir, which was fed from a chock
of 1 mm. Choke size has already been increased from 1 mm to 3 mm in 2006. Railways
have been advised to verify the same and increase the size if not done.
• ELS/KLY/CR proposed for provision of 5 mm choke in place of 3 mm and informed that
shed has provided 8 Nos. of additional sanders on Middle axles i.e. No. 2 & 5 (one for
each direction) in line with AC/DC locomotive sanders on Loco 31418 a& 5 mm choke
provided and sanders working checked, found all are working satisfactorily for 1 to 2
minutes continuously without any trouble.
• RDSO informed that provision of 5 mm choke in place of 3 mm will increase the flow
rate by 2.8 times (25/9) and may lead to MR air pressure drop.
• Group opined that this may be done in 05 locos initially to monitor field performance and
MR pressure drop due to higher size of choke.
Page 70 of 76
Recommendations:
CR (ELS/KLY) to provided 8 Nos. of sanders on Middle wheel i.e. No. 2 & 5 wheel (one
for each direction) in line with AC/DC locomotive sanders with 5 mm chock in 05 locomotives
for field trial and monitor the performance and MR air pressure drop and submit report to RDSO
for further action.
Board’s decision:
Accepted.
Page 71 of 76
New Item
Item no. : 21
Subject : Procurement of spares from OEM’s-Implementation of
life cycle cost concept to obtain reasonable prices and
long term support from OEM’s.
Proposed by : SCR
File no. : EL/2.1.8
RDSO’s Note:
Procurement of major items whose maintenance spares are procured in the form of
kit may be done taking in to account the cost of AOH/POH kit. This will help in
economical cost of maintenance and procurement of new items.
SCR may give presentation.
Deliberations:
AML has opined that Railways may enter into 5 or 7 years AMC at the time of
procurement of major equipments.
Railways suggested that breakup of cost of individual items may be asked at the
time of procurement.
Recommendations:
CLW should explore the possibility of procurement of new equipment along with
the cost of AOH/IOH/POH kit and spares.
Board’s decision:
Accepted.
Page 72 of 76
Part-II
Discussion on Status/Compliance on Decision on items of 36th
MSG (Elect Loco)
Meeting held at IRIEEN, Nasik Road on 21st & 22
nd Nov’ 2013
Item
no.
Subject Recommendation of
MSG
Board’s
decision
on
recomme
ndation
of MSG
Status/Action taken
1 (a) Performance of
VCD-
(i) Evaluation of
performance for
different makes of
VCDs and
implementation of
reliability Action
Plan in a time bound
manner.
(ii) Reliability of
VCD’s along with
road
map/improvements
required to link
isolation of VCD to
loco withdrawal
from service.
(iii) Standardization
of VCD displays
parameters &
Electrical isolation
of VCD main unit
from control circuit.
(iv) Control circuit
of VCD.
(b) Notes by SR:
(i) In order to avoid
confusion to running
staff as well as
maintenance Staff
the display message
are to be made
uniform in all makes
of VCDs.
(ii) To avoid wrong
feeding due to short
circuiting it is
suggested that VCD
main unit control
cards are to be
electrically isolated
using opto couplers.
(c) Notes by NR:
In case, 110 volt DC
supply of VCD
(a)Railways to initiate
immediate procurement
actions for spares from
respective manufacturers.
(i) VCD is just an aid to the
loco pilots and its functioning
in locomotive is to assist
them in performing their
duties nonfunctioning of
VCD shall be recorded in the
loco logbook and shall be
attended in the base shed but
locomotive shall not be
declared failed in case of fault
in VCD. In case spares of a
particular make are not
available with a Railway or
locomotive shall not be
detached for attention. The
VCD must be attended in
next schedule in home shed.
(ii)RDSO to take up the
reliability issues and
implementation of RAP
already decided with the
manufactures regularly
involving Railways.
(iii)As per the specification,
items to be procured from
CLW/RDSO approved
sources should be procured
by the manufactures from
Part1 & Part II approved
sources only in the ratio
prescribed in stores code.
This should be made part of
procurement contract by
Railways.
(iv)RDSO has issued
Reliability Action Plan (RAP)
Accepted
along with
following:
Decision
on
permitting
loco with
defective
VCD shall
be taken
by
Railways
individuall
y till
reliability
of VCD’s
improveme
nt up to the
acceptable
level.
Regular
feedback
from
Railways
to be
ensured by
RDSO.
Based failures collected from Zonal
Railways, a reliability improvement
meeting of suppliers and Zonal
Railways were held at RDSO. MOM
has been issued vide VCD letter no.
EL/3.1.14 dated 09/06/2015.
M/s Stesalit have been temporarily
delisted as not responding.
As the reliability issue is still there,
this item is being taken up in the 37th
MSG meeting.
RDSO vide letter no. EL/3.1.3 dated
12/08/2015 issued the Technical
Circular no.
RDSO/2015/EL/TC/0131, Rev ‘0’
dated 04/08/2015.
Page 73 of 76
circuit is controlled
through CCBA fuse
(wire no.003), the
whole loco will be
shut down due to
any fault in VCD
circuit, and shall be
difficult for driver to
trouble shoot the
defective circuit.
Therefore it is
necessary that VCD
circuit should be
controlled either by
another fuse like
CCLC, CCLS or
CCLF1/2) or by
providing separate
glass fuse in Cab-1
SB.
vide this office letter No.
EL/3.1.14 dated 13/08/12.
Further for Stesalit Make
VCDs, other reliability action
plan was circulated vide this
office letter no. EL/3.1.14
dated 22/01/13. Railways
should submit progress of
RAP separately for each
make so that concerned
supplier may be taken up by
RDSO. It is also requested
that Railways should also
send performance report and
RAP progress in editable
Excel form as softcopy at
(b)No change is required in
display messages.
(c)RDSO to issue necessary
instruction to railways in this
regard.
2 Reliability of various
speed sensors
provided in 3-phase
locos and their
maintenance issues;
and increase in
resistance value of
temperature sensor
cable shielding.
Notes by CR:
Increase in
resistance value of
temperature sensor
cable shielding.
(a)
• This is a CLW controlled
item. CLW/RDSO to monitor
the performance of modified
speed sensors of M/s. ARC.•
CLW/RDSO to develop
automatic change over
provision of two channels of
speed sensors so as to achieve
hot redundancy.
• CLW/RDSO to develop
new type of speed sensors for
GTO locomotives having
power supply and output
signal module external to
sensor box.
(b)
•CLW to amend the
specification to provide
connection of shielding to E-
pin of the female connector
and on the gland of traction
motor side.
• CLW to provide connection
of shielding of cable to E pin
of male connector on the
junction box.
• RDSO to issue SMI in this
regard for existing
locomotives.
Accepted. 1. New Type of sensor having power
supply outside has been
developed by M/s ARC and
provided to ELS/LGD (Two sets)
and ELS/GMO (One set) for field
trial. These speed sensors were
provided on 10-7-14 & 24-10-14
on two locomotives of ELS/LGD
and on 22-12-14 at ELS/GMO.
Performance of these speed
sensors have been reported
satisfactory by both the Railways.
Zonal Railways have been advised
by RDSO: To replace all double
channel speed sensors by single
channel with power supply
outside; and To replace single
channel speed sensors already in
service, which are under
warrantee as on date of MOM
dated 12&13-6-14 and onwards,
by single channel modified
sensors with power supply
outside.
2. RDSO has issued the
modification sheet no.
RDSO/2015/EL/MS/0437(Rev.0)
dated 14.01.2015 to avoid failure
of temperature sensors due to
increase in resistance value of
temperature sensor cable
shielding.
Page 74 of 76
7 Software
modification
including adhesion
improvement.
1) Railway to implement the
software modifications
already cut in on priority.
2) SCR,ECR & CR to give
trial report of the software
modifications of Monitoring
of contactors 52.5/1.2 (oil
pumps) and 52.4/1.2
(scavenge blower) and
generating appropriate
message without requiring
any additional wiring and
Starting of BUR-2 at 50 Hz
directly to RDSO.
3) CLW to issue software
release notes of all the
software modification done
so far with software
version/date to Railways.
4) RDSO to do trials of
software modifications done
with the help of BT on
priority and release the
software.
Accepted. M/s BTIL has informed that adhesion
improvement software shall be done
in WAP7 locomotives on chargeable
basis.
8 Multiple Operation
of Tap-changer
Locomotives Fitted
with MPCS
Locomotives and
other Reliability
Improvement
Measures Taken in
Ver-2.
1) RDSO will explore the
possibility of use of signals
available in digital notch
indicators in the control logic
of MPCS, otherwise encoder
shall be used for sensing of
positions of SMGR.
2) Provision of serial
communication between two
MPCS fitted locomotives for
multiple/consist formation,
irrespective of make through
full duplex RS 482 serial
communication shall be
implemented.
3) Additional LSGR in
locomotives with relay logic
shall be implemented to avoid
the problem of mismatch of
notches.
4) Possibility of display exact
notch position of rear
locomotives in Ver-3 of
MPCS shall be explored and
if possible shall be
implemented.
Accepted. 1. Encoder used in sensing of
SMGR notches in MPCS ver-3
2. Serial communication provide in
MPCS ver-3.
3. Addition ELGR display provided
display screen of MPCS ver-3.
Exact notch position of rear loco
provided in MPCS ver-3.
9 Development of SIV
Units with
Redundancy for
Tap-Changer
Locomotives.
•A committee comprising of
RDSO (DSE/PS&SC) and
Sheds (Sr.DEEs of
ELS/GZB/NR,
ELS/MGS/ECR &
ELS/TKD/WCR) to be
formed to discuss &
formulate the functional
specification requirement of 2
X 150 KVA Static converter.
• RDSO to prepare
Accepted. As per decision taken during 36th
MSG draft (FRS) functional
specification requirement (FRS) has
been prepared. A meeting with
committee comprising of RDSO
(DSE/PS & SC) and Sheds (Sr.DEEs
of ELS/GZB / NR, ELS/MGS/ECR
& ELS/TKD/WCR) has been held.
Page 75 of 76
specification as per laid down
guidelines.
10 Development of
functionally
equivalent
electronics for 3-
phase locomotives.
RDSO to take up this
development on priority.
ToT partners have been advised to
develop functionally equivalent cards
however no proposal has been
submitted.
11 Defining codal life
of Electronic
equipments and
electronic modules
in 3-phase
locomotives.
A committee of SAG officers
of RDSO, Railway Board,
CR, and ECR & SCR with a
finance officer of Railway
Board should be formed.
Accepted
along with
following:
'RDSO to
submit terms
& references
to get
nomination
of officer
from board
(finance)
accordingly.
Committee of SAG officers of
RDSO, Railway Board, CR, and
ECR & SCR with a finance officer of
Railway Board to be nominated by
Railway Board.
12 Problems on Bogie
clearances of 3-
phase locomotives.
1) A team of officers of
RDSO and CLW will visit
ELS, BRC for Root Cause
Analysis of the problem of
less buffer height in WAP5
locomotives and will submit
their recommendations by
Dec 15th 2013.
2) For WAG7 locomotives,
CLW shall arrange weighing
of at least five WAP7
locomotives by the first week
of December’13.
3) RDSO and CLW will
jointly study the problem of
abnormal clearances in bogies
of WAP7 locomotives,
including audit of
manufacturing process of all
relevant components at CLW
and its approved vendors,
This will include the study of
TC-0082. The team shall
submit their report along with
recommendation by Jan 15th
2014.
Accepted. RDSO official has visited at
ELS/BRCY on 07.04.2014 &
08.04.2014 to examine the issues
related to less buffer height in WAP5
locomotives. During the visit,
measurements of buffer height on
level track have been carried out on
two WAP5 loco no. 30052 and
30070 which are received from CLW
and some certain deficiencies were
observed.
To minimize the subject issues, CLW
has been advised some corrective
measures vide this office letter no.
EL/3.1.35/2 (brake lever) dated
20.11.2014 & 17.10.2014.
Further the committee is looking into
this problem.
15 Modification in IP
magnet valve circuit
(from cable 003
instead of cable no.
700)
RDSO shall issue necessary
modification sheet with
proper rating of CCLS fuse.
Accepted. RDSO vide letter no. EL/3.1.3 dated
12/08/215 issued the Technical
Circular no.
RDSO/2015/EL/TC/0131, Rev ‘0’
dated 04/08/2015.
Page 76 of 76
CONCLUDING SESSION
At the end of meeting, Addl. Member (Elect.) expressed happiness over the useful
deliberations, which took place during MSG meeting. He hoped that CELEs and Sr.DEEs
would continue to give their ideas/suggestions to solve operational and reliability issues.
He also complemented CEE/NR and his team for making nice arrangements for the
meeting.
Next MSG Meeting:
It was unanimously decided that the next 38th MSG (Elect. Loco) meeting will be held at
South East Central Railway.
Vote of Thanks:
Shri Om Prakash Kesari, EDSE (Co-ord)/RDSO proposed the vote of Thanks.
