MINUTES - Indian Railways · Page 2 of 64 PROCEEDINGS OF THE MEETING 62nd Electrical Standards...

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

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MINUTES OF

62nd ELECTRICAL STANDARDS COMMITTEE

MEETING

ERNAKULAM, SOUTHERN RAILWAY

ON

10th & 11th May’ 2018

RESEARCH DESIGNS AND STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW – 226 011

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INDEX

SN Subject Group Proposed by

Item No.

Page No.

Members Present 1 General Proceedings of meeting 2 Part -I (NEW ITEMS) Technical Session 1. Battery operated cum 25 kV shunting loco. ELECT.(TRS) RB 403 4-6

2. Push Pull operation of Electric Locomotive. ELECT.(TRS) RB 404 7-11

3. Indigenous development of Radio equipment for Distributed Power Wireless Control System (DPWCS).

ELECT.(TRS) RDSO SCR

405 12-13

4. a) Pan India maintenance schedule (IA, IB and IC only) for Electric Locomotives.

b) All Electric Locos to be attended in the nearest Electric Loco Sheds for attending all defects not involving lifting and also for attending schedule maintenance of IT, IA and IB.

ELECT.(TRS) RDSO 406 14-15

5. Provision of EP Assist Brake System in Electric Locomotives. ELECT.(TRS) RDSO 407 16-18

6. Hosting of Remote Diagnostic System (RDS) and GPS data of for Electric locomotive on Railtel portal along with failure portal developed by RDSO on Railtel Server.

ELECT.(TRS) RDSO 408 19-21

7. Creation of a centre of excellence for technical know-how and guidance on 3-phase locos.

ELECT.(TRS) NR 409 22

8. On-board Surveillance and Data Recorder (OSDR) for Electric Locomotives.

ELECT.(TRS) CLW 410 23-25

9. Up-gradation of existing OHE from 160 kmph to 200 kmph. RE RB 411 26

10. Reduction in the cost of RE work. RE RB 412 27 11. Low cost OHE design. RE RB 413 28-29

12. a) Strategies for increasing open access including provision of metering CT and PT for open access power.

b) Metering at important feeders for energy monitoring & energy efficiency requirements.

RE RB 414 30

13. Tower Wagon Maintenance schedule and its implementation RE NR 415 31-32

14. Modification of TSS Drawings. RE NR 416 33

15. Provision of only one number Retro Reflective number plate in each kilometer at the beginning of kilometer and not on every OHE mast.

RE SWR 417 34-35

16. Replacement of Overhead Cross Feeders at SP/SSP/TSS locations by under-ground cables to avoid up and down power block as well as to improve reliability.

RE SCR 418 36-37

17. Cadre of Tower Wagon Driver to be made part of Running Staff.

RE SCR 419 38

18. 3-Phase propulsion system for Tower Car and manufacturing on LHB platform.

RE ICF 420 39

19. Guidelines for installation of Solar Plants on vacant Railway land.

EEM SCR 421 40-41

20. Enhancing codal life of internal wiring in buildings from 10 years to 25 years.

EEM SCR 422 42-43

21. Diesel to Electric loco conversion. ELECT.(TRS) RB 423 44-49 Other Points Discussed During ESC 50-51

Part - II (Review of Status of recommendations of 61st

ESC meeting) 53-65

1

MEMBERS PRESENT

S. No. Name (S/Shri/Smt.) Designation Railway Board 1. Ghanshyam Singh Member Traction 2. Manju Gupta Add. Member Electrical 3. Shailendra Kumar Singh EDEE/RS 4. Shalabh Goel EDEE/EEM

RDSO 1. Om Prakash Kesari PEDSE 2. R.K.Srivastava PED/TI 3. R.K. Mishra ED/EEM

Railways 1. Dinesh Kumar PCEE/RCF

2. Rajiv Kumar PCEE/SWR 3. N.K. Gupta PCEE/ICF 4. Sanjay Deep Director/IRIEEN 5. Niamul Haq PCEE/NER 6. A.K.Singhal PCEE/CLW 7. Rita Sahu PCEE/RWF 8. Nasimuddin PCEE/NCR

9. A.K.Chattopadhyay PCEE/ER 10. Anand Dev PCEE/NFR 11. R.K.Atolia PCEE/NWR 12. R.P.Udaya kumar PCEE/SR 13. Gautam Banerjee PCEE/SER 14. Alok Gupta CAO/CORE

15. D.Bhattacharya PCEE/Kolkata Metro 16. Brijesh Gupta PCEE/SECR 17. N.K.Mohanty PCEE/ECoR 18. P.N. Rai PCEE/WR 19. A.K.Bharadwaj PCEE/KRCL 20. Avnesh Kumar PCEE/WCR

21. Rakesh Tiwari PCEE/ECR 22. A.A. Phadke PCEE/SCR 23. S.P.Vavre PCEE/CR 24. Sudhir Ranjan PCEE/DLW 25. Ram Prakash CEE/AU.CLW Dankuni

Page 2 of 64

PROCEEDINGS OF THE MEETING

62nd Electrical Standards Committee (ESC) at Ernakulam, Southern Railway

1. Inaugural Session PCEE/ICF Address: ICF extends a hearty welcome to MTR, AML & all the members of ESC for this meeting. ICF has tried to make their stay as comfortable as possible with support of Southern Railway. Still, there may be some short comings in arrangements but same will be overcome with support of ESC members. ICF wish that in two days of meeting, there will be lot of useful deliberations. . Additional Member Electrical Address: AML welcomed MTR & all officers from Railways. As ESC is the highest body of Electrical Engineers to discuss policy matters pertaining to Electrical department of Indian Railways, it is expected that fruitful discussions will take place. CORE has created history by completing CRS inspection for 4083 km in 2016-17 and have to complete the CRS inspection for more than 6000 km for 2018-19.There are lot of challenges & all the Railways should fully co-operate CORE in achieving the target. Member Traction Address:

1. ESC is a think tank for electrical departments of Railways and objective of this body is to decide & deliberate on the various issues attracting attention of Electrical Engineers for providing better services to Indian Railways. Since the first ESC meeting which was held on 23rd Sep’1935 at Shimla, Electrical Department have travelled a long journey from use of 24V DC supply in coaches to a situation where it has become the prime mover of nation.

2. Reliability of asset is most important factor to ensure smooth train operation. Therefore, we should aim at zero failure regimes to provide better public service.

3. The rules & regulations are for guidance only. One should take decision based on the circumstances in best interest of organisation and better public service.

4. The firms who are not supplying quality products should be taken-up suitably. 5. Cost of production of Electric loco should be reduced and in the same way efforts

should be made to reduce the cost of electrification by 25% to 30%. 6. In next four years, IR have to electrify about 34000 RKM. For this, all of us should gear

up to take-up this challenge to meet the target. It will require better co-ordination among PCEEs and CORE

7. CLW has shown increase in production by turning out 377 locos in last financial year. CLW will double the production and will be manufacturing about 700 locos per year in time to come.

8. Efforts should be made for cost reduction by open access. IR has got NOC from some of the states. However, Ministry of Power is also being approached for a direction that IR (as deemed licensee) need no further permission as per Electricity Act 2003 for open access in any of the state. Availability Based Tariff ( ABT) meters should be provided by Zonal Railways in their traction sub-stations.

9. Development of low cost OHE recording system is in progress and once successful, same will be provided in each tower wagon to record the parameters of OHE.

10. In line with IC ’0’ of new locomotive, AOH may be carried out for newly commissioned OHE to ensure reliability.

I wish all the success for 62nd ESC meeting.

Page 3 of 64

Part-I (Technical Session)

Page 4 of 64

Technical Session

New Item

Item No. : 403

Subject : Battery operated cum 25 kV shunting loco.

Group : ELECT (TRS)

Proposed by : Railway Board

Note of Railway Board:

Eastern Railway has modified one Motor Coach to work as battery cum 25 kV shunting engine.

RDSO has already prepared specification for Dual Mode Shunting Loco (DMSL). ESC to deliberate on

requirement, maintenance and any other issue arising out of above.

RDSO’s Note:

Shunting is a core activity of railways operations. Rail vehicle shunting operations are required

in depots, freight yards, passenger’s terminal stations, industrial plants and harbor terminal etc.

connected to rail network. Dedicate Shunter locomotives are generally allotted for shunting purpose. At

present, Diesel locomotives are being used as shunting locos. In order to operate independently on

electrified/ non-electrified tracks, most Shunter locomotives are diesel locomotives. The efficiency and

environmental friendliness of these Shunter locomotives are important issues. Hybrid technology is an

excellent answer to these challenges. Dual Power technology electric Shunter can provide an alternative

to existing Shunter locomotives, leading to more efficient & pollution free shunting services.

The dual-mode Shunter Locomotive is basically an electric locomotive with the ability to

operate from 25 kV AC OHE supply as well as Li-Ion Battery set, where yards are not fully electrified.

The new specification for Dual Mode Shunting Locomotive (DMSL) bearing no.

RDSO/2017/EL/SPEC/0136 (Rev. ‘0’) was prepared in compliance to Railway Board’s letter no.

2017/Elect (TRS)/462/1 dated 09.10.2017 & same was sent to CLW & Dahod workshop for necessary

development & manufacturing of DMSL in accordance to Railway Board’s directives. Proposed layout

of DMSL on motor coach platform is shown below:

Page 5 of 64

Fig 1: Proposed Power Circuit of DMSL

Fig 2: Integrated Converter Circuit for DMSL

Meetings were convened at CLW with prospective vendors to discuss the development of

DMSL. Vendors have expressed willingness to develop the DMSL. CLW is in the process of floating

tender for same.

Page 6 of 64

Deliberations:

1. There is no electric shunting locomotive from very beginning where as diesel traction has both

main line as well as shunting locos. Owing to fast rate of electrification & also due to mission

100% electrification, we need to have shunting locos which will work on both electrified &

non-electrified areas. With this view, Board has given mandate to RDSO for preparing

specification. RDSO has prepared the specification for dual mode shunting locomotive. Since

electric loco cannot go in non electrified section/yards, therefore we at present using diesel

shunting loco viz. WDS6 etc. The idea of developing dual mode shunting loco is to develop

shunting loco on Motor coach platform with 4 nos. of TMs each having capacity of 250kW and

provide electrics which will work on 25 kV under electrified section & will work with 3000Ah

Li-ion battery set under non electrified areas viz. yards etc.

2. Members suggested that operations with battery will be reliable however instead of using

proposed Li-ion battery, other type of batteries viz. Li-Fe-Sulphate may also be used which

have stable behavior with temperature. The option of Fuel cell may also be thought of in-place

of batteries as locos with fuel cells.

3. Motor coach converted with battery & 25 kV AC is already running in Sealdah for last 20 years

wherein Lead Acid battery of 2200 Ah capacity has been used.

4. The cab of the proposed electric shunting loco will be in middle so that shunter need not change

the cab for change in direction.

5. 3 phase technology has been used for proposed shunting locomotive with AC Traction Motors.

The reason for adopting 3-phase is the availability of technology whereas conventional

technology is becoming obsolete.

6. In battery mode, proposed shunting locomotive can work for 3-4 hrs at a speed of 30 kmph.

Recommendations:

Group is of opinion that this is a good development for IR & will eliminate lot of problems in

yards like noise pollution, fuelling, air pollution etc. As the group has also suggested that initially the

development should be with 3000 Ah battery. Once it is developed, better technology option for battery

like Li-Fe-Sulphate, fuel cell may be thought of. As far as battery rating is concerned, that will be

further reviewed after development of prototype. There can be two versions –one with 3000 Ah battery

& other with 1000 Ah. Both versions may be used as per requirement.

Railway Board’s decision:

Accepted.

Page 7 of 64

New Item

Item No. : 404

Subject : Push-Pull operation for Electric Locomotive.

Group : ELECT (TRS)

Proposed by : RDSO

RDSO Ref. : EL/3.1.35/4

RDSO’s Note: 1. Indian Railways are planning to run the passenger trains at higher average speeds. In this regard it is

planned to run trains with WAP5 locomotives in push-pull formation which will lead to increased

average speed of the train.

At present the WAG9 locomotive are being operated in MU formation, where 2 nos. WAG-9

locomotive are connected through UIC coupler to facilitate transfer of control signals. The data

transfer between the two locomotives is based on ABB proprietary train network protocol.

The similar scheme as in WAG-9 MU shall be adopt for operation of WAP-5 in MU formation.

However, the WAP-5 shall be connected on each end of the train and control signals will be

communicated by running control cable in the rake end-to-end.

Control signal transmission for transmission of MU formation in three phase locomotives is based

on the Frequency Shift Keying (FSK) with following important parameters:

(i) 149 kHz – For “0” Logic

(ii) 179 kHz – For “1” Logic

(iii) 19.2 kbs – Bit rate

(iv) The line impedance – 100 ohms +/- 20 Ohms

(v) Cable connection is UIC568 – 13 Pin Configuration.

2. To facilitate the MU operation in Push-Pull mode the control signal communication needs to be

established between the two locomotives with train rake in-between. For this purpose 13 core cables

throughout the rake would be required. Spare 13 core cables throughout the rake would be laid for

redundancy purposed.

The cable layout shall be as follows:

Fig 3: Schematic Diagram for Push-Pull with WAP-5

13 Pin Circular UIC connector

18 Pin Rectangular connector

For 22-coach formation, the cable length from end to end shall be about 600 meters.

WAP-5 WAP-5

Page 8 of 64

3. Modification Required in Loco Software

The main challenge shall be to negotiate the neutral section smoothly by both the locomotives, In

MU formation the VCB open/close commands are immediately transferred from master to slave

locomotive. As there is distance of about 500 meters between the two locomotives, the opening of

VBC in both the locomotives simultaneously will not result in proper neutral section negotiation as

the slave locomotive will have its VCB opened and then closed before the neutral section comes.

For this purpose a time delay has been introduced in the slave locomotive. The instance of opening

of VCB of the master locomotive shall be transferred to the slave locomotive. The slave locomotive

in turn will calculate the required time delay by having the information of train length and

instantaneous speeds. Inbuilt time delay logic required to be introduced in VCU software for

operation of VCB of slave locomotive.

4. Modifications Required in the locomotives wiring

In order to form the MU in 3 phase locomotive the slave locomotive needs to be charged first and

after it reaches node no. 503, the BL key is taken out and then master locomotive is charged. This

activity is required to be completed within 10 minutes. In case of Push-Pull mode, the locomotives

shall be about 500 meters apart and completion of this activity within 10 minutes on crowded

platform may not possible. For this purpose, the BL key of slave locomotive shall be duplicated in

the master locomotive, which may be catered by extra 3+3 wires and addition one pair of wires shall

be required for LED indication signal. Considering the above the total cores required shall be as

below:

a. 3 wires for MU

b. 6 wires for BL key duplication

c. 2 wires for LED indication signal

Thus, total 11 wires shall be required for MU formation. This will match with the existing provision

in loco coupler which already has 13 pins.

Thus, following actions are required in each locomotive:

(i) One additional BL key switch (125) socket and indication lamp LSDJ (137.3) to be fitted

on CAB-1 driver desk in both locomotives.

(ii) Existing BL connection 9 wire no 2067 to Add BL connection 9.

Wire no. 2067 also available in Cab-1 wago connector XF13A:01 15. Wire loop will be

connected from these wago to Add BL key connection 9.

(iii) The following cable connection will be done in both loco

Table 1

S. No. Wire No. From TO Note

Existing BL

1 2500A (Driving BL 2) XF22S:02- 17 XF22S:02- 27 UIC Pin 1

2 2503A(Driving BL 10) XF22S:02- 19 XF22S:02- 28 UIC Pin 2

3 2331A (LSDJ) XF22S:02- 14 XF22S:02- 29 UIC Pin 3

4 4242A (Cooling BL 4) XF13A:04- 5 XF22S:**-**

5 XF22S:02-** XF22S:02- 30 UIC Pin 4

6 2111A (Existing loco after

pick up of cab contactor

126.7/1)

XF13A:02-1 XF22S:02- 35 UIC Pin 9

Page 9 of 64

S. No. Wire No. From TO Note

Additional BL

7 2500AR (New wire for

Driving rear loco)

Add BL key

connection 2

XF13A:**-*

8 XF13A:**-* XF22S:**-**

9 XF22S:**-** XF22S:02- 31 UIC Pin 5

10 2503AR (New wire for

Driving rear loco)

Add BL key

connection 10

XF13A:**-*

11 XF13A:**-* XF22S:**-**

12 XF22S:**-** XF22S:02- 32 UIC Pin 6

13 2050R (LSDJ rear loco) 137.3(add)- X2 XF13A:01-11

14 2331AR (LSDJ rear loco) 137.3(add)- X1 XF13A:**-*

15 XF13A:**-* XF22S:**-**

16 XF22S:**-** XF22S:02- 33 UIC Pin 7

17 4242AR (Cooling rear

loco)

Add BL key

connection 4

XF13A:**-*

18 XF13A:**-* XF22S:**-**

19 XF22S:**-** XF22S:02- 34 UIC Pin 8

20 2111A rear loco XF22S:02- 36 XF13A:**-* UIC Pin 12

21 XF13A:**-* Add BL key

connection 1 & 3

*/** indicates the new/spare WAGO connector.

(iv) The modification is same for both master and slave locomotive in push pull mode.

5. Modifications Required in the Rake

Cable of at least 13 cores (1 sq. mm Cu) with sufficient extra spare cores shall be laid in each

coach/power car. It is preferable to have the redundant cables. Suitable jumpers shall be required for

inter vehicle coupling including between loco and the last coach/power car. The locomotive shall

have UIC-568 connectors. The configuration shall be as given below:

Redundant multi-core cable with suitable IVC

Jumper with Cross jumper Suitable connector to be Straight Jumper

UIC-568 connector provided in coach/power car

on loco side Fig 4: Scheme of Coaching

Page 10 of 64

Construction details of the Jumper between Loco and the first/last coach/power car need to be as

follows:

Loco side connector Coach Side connector Loco side connector Coach Side connector

(UIC-568) (May be decided) (UIC-568) (May be decided)

Crossed Jumper Straight Jumper

Fig 5: Schematic of Jumper

Result of Simulation study:

A simulation has also been done for running 16 coach train with 2 WAP5 and 2 WAP7 locos in

push pull mode in NDLS-BCT section by actually taking into 118 PSR distributed in the section.

Results are given in table1 and table 2 below:

Simulation Results for NDLS - BCT (with & without Permanent/Temporary Speed Restrictions)

Table 2

Without Considering Speed Restrictions Considering Permanent Speed

Restrictions (PSR)

Train

Composition

Total

Time

(in min.)

SEC

(with

Regeneration)

Regeneration

Energy as %

of Total

energy

Consumed

Total

Time

(in min.)

SEC

(with

Regeneration)

Regeneration

Energy as %

of Total

energy

Consumed (KWH/1000

GTKM)

(KWH/1000

GTKM)

1 WAP5 +

16 ICF

Coach 689.671 19.455 3.79% 837.002 18.915 15.81%

2 WAP5 +

16 ICF

Coach 679.001 23.268 3.29% 807.593 23.254 15.63%

1 WAP7 +

16 ICF

Coach 684.817 18.966 3.98% 825.615 18.583 16.65%

2 WAP7 +

16 ICF

Coach 676.417 22.044 3.55% 801.14 22.149 16.59%

1

2

3

4

5

6

7

8

9

10

11

12

13

1

2

3

4

5

6

7

8

9

10

11

12

13

1

2

3

4

5

6

7

8

9

10

11

12

13

5

6

7

8

1

2

3

4

12

10

11

9

13

Page 11 of 64

Table 3

Locomotive

Time Saved

(in minutes)

Time Saved (in minutes)

Without PSR With PSR With TSR Total

With 2 WAP5 in

comparison to

single WAP5

10.7 29.4 28.5 57.9

With 2 WAP7 in

comparison to

single WAP7

8.4 24.5 25.6 50.1

With 2 WAP5 in

comparison to

single 2 WAP7

2.6 6.5 4.1 10.6

Deliberations:

1. Members suggested seeing the feasibility of using DPWCS this purpose. However, it was

clarified that DPWCS is not in use anywhere in the world for passenger train operations.

However CRS may also ask for SIL certification which is not available at present with OEMs of

DPWCS.

2. It was also suggested to ensure that loco becomes integral part of rake & will be place on pit for

secondary maintenance alongwith loco.

3. Separate sick line is required for detaching/attaching of locos to undertake maintenance.

4. There should be sufficient provision for spare coaches for replacement of any sick/defective

coaches at terminals.

5. Manning of slave loco by loco staff is necessary. Therefore, there should be provision for

deputing ALP in rear loco in addition to Guard.

6. Advantage of Less shunting operation especially in Shatabdi like trains

7. Some maintenance facility in pit line may also be required for loco so that we need not detach &

take it to trip shed. This issue should also be addressed for running trains in push-pull

operations.

Recommendations:

1. Rajdhani/Shatabdi type trains should be operated with push-pull operation equipped with EP

assisted brake system to get more benefit in terms of time saving in acceleration/deceleration.

2. Use of DPWCS may be tried during trial.

3. Manning of rear loco by a tech staff is also a necessity to take care of technical requirement

which a guard may not be able to do properly.


Accepted.

Page 12 of 64

New Item

Item No. : 405

Subject : Indigenous development of Radio equipment for Distributed

Power Wireless Control System (DPWCS).

Group : ELECT (TRS)

Proposed by : RDSO & SCR

RDSO Ref. : EL/3.1.3/DPWCS

RDSO’s Note:

The requirement of the interoperability feature is desirable for flexibility in operation of

locomotives fitted with DPWCS. OEMs of DPWCS are using different sets of Radio Equipments

leading to problem in Interoperability among different makes of DPWCS. This is because different

Radio Equipment does not have common communication protocol for ensuring interoperability.

Following makes of radio equipment are used in DPWCS at present:

(i) RACOM (MR-400 radio)

(ii) SATEL (3AS Epic NMS radio)

(iii) MDS & GREYHILL make radios.

Common RF devices in DPWCS will help in achieving following objectives:

1. Interoperability among various make of DPWCS.

2. Common communication protocol is feasible.

3. Simplifying the requirements for obtaining an operator’s license for radios from Wireless

Planning & Co-ordination (WPC) wing of Telecommunication Department. As each radio

modem needs to be approved by WPC. Proliferation of different modems will increase the

license processing time.

Some of the authorized agencies for supplying radio equipment in are also the one of the OEM

for DPWCS. The OEMs who are using Radio equipment raised apprehension, that it may affect the

overall pricing of DPWCS, if they procure Radio from agencies, who are also OEMs for DPWCS.

To ensure fair competition and eliminating any potential conflict of interest among OEMs as

well as interoperability, the need of the hour is to develop indigenous Radio equipment as per Railway

requirement. In this regard, a meeting was convened at RDSO on 30.01.2018, wherein M/s Bharat

Electronics Limited (BEL), a PSU expressed that they are willing to develop the radio equipment for

DPWCS as per Railway requirements.

M/s BEL vide their letter no. 19902/033/D&E/PK dated 01.03.2018 has confirmed that they

have initiated the development work for indigenous UHF Data radio for meeting the requirement of

DPWCS.

Deliberations:

1. Recently, WPC has changed the operating frequency of DPWCS from existing 406-407 MHz to

424-430 MHz. The existing radio equipment working on IR has to be modified in line with

Page 13 of 64

latest frequency band. With this intention, development of Radio equipments for DPWCS

indigenously with common communication protocol is a welcome step.

2. M/s BEL has confirmed for development of Radio equipments as per our requirement &

prototype for the same will be offered by Aug-Sep’2018.Once the radio equipments are

developed, problem of interoperability will get resolved by incorporating common

communication protocol & Standard Driver Machine Interface (DMI).

3. It was suggested that license shall be obtained from WPC for changed frequency band & once

the license is received, all OEMs will be advised to tune their radios as per this frequency band.

4. All the OEMs of DPWCS have agreed for use of indigenous radio equipments & have

confirmed in writing. The maintenance issue of DPWCS was also discussed & members

suggested for AMC as per SMI released by RDSO for proper working of DPWCS.

5. Some of the members raised apprehension that we are relying on one source i.e. M/s BEL for

Radios. There is need to develop more sources to eliminate the dependency on single source

inspite of the fact that is government body. However, it was felt that more sources will

automatically come when DPWCS is proliferated on larger scale.

Recommendations:

1. RDSO should develop indigenous Radio equipments for DPWCS as well as specification to

achieve Interoperability with standard DMI & common communication protocol.

2. The licensing from WPC to be processed for changed frequency band of 424-430 MHz by

CLW.

3. CLW will turnout the locos after carrying out the necessary wirings for DPWCS to reduce

commissioning time in Zonal Railways.

4. Specification for brake system of 3-phase loco should have provision of separate port (RS

485/Ethernet) for interfacing of DPWCS with brake system.


Accepted.

Page 14 of 64

New Item

Item No. : 406

Subject : a) Pan India maintenance schedule (IA, IB and IC only) for

Electric Locomotives.

b) All Electric Locos to be attended in the nearest Electric

Loco Sheds for attending all defects not involving lifting

and also for attending schedule maintenance of IT, IA and

IB.

Group : ELECT (TRS)

Proposed by : SCR

RDSO Ref. : EL/3.6.1/1

Note of proposing Railway:

The history of the loco equipments and the maintenance records of locomotive in the home shed

can easily be accessed by all other sheds using “SLAM” software developed by CRIS and being

installed in all Electric Loco Sheds. This should facilitate taking up the emergency unscheduled

maintenance (not involving lifting) and also maintenance schedules of trip inspection IA and IB to be

taken up in the nearest Electric Loco Sheds. This will help in increasing the availability of loco for

traffic use by improving outage.

The Committee may, therefore, kindly deliberate on the above subject for issue of necessary

policy guidelines.

RDSO’s Note:

Some advantages of this concept are as under:

• Dead loco movement will be minimized.

• Overdue running of locomotives will be reduced.

• Loco availability may improve.

However, it has following constraints and may be hindrance to achieve above objectives:

• Large number of variants of inventory will be needed.

• Training of staff will be required for all type of loco/equipments, which may be difficult to

achieve.

• Additional M&P will be required for different types of locos.

• Unequal distribution of inspection works, because sheds at terminal stations will get more locos

than the other sheds.

Deliberations:

1. The philosophy of maintenance is the ownership. With Pan-India Maintenance as proposed by

SCR the ownership will not be there which will lead to poor workmanship and other associated

problems as mentioned by RDSO in their note above.

Page 15 of 64

2. General opinion of Committee was not in favour of implementation of SCR proposal.

Recommendations:

This proposal is not accepted. Existing system of maintenance should continue.


Agreed.

Page 16 of 64

New Item

Item No. : 407

Subject : Provision of EP Assist Brake System in Electric Locomotives.

Group : ELECT (TRS)

Proposed by : RDSO

RDSO Ref. : EL/3.2.19/3-phase/EP Assist

RDSO’s Note:

1. Purpose of EP Assisted system:

The pneumatic brake application by air brake system is controlled by reduction in Brake Pipe

(BP) pressure. The rate of transmission of the pressure reduction wave through the train is limited and

does not allow simultaneous application of the coaches and results in longitudinal reactions in long

trains. Brakes get applied earlier in leading vehicles than in comparison to vehicles in rear. It also leads

to an extension of braking distance of a train.

Similarly, the release of pneumatic brakes in coaches is controlled by increase in BP. The

compressed air supplied by locomotive is responsible for increase in BP as well as restoration of air

reservoirs of coaches. The release time is more because of time taken in building up of BP pressure in

complete train length.

The purpose of EP assisted system is to minimize response time during braking and release, and

to make braking simultaneous along the whole length of the train. This help in reducing the braking

distance and facilitate quick release of brakes. This is done by transmitting electrical signal to EP assist

system in coaches during application and release of brakes by driver’s brake valve. The locomotive

contains the indication panel and control unit of the EP assisted system in the train.

RCF/Kapurthala is already making coaches equipped with EP assist brake. In order to be

compatible with such coaches, electric loco also to be provided with EP assist brake system, so that train

could be run for semi/high speed operation with such coaches.

Page 17 of 64

Fig 6: EP Assist Group – Coach Electrical Scheme

2. Features of EP Assisted system:

I. Simultaneous application and release of brakes along the whole length of the train is achieved

by means of solenoid valves in each coach which are controlled by drivers brake valve. These

solenoid valves generate simultaneous venting and refilling of BP in every vehicle in response

to pneumatic operation of the driver’s brake valve.

II. During release, the air used by the EP brake for the local supply of the BP is taken from the

reservoirs of coaches. The use of feed pipe (FP) in conjunction with the EP brakes therefore

gives an improvement in the release time of pneumatic brakes.

III. The control and monitoring of EP brake are so designed that there is reduction in braking

distance.

IV. An electrical cable runs through the train and serves the EP assist brakes in the coaches.

Basically there are two important wires (application and release) among the 9 or 11 conductor

cable. The application wire which runs along the entire train length is “looped” in the last

vehicle and is brought forward to the locomotive. This loop is continuously monitored by

control unit in leading locomotive to assess the healthiness of EP Assist system. The application

and release wires are responsible for transmitting signals to the solenoid valves regarding

application and release of brakes in the coaches respectively in response to the pneumatic

operation of the driver’s brake valve. .

V. The Design permits retro fitment of the equipments.

VI. Achieves uniform deceleration in complete train and helps to improve riding comfort by

minimizing the inter coupler forces which may result in jerks during frequent braking and

reapplication of traction

VII. Particularly suitable for long rakes of high speed long distance trains to gain on overall running

time.

3. RDSO has already issued specification of EP Assist brake system vide specification no.

RDSO/2018/EL/0138, Rev. ‘0’ dated April’ 2018. Railway Board has granted approval for

provision in 20 locos on trial basis.

Page 18 of 64

Deliberations:

1. This system is added on to existing E-70/IRAB brake system. Switching over to normal brake

system (E-70/IRAB) will be automatic in case of failure of EP assist system.

2. The EP assist system has been used in EMUs for ages. There were cases of brake

binding.CR/WR have expertise in maintaining these EP assist brake system. It will be

worthwhile to use the experience of CR/WR/ER before selecting the components of EP Assist

system viz. rubber items and in maintaining the proper clearances, otherwise cases of brake

binding will take place.

3. The likely sources for placing developmental orders will be provided by RDSO to CLW. The

interconnection of wires of EP assist between coaches will be through UIC couplers.

4. The JPO for operation of EP assist train with loco hauled is required to be issued for regular

operations.

Recommendations:

1. EP assisted brake system should be provided in 3-phase locomotives for faster

application/release of brakes. This will also ensure additional safety feature in train operations.

2. The JPO should be processed only after trial, so that if any shortcomings are noted .Same will

be addressed. ED/Carriage and ED/PS&EMU will be consulted for JPO. The draft JPO will be

sent to Zonal Railways for comments before approval.


Accepted. Railway Board vide letter no. 2005/Elect(TRS)/440/18/1 Pt. dated 27.03.2018 has

already advised RDSO to firm up specification and CLW to provide EP assisted brake in 20 locos.

Page 19 of 64

New Item

Item No. : 408

Subject : Hosting of Remote Diagnostic System (RDS) and GPS data of

for Electric locomotive on Railtel portal along with failure

portal developed by RDSO on Railtel Server.

Group : ELECT (TRS)

Proposed by : RDSO

RDSO Ref. : EL/4.2.15/Failure Portal

RDSO’s Note: 1. RDSO has developed hosting of online portal for reporting and analyzing failures of electric

locomotive with the help of Railtel. The view of main page and menu options of web portal is

shown below.

Fig 7: Main page of failure portal

Page 20 of 64

Fig 8: Main menu page

2. At present the data of RDS for three phase loco and of MPCS V3 for conventional loco are on

private servers of the vendors, who are supplying the equipment. It was earlier proposed to host the

RDS/ MPCS V3.REMAN-EL data on CRIS server as a part of Software for Loco Assets

Management (SLAM) project by CRIS.

3. CRIS informed that this work cannot be done as a part of SLAM project vide letter no.

2015/CRIS/NDLS-HQ/CMS/Budgets/SLAN/Rollout/0065/Pt-1 dated 09.02.2018 and advised for

getting this work sanctioned separately for undertaking this work. This may take time and cost will

also be more.

4. In view of this matter was discussed with Railtel for hosting the RDS/REMAN-EL data on Railtel

server as an extension of the project of Failure Reporting and Analysis portal developed by them.

Railtel agreed for the same and stated that this work can be done on marginal increase in the cost of

project.

5. It will be convenient for Zonal railway and others also as all the information will be available at one

place i.e. Railtel server. This will also enable hosting of GPS information of electric loco in future.

Therefore, it is recommended that Railtel may be advised to take up this work.

Deliberations:

1. RDSO has prepared a portal for failure monitoring & analysis of electric locomotives with the

help of RAILTEL.

2. RAILTEL is ready to host the data of MPCS ver.3 & RDS as a part of failure monitoring portal

with some incremental charges. Hosting of loco data on a government server will be safe &

secure and IR will have full control & access to data.

3. Hosting on RAILTEL server will also standardize the format & requirement of data which will

be useful to Zonal Railways for better understanding & analysis.

Page 21 of 64

Recommendations:

RDSO should interact with RAILTEL for hosting the remote diagnostic data for electric

locomotives with a provision for accommodating the proposed GPS data from Electric Locomotives.

The format for data display on RAILTEL server may be standardized in consultation with Zonal

Railways.


Accepted.

Page 22 of 64

New Item

Item No. : 409

Subject : Creation of a centre of excellence for technical know-how and

guidance on 3-phase locos.

Group : ELECT (TRS)

Proposed by : NR


In order to groom young officers there is need to have a centre of excellence for technical

know-how and guidance on 3-phase locos which can guide them on circuitry and trouble-shooting

issues on stumbling blocks so that the younger generation is kept motivated and they learn faster and

remain effective.

RDSO’s Note:

A centre of excellence of 3-Phase locomotive is being created at CLW. The tender is under

finalization. It consists of following facilities at the cost of Rs. 63 crores:

a) Centre for Simulation and Evaluation of Suspension/Bogie & Traction System.

b) Software development Lab.

c) Laboratory for Development and evaluation of Power Electronics Applications.

d) Electric loco modeling, virtual modeling and simulation.

e) Laboratory for development and evaluation of Electrical Insulation Materials.

This work may be expedited. Moreover, the officer/staff training may be conducted at various

centres of excellence of leading loco manufacturer’s design centres also.

Deliberations:

Basic training centers should be gradually equipped with training facilities in 3-phase

locomotives. With induction of supervisors with electronics background, the effort should be made to

depute these supervisors in maintenance of electronic equipments.

The IRSEE probationers should also be exposed to 3-phase loco training in design centre of

CLW. Training to Railway personnel is also important at manufacturer’s premises suitably.

Recommendations:

Basic training centers of Zonal Railways in Electric Loco Shed & other places under control of

Electrical Department should be upgraded for imparting training to supervisors as well as Artisan staff

in hardware as well as software used in Rolling stock as well as TRD installations.


Accepted.

Page 23 of 64

New Item

Item No. : 410

Subject : On-board Surveillance and Data Recorder (OSDR) for

Electric Locomotives.

Group : ELECT (TRS)

Proposed by : CLW


1. Presently, locomotives are provided with three different systems for recording operational data,

video and voice. Remote monitoring system collects and sends critical locomotive parameters to

a remote server. The server analyses the data and furnish information to user in an appropriate

user-friendly format. Energy cum speed monitoring system records energy and speed

parameters and store them in an on board device, Crew voice and video recording system

records the video/audio of inside of cab, track and OHE.

2. Presently, world over on board driving data recorder or event recorder is used for recording

train operation parameter. The system has become much more advanced by utilizing concurrent

developments in the field of information technology. The systems are designed at par with the

concept of freight data recorder (FDR) in aviation industry, which extensively used for post

investigation of an accident. The system uses crash protected memory, which can survive

extreme conditions created by an accident, A new specification to be prepared after

incorporating all requirements of remote monitoring system, crew voice and video recording

system and ESMON. Additional features are also being incorporated in line with the world wide

practices.

3. System feature:

(i) The system shall be fitted on the WAG9H, WAP7 and WAP5 electric locomotives and their

variants. Necessary operational and environmental parameters such as shock and vibration,

fog condition, temperature variation over IR etc. shall be taken into consideration in

designing the system.

(ii) The system shall be a combination of cameras, microphones, Network Video Record,

sensors and display suitable for rolling stock application. It shall have following

components:

Table 4

Sub Assemblies Description/function

Camera • Cab surveillance

• Track Monitoring

• Pantograph Monitoring

• Look back for train continuity

• Shunting operation (optional)

• Under-gear equipment monitoring

(optional)

• Machine room monitoring (Optional)

Microphone • Separate microphone for LP and ALP in

each cab

• Processing for noise cancellation

Page 24 of 64

• Audio Enhancer

Network Data Recorder (NVR) with

GSM/Wi-Fi/GPS Module • Should be able to use 3G/4G network

• Wi-Fi network

• Ethernet connection

• GPS module

• Each frame of video to be embedded

timestamp and location (i.e. latitude &

longitude)

Radio Antenna

Crash Protected Memory • For minimum one hour data/video/audio

• Shall confirm to IEEE 1482.1

• Shall confirm to A class of protection as

given in IEC 62625, clause 4.3.1.7

Display Unit • LCD display for:

• Status of camera

• Display for look back cameras

• Display of Speed of Loco

• Display of other parameters

• Interface unit for downloading data,

connecting with external

network/computing device

• Control of look back cameras

Necessary hot keys to be provided

Touch screen (optional)

Pulse generator/Speed sensor Existing system to be integrated.

Axle box temperature sensors New system to be evolved

4. Crash Protection:

The recorded data shall be locally stored on crash protected memory (fire resistance, impact

shock, static crush and Fluid immersion). The crash protected memory shall have sufficient

capacity to store at least 30 minutes of data. An additional memory shall be provided to store at

least 30 days of recorded data.

5. Data transmission:

The recorded data shall be transmitted to the servers located at various locations over IR using

the available network. The transmission of data shall also have provision to connect to a

network using Wi-Fi and Ethernet cable, so that transmission bulk data may be transmitted at

stations and sheds.

6. System Security:

The system shall have inbuilt security features to protect it against hacking, tempering,

vandalism and unauthorized access etc.

7. Standards:

The system shall comply with IEC-62625 (On board driving data recording system: system

specification). Crash protected memory shall confirm to IEEE 1482.1 standard.

8. Analytical Tool/Software:

The system shall come with post analysis software/tool that shall have following features:

� Analysis of data collected for locomotive and display of information

� Analysis of consolidate data over the IR

� Live update on operating conditions

� Online monitoring through NVR (Network Video Recording)

� Online training tool

Page 25 of 64

� Identification of operational hazard and safety risks: Foggy/stormy weather,

Breakdown, Visibility condition and Track condition

� Current collection of OHE.

RDSO’s Note:

Provision for following are already exists:

(i) Remote Diagnostic System (RDS): Where all the relevant data is sent to remote server

from loco for condition monitoring and needful action. All the signals, which are on MVB

like speed, temperature, pressure, voltage and current etc. are available and can be sent to

remote servers for needful.

(ii) Crew Voice & Video Recording System (CVVRS): In this system facilities are available

is video recording in cab, roof and front of the locomotive for needful action.

Deliberations:

Members deliberated on the various facilities which are desirable as well as which are existing

at present for data recording. Members were of opinion to continue with existing RDS & CVVRS which

are already being provided by CLW in newly turned out locomotives. The performance of the same

should be monitored for taking any further decision.

Recommendations:

CLW should provide RDS & CVVRS in Electric locomotives. Any further up-gradation may be

taken after evaluating the performance of existing arrangements.


Accepted.

Page 26 of 64

New Item

Item No. : 411

Subject : Up-gradation of existing OHE from 160 kmph to 200 kmph.

Group : RE


RDSO’s Note:

Based on the two studies, one by JICA and other by D2 Engineering, a technical specification

for running of trains at 200 kmph has been prepared & sent to UTHS Directorate vide Note no.

TI/OHE/HS/2014 dated 3.10.2017 for finalization. Again UTHS Directorate vide note no. UTHS/94

dated 07.11.2017, a final copy of specification with Para wise reply by RB sent to Railway Board for

approval.

• RDSO has been directed for simulation studies of OHE/PSI for 160/200 kmph for various types

of rolling stocks including train sets in Delhi-Mumbai and Delhi-Howrah sections.

• Recommendations of JICA/D2E report shall also be examined during simulation and any

modification in the existing system shall be advised.

• Finalization of assumptions and deliverables in consultations with Railway Board- 25.05 2018.

• Sanction of work/estimate- 15.07.2018.

• Preparation of bid documents- 25.06.2018.

• Tender invitation/opening- 27.07.2018.

• Award of contract/completion- 31.08.2018/31.12.2018.

Deliberations & Recommendations:

Existing OHE and Panto Contact Wire interaction is fit for 160 kmph. Sample simulation study

of OHE and power supply system for Mathura-Hindaun section of Kota Division was recently

conducted by M/s ALSTROM. RDSO to also study the parallel operations of TSS open delta

arrangement for power supply for augmentation. RDSO mentioned that simulation study of OHE/PSI

for 160/200 kmph for various types of rolling stocks is including train sets in Delhi-Howrah section,

work amounting to Rupees one crore approximately is to be sanctioned under powers of DG on out of

turn basis. Requisite fund may be allocated by Railway Board for getting the work sanctioned.

Simultaneously, action has already been initiated for finalization of assumption and deliverables in

consultation with Railway Board. Various TDCs are as under:

• Sanction for work/estimate: 15.06.2018.

• Preparation of bid documents: 25.06.2018

• Tender invitation/opening: 27.07.2018.

• Award of contract/completion: 31.08.2018/31.12.2018.


RDSO to expedite completion of simulation study. Target is 31.10.2018.

Page 27 of 64

New Item

Item No. : 412

Subject : Reduction in the cost of RE work.

Group : RE



Presently steel items like mast/portal, isolators, insulators and bracket etc. are purchased from

CORE approved sources. It is proposed to purchase these items from open market as per Railway

specification.

RDSO’s Note:

1. Purchase from open market will mean discontinuing the practice of CORE approving such

vendors.

2. For procurement, conditions of open tender shall apply for financial requirements.

3. For this, CORE need to spell out the requirement of eligibility criteria, Factory STR, warranty ,

Post – supply Failure & QAP etc.

4. STR verification & Type testing will be necessary at the factory of the firm’s Factory receiving

orders through open tender. Agency for the same is required to be identified.


This proposal has been given by TI Directorate/RDSO directly to Board.


Proposal has been received and Board’s in Principal approval communicated to RDSO.

Page 28 of 64

New Item

Item No. : 413

Subject : Low cost OHE design.

Group : RE


RDSO’s Note: 1.0 Following cost cutting measures were taken by RDSO.

1.1 Horizontal distance of existing power line crossing conductor which was earlier H+2.135

meters in IRSOD have now been revised to 3 meters. It will avoid replacement of many power

line crossing towers and conductor at huge cost.

1.2 Buried foundation design has been issued for yards. It will reduce the cases of shifting of track

or provision of portal where track separation is less in the yard. It will save huge cost.

1.3 Cylindrical foundation designs have been issued and foundations are under testing. It is

expected that it will expedite the electrification.

2.0 Following cost cutting measures were advised to Railway Board and Railway Board has issued

guidelines:

– Power Supply:

Traction Sub-station having two numbers of 13.5 MVA Traction Transformers (one used as

standby) with associate switch gear as on the capacity. In case, released transformers are to be

employed, it is imperative to have them overhauled based on condition-monitoring parameters

of transformers before pressing into service, in order to ensure reliability despite the

redundancy.

– Spacing of the TSS shall be 100 km. This will reduce the cost of the project to a substantial

extent and in the event of a future increase in traffic; the FP can be installed at a spacing of 50

km.

– Protection:

With a longer section to be catered, the settings of Distance Relay (kept normally at 200%)

shall have to be reduced to 150%. Also, the delta-I relay will also have to be set to 1 A in place

of existing 2 A setting for the zone to come under protection regime.

In case of extended feed situation, the constraint of high resistance fault not clearing will be a

major concern. The counter-measure to be taken is to have the earthing/bonding strictly in

accordance with Code of practice for Earthing (No. II, Vol II part II ACTM and latest RDSO

guidelines issued.

– OHE: The conventional OHE system with Cd-Cu Catenary of 65 sq mm and HDGC Contact Wire of

107 sq mm can be adopted. The OHE shall be conventional, keeping the spans in line with

relevant wind zone area in which this route will lie.

– Insulators: They shall be either Porcelain or Composite, depending on the pollution of the area in which

route lies.

Page 29 of 64

3.0 Additional cost cutting measure now being recommended:

These cost cutting measures are advised with a view that these can be strengthened subsequent to

electrification as and when maintenance organization need these.

– Number of SSP can be reduced. Its effect will be larger section will be affected in case of

failure and larger section power block will be required for maintenance.

– Number of IMs & IOLs can be reduced and number of UIOLs can be increased accordingly.

– Sectioning of yard lines can be reduced by reducing number of section insulators and Isolator’s.


This proposal has been given by TI Directorate/RDSO directly to Board.


Proposal has been received and Board’s in Principal approval communicated to RDSO.

Page 30 of 64

New Item

Item No. : 414

Subject : a) Strategies for increasing open access including provision

of metering CT and PT for open access power.

b) Metering at important feeders for energy monitoring &

energy efficiency requirements.

Group : RE


RDSO’s Note:

The current Transformer of 0.2/0.2 s accuracy class and potential transformer of 0.2 accuracy

may be used at TSS for ABT metering. Since CT and PT required for ABT metering are general

purpose commercially available equipments, which are also being used by various DISCOMs/Power

utilities. The same specification used by various power utilities may be used and there is no need of

having separate RDSO Specification for the same.

For the layout of CTs & PTs in TSS for ABT metering, the Drawing no.

TI/DRG/PSI/TSSLO/RDSO/00004/02/1 Rev. ‘A’ & Drawing no. TI/DRG/PSI/TSSLO/

RDSO/00005/02/1 Rev. ‘A’ has been issued by RDSO vide letter no. TI/PSI/DRG/TSS-

SPC/POLICY/15 dated 15.07.2015. Revising the earlier layout of TSS for new TSS. For existing, TSS

layout/drawing under modification, which will be finalized by 31.05.2018.


For the layout of CTs and PTs in the existing TS for ABT metering, drawing to be revised to

suitably locate CT/PT without any increase in TSS area by reducing the distances between various

equipment, whenever possible. For new TSS, suitable drawings may be issued separately.


a) PCEEs to go whole hog to ensure open access power flow in the balance States of West Bengal,

Uttar Pradesh, Tamil Nadu, Karnataka, Kerala, Andra Pradesh, Telangana, Odisha, Chhattisgarh

& Punjab.

b) Cross-subsidy charge are not due to be paid by Indian Railway being a deemed Licensee

(Electricity Act, Regulation).

c) Training of staff in open access; Course in IRIEEN & capacity development programme by

REMCL.

d) Timely provision of CT, PT & ABT meters by Zonal Railways and Railway Electrification

organizations like CORE, RVNL etc.

e) RDSO to issue drawing for new substation and guidelines for existing substations.

Page 31 of 64

New Item

Item No. : 415

Subject : Tower Wagon Maintenance schedule and its implementation.

Group : RE

Proposed by : NR


The number of OHE depots & Tower Wagons is going to double in near future. On the other

hand, the Shed/Workshop nominated for POH for Tower Wagons are getting over loaded and are not

able to give adequate attention to this asset. In the recent cases of axle breakage in two Tower Wagons

in Northern Railway, even the drawings of axle were not found to be available in EMU Car Shed/GZB

& TI/Directorate, RDSO. Therefore, ESC may deliberate on the future course of action.

RDSO’s Note:

A committee comprising of EDTI, CEDE/NCR and CEDE/NR had submitted a report, which

was deliberated in the 61st ESC regarding the Periodicity of Maintenance of tower Wagons. It was

advised to issue a corrigendum with regard to using TKM in place of RKM for the purpose of beat of

Tower Wagon. The same was issued vide letter no. TI/OHE/TWSMI/08/03 dated 06.04.2016. CEE/NR

vide letter dated 30.01.2017 has requested RDSO to review the SMIs of 4wheeler and 8 wheeler tower

wagons in light of periodicity of USFD.

The SMIs were reviewed and USFD have been recommended to be carried out annually in line

with the guidelines available from the M&C Directorate of RDSO. The revised SMIs of 4 wheeler and 8

wheeler were issued vide letter dated 10.07.2017 and 23.08.2017 respectively. Periodicity of

maintenance of Diesel Engine and other equipment have also been reviewed in 8 wheeler tower wagon

SMI and latest version issued on 28.11.2017. RDSO already advised that CEEs to decide the homing

shed for TW overhauling and maintenance. 08/10 centralized TW sheds for all Railways may be

planned for future. 10% spares including axle may be made part of contract of Tower Wagon

Procurement.


For NR/NER/NCR/NWR POH and rehabilitation of tower wagon will be done at DMW Patiala.

For other Zonal Railways, this activity will be carried out in Zonal Railways; this activity will be carried

out in Zonal Railway Workshops. Different practices are being followed in Zonal Railways for TXR

fitness of tower wagons. In some Railways, it is monthly, whereas in other Zonal Railways, three

monthly committee to be nominated by Railway Board for standardizing the periodicity. Workshops to

procure the tower wagon spares.


a) USFD every year as per SMI, both for 4W and 8W.

b) Railways to implement instructions issued by RDSO as per SMIs including USFD.

c) Maintenance of tower wagons at DMW, Patiala has been started to cater to the

increasing load of tower wagon numbers.

d) Committee of EDTI/RDSO, CEDE/WR is nominated for deciding the TXR

checking periodicity.

Page 32 of 64

New Item

Item No. : 416

Subject : Modification of TSS Drawings.

Group : RE

Proposed by : NR


As Railways have decided to move to “Open Access”, scheduling and forecasting of load

becomes important. Therefore, provision of PT, CT & ABT meters of 0.2/0.2 S accuracy on the HT side

in Railway TSS is necessary. RDSO may make requisite modification in the TSS drawings so that the

same is done in all ongoing/future electrification works.

RDSO’s Note:

RDSO’s drawing no. TI/DRG/PSI/TSSLO/RDSO/00004/02/1 Rev. ‘A’ and

TI/DRG/PSI/TSSLO/RDSO/00005/02/1 Rev A for traction substation have been modified for provision

of ABT metering. These drawing have been issued to all railways and CORE vide letter no.

TI/PSI/DRG/TSS-SPC/POLICY/15 dated 15th July 2015.


For the layouts of CTs and PTs in the existing TSS for ABT metering, drawings to be revised to

suitable locate CT/PT without any increase in TSS area by reducing the distances between various

equipment, wherever possible. For new TSSs suitable drawings may be issued separately.


RDSO to issue the revised drawings and guidelines.

Page 33 of 64

New Item

Item No. : 417

Subject : Provision of only one number Retro Reflective number plate

in each kilometer at the beginning of kilometer and not on

every OHE mast.

Group : RE

Proposed by : SWR


With reference to Railway Board letter no. 2001/Elect(G)/170/1 Pt dated 07.05.2012, One no. of

retro reflective OHE number plates should be provided in each kilometer at the beginning of kilometer.

This instruction has recently been implemented in SWR and this was highly appreciated by running

staff. This above circular has recently been superseded by Railway Board letter no. 2001/Elect(G)/170/1

dated 22.11.2016 with the directions to provide retro reflective number plate on every OHE mast.

Provision of retro reflective number plate on every OHE mast has the following implications;

1. This will create tremendous stress to the eyes of Driver & Assistant Driver due to continuous

reflected light from the number plates resulting in (i) irritation in the Drivers & Assistant

drivers minds during Loco running, (ii) effecting the normal vision of the driver & (iii) It

may create physiological effects also.

2. If every mast is provided with Retro Reflective number plate, then identification of particular

kilometer will become difficult during night, because it will not be eye catching in nature.

3. During interactions, the Running staff is already complaining about too many boards

(provided by Engineering & Signal Departments) with Retro Reflective lettering, which is

causing severe strain to the Drivers.

Therefore, it is proposed to have only one Retro Reflective plate in each kilometer at the

starting kilometer on par with the instructions issued vide earlier railway board letter no.

2001/Elect(G)/170/1 Pt dated 07.05.2012.

RDSO’s Note:

1. Presently the aspects of signal etc are made available in the cab in FOG PASS system. For train

running at speeds more than 160 km/h this can be replicated for mast locations since OHE is

GPS mapped already.

2. Railway Board letter no. 2001/Elect(a)/170/1 dated 22.11.2016 is for 160 kmph Routes and not

for 140 kmph and lesser speed sections.

3. Provision at every mast was made for faster identification of cautions, which may be required

due to increase in speed.

4. In view of implication highlighted by SWR, provision of one number retro reflective plate at

every half km may be considered.


SWR recommended for one number retro reflective OHE number plate in each kilometer,

whereas other Zonal Railways recommended for provisions at every mast as per recent Railway Board’s

directives.

Page 34 of 64


Railway Board’s existing directives to be strictly adhered to.

Page 35 of 64

New Item

Item No. : 418

Subject : Replacement of Overhead Cross Feeders at SP/SSP/TSS

locations by under-ground cables to avoid up and down

power block as well as to improve reliability.

Group : RE

Proposed by : SCR


1. The present overhead cross feeder arrangement at SP/SSP/TSS locations requires the following

maintenance:

(i) Maintenance requires checking of around 15 - 20 jumper connections from cross feeder to OHE

and along feeder to OHE.

(ii) Power block is required on both UP and DN lines for a period of 45 minutes. In trunk routes

power block on up and down lines often involves regulation of trains causing financial loss to

Railways.

(iii) In case of any abnormality, conductors falling on OHE can hamper the traffic on both UP and

DN lines.

(iv) Due to uncertainty in availability of power block on both UP and DN lines, manpower is

wasted.

2. Therefore, it is proposed to provide Under Ground cable with suitable insulation of inner sheath

&armoire din place of overhead cross feeders to reduce gantry maintenance and UP and DN power

block requirement and improving OHE reliability.

Fig 9: Gantry with Overhead Cross-feeders

Page 36 of 64

Fig 10: Proposed UG cable underground cables in place of Overhead Cross-feeders

3. The Committee may, therefore deliberate on the item due to its immense advantages.

RDSO’s Note:

(i) The proposed underground cable solution to avoid power blocks for maintenance checking of

jumper connections from feeder to OHE is technically possible.

(ii) This arrangement will increase the cost of installation. Further, there will be requirement of

maintenance of cable termination/joints used in this arrangement. Railways have no experience

of maintenance of cable and cable joints.

(iii) In case of failure of cable restoration time will be higher as compared to existing cross feeding

arrangement.

(iv) This issue was also discussed during 30th MSG (Tr.D) meeting and it was decided to take

mandatory power blocks required for maintenance rather than changing the standard OHE cross

feeding arrangements.

(v) This matter may be treated as closed.


This item has already been discussed during 30

th MSG (Tr.D) meeting. Decision has already

been taken to insure mandatory power blocks required for maintenance rather than changing the

standard OHE cross feeding arrangement.


Proposal of SCR not accepted as already decided in 30

th MSG (Tr.D) meeting.

Page 37 of 64

New Item

Item No. : 419

Subject : Cadre of Tower Wagon Driver to be made part of Running

Staff.

Group : RE

Proposed by : SCR


Different practices are being followed on different Railways regarding Tower Wagon Drivers.

In the absence of uniform policy on this subject, some Railways are following the practice of Tower

Wagon Drivers being drawn from Running staff, whereas, some Railways are following the practice of

Tower Wagon Drivers to be drawn from the cadre of OHE Lineman/Technicians.

Railway Board’s letter no. E(P&A)II-78/RS/2, dated 29.04.1991, mentions that “Wherever the

Tower Car Drivers are not drawn from Running Staff, they may be classified as Running Staff and

running allowances may be paid to them”.

The Committee is, therefore requested to deliberate on the subject for the consideration of

drawing the Tower Wagon Drivers only from the Running Staff cadre. This shall help in better and safe

operation of tower wagon since Running Staff are already well conversant with the Traffic and Safety

rules and are given Refresher course every 3 years, and even otherwise Railways are paying mileage

charges/running allowance to Tower Wagon Drivers.

RDSO’s Note:

RDSO is of the view that in the absence of running staff, the OHE Lineman/Technicians may be

utilized after suitable category of medical examination, providing training related to tower wagon

operation, traffic safety & road learning etc. The similar practice is being followed by some Railways.

Alternatively, since IR is going towards 100 % Railway Electrification and requirement of Tower

Wagon Driver is going to be increased, hence, based on the population of tower wagon in the Railway,

recruitment of ALP (Asst. Loco Pilot) especially for this purpose may carried out by individual

Railway.


This is an establishment matter and dropped from ESC.


Accepted.

Page 38 of 64

New Item

Item No. : 420

Subject : 3-Phase propulsion system for Tower Car and manufacturing

on LHB platform.

Group : RE

Proposed by : ICF


Presently, DC propulsion system is adopted for Tower Car, which is less efficient and requires

more maintenance. It is therefore proposed to introduce 3 Phase propulsion system, which is more

efficient and require less maintenance.

Presently, the overall length of the Tower Car is 21.3 meters and if Tower Car is made on LHB

platform, the overall length will be 23.54 meters. Therefore, there will be an increase of length by about

2.2 meters. Presently, the Driver’s cabin in the Tower Car is too congested, which can be overcome by

adopting LHB platform, so that more space can be given to Driver’s cab.

RDSO’s Note:

In Diesel-Electric tower cars, uses of ac propulsion system in lieu of DC propulsion system will

replace rectifier and traction motor only with IGBT based convertor unit and 3- phase induction motor,

whereas primary source of traction power i.e. diesel engine shall be as it is.

Also micro controller/microprocessor based propulsion control system with suitable operating

and diagnostic software shall be provided.

The overall cost of the 3-phase propulsion system is more and viability of the same for Tower

car application may be established with techno economic analysis to be carried out in consultation with

Electric Loco & PS&EMU Directorates of RDSO before arriving at any conclusion.

Proposal for use of LHB platform for tower wagon appears to be feasible. However, proposal

needs to be examined by Carriage Directorate of RDSO in view of suitability of mounting of self-

propelled aggregates and other aspects.


To be given by TI Directorate/RDSO.


Not accepted.

Page 39 of 64

New Item

Item No. : 421

Subject : Guidelines for installation of Solar Plants on vacant Railway

land.

Group : EM

Proposed by : SCR


Railway Board’s guidelines are available for the installation of Solar Plants on roof-top

(concrete as well as slant). But presently, there are no guidelines available for installation of Solar Plants

on vacant Railway land. There is lot of potential available for the installation of solar power generating

plants on vacant Railway land, which will also save the land from encroachments.

The Committee may, therefore, kindly deliberate on the above subject for issue of necessary

policy guidelines.

RDSO’s Note:

Roof top Solar Power Plant are more suitable for small and medium size solar power plants as

there is less possibility of dust accumulation & threat for damage from flood and vandalism. It is easy to

utilize generated power for local requirements. The bigger solar power plants are normally land based as

it is possible to install large number of solar modules if sufficient space is available. The desired

features suitable for land based solar power plant are:

1. Plain vacant land free from trees and other plantations. Sloped land, excessively rocky or sandy

terrain is not useful for land based solar power plants.

2. Dessert conditions are not suitable for land based solar power plants as it will result in frequent

dust accumulation.

3. The land should be near load centers or near the grid connection, so that the power generated

can be locally used or it can be fed to the grid. The local transmission of the grid also plays

important role for the installation of big solar power plants. It is necessary that local grid should

have sufficient capacity to handle power generated by solar power plants.

4. Flood risk assessment must be conducted before deciding upon the land where the solar plant is

to be developed.

Deliberations:

1. Earlier RB has issued guide lines for roof based solar power plants but no such guide lines are

available for land based solar power plants. Land based solar power can be considered, where

ever sufficient land is available. Members suggested that Board should issue guidelines /circular

for installation of land based solar under PPP model as being used for roof top solar power

plant. It should be clarified that which land is to be used for land based solar power plant.

2. Railways should certify that land identified for solar plant will not be taken for commercial

exploitation. Railway should give proposal to Railway Board and the Railway Board will issue

the guide lines accordingly. Roof top Solar Power Plants are more useful as compared to land

based Solar Power Plants.

3. In Roof top Solar Power Plants, we are able to reduce non traction energy bills.

Page 40 of 64

4. Cost of generation has increased from Rs 2.5 last year to Rs 3.0 this year & further expected to

increase. If Solar Power Plant is installed on non-useful land on Railways; it will reduce the

drawl of power from grid as Solar Power Plant power can be used in service buildings,

workshops & even in residential complex.

Recommendations:

1. Identification of land for solar power plant to be done by Zonal Railways.

2. Scheduling of power is to be decided by Zonal Railways.

3. Feasibility of net metering to be decided by Zonal Railways in consultation with State

Electricity Authorities.

4. Based on above, Zonal Railways will send proposal to Railway Board for approval.


Instructions for actions to be taken by Railways for Solar Plant on vacant Railway land already

issued from Railway Board vide letter no. 2009/Elect(G)/150/13/Pt. I dated 18.04.2018

Page 41 of 64

New Item

Item No. : 422

Subject : Enhancing codal life of internal wiring in buildings from 10

years to 25 years.

Group : EM

Proposed by : SCR


Codal life of assets were issued vide Railway Board’s letter no. 98/Elect(G)/138/6, dated

29.05.2016 mentioned codal life for internal wiring in Buildings as 10 years. This was issued on the

basis of wiring practices adopting aluminium wire for the conductors and surface casing and capping. In

recent years copper wire for the conductors and concealed PVC conduits are being employed. Copper is

a better conductor, less prone to corrosion effect and having better strength than aluminium. There is lot

of Technological improvement in insulation quality like XLPE insulation with Fire Retardant properties.

Hence, life and durability is comparatively more, frequent replacement is not required. Therefore it is

suggested to increase the codal life of internal wiring, with copper wiring and concealed PVC conduit,

to 25 years.

RDSO’s Note:

The life of the wiring is dependent on the condition of cable conductor & insulation. Low

insulation resistance increases the leakage current and may result in hazardous conditions leading to

electrical fire and electrocutions. Cumulative effect of a variety of environmental stresses & the wear

and tear of daily electrical uses impact life expectancy of wiring. The severity of aging of wiring

depends on a variety of factors:

a) Degradation of conductor increases with the age especially due to oxidation /corrosion, excess

heat from overloading, loose conductor connections etc.

b) Deterioration of insulation increases with time especially due to heat from heavily loaded

conductors, high ambient temperature, and exposure to direct sun light, water absorption and

humidity, damage by rodent & other creatures, etc.

c) With time, the occupant connect more and more load in the existing wiring system leading to

overloading which leads to major stress in the wiring system and creates safety risks. Hence

timely replacement of averaged wiring.

The possibility of damage to conductor is more in aluminum conductor cables. Similarly

degradation in insulation is faster in rubber insulation cables. Earlier cable with Aluminum conductor

with rubber insulation was used for electrical wiring. Currently cables with Copper conductors with

PVC & XLPE Cable are used for electrical wiring. With the use of copper with PVC/XLPE insulation

and concealed PVC conduit wiring, the codal life of wiring may be increased to:

1) 20 years- for non – coastal area.

2) 15 years- for coastal area.

Page 42 of 64

Deliberations:

It was deliberated that codal life followed for wiring of service building & residential complex

should be as per the norms adopted elsewhere like CPWD etc.Therefore, members were of opinion that

due to use of copper conductor & improvement in insulation over the years, codal life for wiring should

be 20 years for non-coastal area & 15 years for coastal areas. However, principal CEE of zonal

Railways may decide any special need for replacement of wiring based on the actual condition.

Recommendations:

The codal for wiring with copper conductor should be as under:

i. 20 years for non-coastal areas.

ii. 15 years for coastal areas.


With copper conductor life should be 25 years for internal wiring of buildings.

Page 43 of 64

New Item

Item No. : 423

Subject : Diesel to Electric loco conversion.

Group : ELECT (TRS)


RDSO Ref. : EL/3.2.1/Diesel-Electric


Conversion of Diesel to Electric loco by maintaining speed-torque characteristic of WAG7 (for

Alco loco) and WAG9 (for HHP loco) have been planned. These converted locos will work as MU’s on

Indian Railways. ESC to deliberate on policy decisions regarding homing, maintenance and operation or

any other issue arising out of above.

RDSO’s Note:

1. Conversion of Alco diesel locomotives to electric locomotives:

In compliance to Railway Board’s directives vide letter no. 2017/M(L)/466/21 dated 12.12.2017,

RDSO, CLW & DLW have jointly worked on conversion of WDG3A loco to twin Co-Co 10,000

HP electric loco. The work of weight balancing & FEA analysis of under frame have been

completed by RDSO.

In this conversion process TM capacity has been fully utilized resulting in horse power of 10,000

HP in twin Co-Co combination. The speed certificate for undertaking the trial has been issued.

Conversion work has been completed in DLW. Oscillation trial in BE-MB-SRE section of Northern

Railway is in progress.

Page 44 of 64

Fig 11: Layout of WAGC3 locomotive

Page 45 of 64

Similarly speed-torque characteristic is as under:

Fig 12: TE-Speed Characteristics

2. Conversion of HHP diesel locomotives to electric locomotives:

Similar conversion of HHP diesel loco WDG4 to twin co-co electric locos (12000HP) is also in

progress. The proposed layout of equipment in this loco by utilizing the equipments of WAG9 loco

is as below:

Page 46 of 64

Fig 13: Proposed Layout of WAG11 loco

Page 47 of 64

Tractive Effort- Speed Characteristic:

Fig 14: TE-Speed Characteristics of WAG11

Page 48 of 64

Deliberations:

1. After conversion, the oscillation trials of converted locos are in process in BE-MB-SRE section

& expected to be completed soon. In addition to this, the work of conversion of HHP locos i.e.

WDG4 which has got three phase traction motor is in progress. For this purpose, 3-D solid

modeling have been done & FEA work is in progress at RDSO to check the validity of layout

plan which has been evolved & to ensure that no undue-stress is coming on any part of

locomotive. In case of conversion of HHP diesel loco, equipments of WAG9 are being

provided. It was not possible to provide transformer in under slung in case of HHP loco

Therefore it is proposed to provide floor mounted transformer as cutting of beam was not

possible which will ultimately weaken the loco mechanical strength.

2. The WDG4 loco is also planned to work as twin Co-Co with a capacity of 12000HP with full

utilization of TMs with increased air flow leading to proper cooling of TMs and will not work

as single as decided by Board. Since our LPs are conversant of running of locos with short

hood/long hood, the running of these locos as twin Co-Co is a very good decision. Cost of

conversion of WDG3A is roughly 1.75Cr against mid-term rehabilitation of same as 5 Cr.

Similarly, the cost of conversion of WDG4 is expected to be approx. 2.5 Crore against mid-term

rehabilitation of same as 7crore.The quantity of locos to be converted must be decided to attract

support of vendors. If conversion quantity is less, no vendor support will be available for

converted locos. Further IR Experience with dry transformer was not encouraging is past.

3. Once the conversion is done, the WDG3A converted locos which is similar to WAG7 shall be

homed at sheds maintaining conventional electric locos & WDG4 being converted on three

phase loco platform shall be home at sheds maintaining 3-phase electric locos.

Recommendations:

Members expressed that conversion of WDG3A and WDG4 loco should be done since it is

beneficial to Indian Railways.


Accepted.

Page 49 of 64

Other Points Discussed During ESC

1. Standardization of propulsion equipment was discussed in detail. Propulsion system as

a whole i.e. Traction Converter & Auxiliary Converter of one make should be

interchangeable with another make by adopting common foot prints and lay out of

equipment. At present the propulsion system of three OEMs i.e. ABB, CGL & BHEL

are compliant to CDAC VCU. Other manufactures i.e. M/s Medha & M/s BT system

have their own VCU. Members suggested that interchangeability at card level may be

cumbersome & restrict development. However, MTR directed for all out efforts for

standardization.

2. There should be facility for testing of propulsion system at OEMs manufacturing

premises.

3. Project of upgrading existing WAP7 & WAG9 locos from 6000 HP to 9000 HP should

be expedited. Efforts should be made to increase the tractive-effort in upgraded

WAG9H loco.

4. WAP5 loco should be upgraded to 6000 HP so that its hauling capacity is enhanced. All

future procurement of WAP5 loco should be 6000 HP capacity with composite

converter which includes Hotel Load Converter.

5. The group deliberated on present & future role of IRIEEN in the context of

development taking place in Rolling Stock, TRD & General Services.

Training on diesel traction should also be introduced at IRIEEN and IRIEEN should

create capability for same. It should be part of regular curriculum for probationers. Even

senior officers should be given one week training on diesel traction. Test/exam for

probationers should also include questions on diesel traction. The technical write-up

from IRIEEN should be published in magazine/international journals regarding type of

electrical developments taking place on Indian Railways. Each faculty member should

write technical papers. There is shortage of officers who have in depth knowledge of

OHE designs. 5 day Course on OHE design should be introduced at IRIEEN. The

course content will be decided by PCEE/SECR who will also visit IRIEEN as a guest

speaker on subject initially. Officers nominated for IRIEEN training should be spared

without fail.

6. In spite of conductive environment like air conditioned running rooms, air conditioned

cab, Booking at 08:00 hrs onwards after leave; SPAD has not stopped and instead of

coming down it is going up steadily. There is need to think what more may be done to

control the SPAD. There is no software to check the alertness/ fatigue level of human

being. The main reason for SPAD is the non –involvement of operating personnel in

train operations. Sr. DEEs/TRO & Sr. DME/Power should interact with running staff to

know their habit of taking rest, problems & behavioral pattern etc. & should increase

personal interaction even on family level to control SPAD. This interaction will change

the mindset of crew. Zonal Training Centers and Crew Booking Lobbies should be

provided with simulators suitably.

Page 50 of 64

7. Kassel Rock-Kulem section in SWR is not provided with catch siding in class I Ghat

section. Therefore, presently diesel locos operating in this section are provided with

facility for application of brake if train speed exceeds the sectional speed of the Ghat

section. After electrification, the same type of arrangement has to be provided in

electric locos also.

8. For providing Neutral Section free OHE, feasibility of providing static converter based

traction sub-station may be evaluated.

9. Zonal Railways should induct supervisors with Electronics background suitably to

ensure proper maintenance of electronic equipment of Rolling stock/TRD.

Following other items pertaining to EEM Directorate/Railway Board were discussed in

ESC

1. Role of IRIEEN: Its present and future role envisaged and what more needs to be done.


• All possible efforts to be made to increase utilization of facilities in IRIEEN for training of

officers, supervisors. Need based course to be designed, e.g.

� Open access, CERC Regulation and RPO obligation.

� Maintenance aspects of lifts/escalators.

� Training in Tr.D for newly electrified Railway etc.

2. Introduction of MSG for General Service assets: For discussion on issues of lifts, escalators,

11/33 kV substations, pumping installation, development in lighting technology, training of

staff/officers, open access on LT side etc.

Railway Board’s decision: MSG on Electrical General Service to be started.

3. Strategy for newly electrified:

• Training

• Manpower for maintenance

• TLC, TPC, TRO & Tr. D organizations.


PCEEs to work upon training of TPCs, especially in newly electrified Railway.

4. Review of norms for AT supply for signaling/other installations.

Railway Board’s decision: The existing norms for AT supply to different installations to

continue as of now.

5. JE (diploma) with Electronics background may also be recruited by placing RRB indents in

additions to JE (diploma) with Electrical background.

Railway Board’s decision: Accepted.

Page 51 of 64

Part-II (Review of Items of 61

st ESC)

Page 52 of 64

ANNEXURE-I

Review of Status of decisions/recommendations of the 61

st ESC Meeting held at Gangtok,

Northeast Frontier Railway on 16th

& 17th

SEPTEMBER’ 2016 Item

no.

Subject Recommendation of ESC Decision of

Board

Present Status obtained

from RDSO and concerned

directorate of Railway

Board

384 Provision of

Remote

Diagnostic

System

(RDS) for 3-

phase

locomotives.

CLW and Zonal Railways should procure RDS

for three phase and conventional locomotives

respectively as per the sanctioned RSP provision

mentioned in Para 6 and 8.2 of this subject

reproduced below). After development of RDS

for electric locomotives, the same may be

provided in all the locomotives on regular basis

by CLW and Zonal Railways.

6.0 Existing RSP Provisions:

1. Pink Book Item no. 257 of 2016-17 for

50 locomotives.

2. Pink Book Item no. 291 of 2016-17 for

100 locomotives.

8.2 Railway Board vide letter no.2013/

Elect(TRS)/441/1 Dated 25.03.2013 has

sanctioned procurement of 200 sets of

REMAN_EL with distribution details

given

below:

Railway Shed No. of Locos

proposed to be

fitted with

REMAN_EL

SCR BZA 50

NR LDH 75

ECoR ANGL 50

SER BNDM 25

(i) CLW &

Zonal

railways

may

procure RDS

for three

phase and

conventional

locomotives

respectively

as per the

sanctioned

RSP

provisions.

(ii) RDSO may

take

Performance

feedback

from Zonal

Railways,

based on

which

decision for

its further

proliferation

can be taken

as advised

vide Board

letter No.

2013/Elect(T

RS)/441/1

dated

28.09.2015.

ECR: (i) 15 Loco Sets of Remote

Diagnostic system (RDS)

has been sanctioned by

Railway Board against

Bulk RSP Pink Book item

no. 1220/17-18 and the

same is to be procured by

CLW with direct delivery

to consignee.

(ii) 07 nos. of Gomoh based

WAG-9 Locomotives

Nos. 31024, 31026,

31045, 31048, 31082,

31150 & 31268 had been

provided with Remote

Diagnostic system (RDS)

since 18/02/11, 07/01/11,

16/02/11, 27/02/11,

24/02/11, 26/02/11 &

10/01/11 respectively by

the firm M/s ARC,

Bangalore. These RDSs

were modified by the firm

M/s ARC on 01/05/14,

21/04/14, 23/03/14,

09/05/14, 23/05/14,

20/05/14 & 24/04/14

respectively and the same

had been put up in the

system. However, it is not

working properly.

SCR:

6.0 Existing RSP Provisions

1. Pink Book Item no. 257 of

2016-17 for 50 locomotives

2. Pink Book Item no. 291 of

2016-17 for 100 locomotives

The above are under

procurement by CLW. S.C.

Railway allotment of 30 nos.

is yet to be received.

8.2: Procurement of

REMAN_EL as per Railway

Board letter

no.2013/Elect(TRS)/441/1

dated 25.03.13:

Sanction received for

provision of microprocessor

Page 53 of 64

Item

no.


Board




Board

based control and fault

diagnostic system on 45

locos (25 against PB No/

1124/10-11 & 20 against PB

no.1175/13-14) at a cost of

Rs. 10 Lakhs/loco under

Railway Board letter no.

2013/Elect(TRS)/441/3 dated

22.05.2013. The sanctioned

cost is less hence micro

processor based control &

fault diagnostics system

(Version-2) without distance

monitoring is being procured

by S.C. Railway.

SECR:

(i) RDS is provided in 02

BIA based 3-phase locos

(31279 WAG9H &

30206 WAP7) comm.

date: 01.05.14 &

08.07.14 respectively.

(ii) Presently both Remote

Diagnostic System

(RDS) are not in working

condition as CDMA type

whose service is now

closed and new GSM

based system to be

upgraded by M/s ARC.

(iii) RSP Sanction to SECR: Railway Board has

sanctioned 15 sets of

RDS to SECR Vide PB

1220/17-18. Centralized

procurement will be done

by CLW & direct

delivery to consignee

Railway as per Railway

Board's letter no. 2017/

Elect(TRS)/441/1, dated

05.04.2017.

NR:

The reliability of MPCS has

generally been poor.

Development of other

equipment to add-on to the

woes may not be advisable.

Proto type has also not been

developed as yet. It may be

prudent to allow Zonal

Railway to procure MPCS

(version-iii) against

sanctioned RSPs, which

Page 54 of 64

Item

no.


Board




Board

incorporate all the desired

features.

SR:

No RSP allocation for SR.

WR:

(i) At present no RSP has

been sanctioned for

provision of RDS in 3–

phase locomotives.

(ii) Procurement of new

MPFDCS of Version-3.

1. P.O issued for 30 nos.

MPFDCS for BL & BRC

Shed Received Commis

-sioned

BL 10 5

BRCY 1 1

Balance 19 nos. will be

delivered by 28th

Feb.

2. 5 nos. MPFDCS - Case

no. 22-18-5004,

centralized procurement

by WR.

3. 50 nos. sanctioned against

P.B 1186/18-19.

Distribution yet to be

done from Board.

RDSO:

CLW had placed orders for

150 sets of RDS on two firms

M/s ARC & M/s Lotus, firms

are expected to after

prototype by April 2018.

Out of total 40 RDS devices

presently provided on

locomotive, as on

07.03.2018, RDS is working

in only 03 locomotives. RDS

is not functioning in

remaining 37 locomotives, as

CDMA based SIM was

originally provided in RDS

device, and CDMA service

are now not available. M/s

ARC had converted CDMA

SIM to GSM SIM in few

locomotives, which are

presently working in IR

385 Automatic

Switched

Neutral

One ASNS assembly to be provided on trial

basis free of cost by M/s Arther Flurry on main

line section in Vadodara Division of Western

Accepted. In

addition other

manufacturer

M/s Arthur flurry

Switzerland is approved firm

for short neutral section

Page 55 of 64

Item

no.


Board




Board

Section. Railway. should also be

approached by

RDSO for

similar

development.

Also, to handle

the issues in

HOG rakes,

meanwhile,

certain

modifications

should be

carried out in

the rakes

running with

HOG

locomotives, at

least to ensure

that blower

continue to

work even

during the

period when

the DJ is put

off during

passing the

neutral section.

assembly. M/s AF was

advised to install the semi

conduct switched neutral

section assembly for trial free

of cost. Firm has informed

that they are doing their trial

of SCNS in DMRC and upon

its success they will start

with Indian Railway.

386 Up-gradation

of OHE for

200 kmph

along with

enhanced

capacity

including-

(i) Provisio

n of

spring

ATD.

(ii) Develop

ment of

forged

OHE

fitting.

(iii) Rehabili

tation of

old

OHE.

(i) NC and NCR to reduce the pre-sag and

increase the tension in Delhi - Agra section

where Gatimaan is running in next 1 to 2

months' time.

(ii) ED/EM/Railway Board to issue instructions

for adoption of OHE fit for 200 kmph in all

new Electrification works, doubling,

tripling etc.

(iii) The existing Delhi-Bombay and Delhi-

Howrah routes should have capacity

augmentation to make the 0HE fit for 160

kmph.

(iv) Wind tunnel test should be conducted by

EDSE/Co-Ord/RDSO on pantograph.

(v) TI directorate to take relaxation for the

RDSO's process and finalize the

specification of spring type ATD early.

(vi) 29 MCI fittings for which forged fitting

have been developed and more than 3

sources are available should be removed

from the list of approved sources by RDSO

& CORE.

Accepted

except for (ii).

It is

recommended

that Railway

Board shall

issue

instructions for

adoption of

OHE fit for

160/200 kmph

in all new

Electrification

works,

doubling,

tripling etc.

RDSO:

(i) Railway Board has issued

instructions to NR & NCR

for compliance vide letter

no. 2003/RE/161/I Vol-

III/pt. dated 13.06.2016.

(iii)Railway Board letter no.

2001/Elect(G) /170/1 dated

04.12.2017 to zonal

railways.

(iv)Wind tunnel test should be

conducted by

EDSE/Co-Ord/RDSO on

pantograph.: Wind tunnel

test was carried out on

following pantograph for

electric locomotives as

shown below:

Firm &

pantograph

type

Wind

Speed

kmph

Year

M/s Schunk

WBL-85

200 May

2003

M/s Faiveley

LX 3600

200 Feb

2010

M/s

Contrans-ys,

200 Aug

2011

Page 56 of 64

Item

no.


Board




Board

(vii) AII the Railways to confirm that they have

revised their tender papers to procure only

forged fitting for these 29 items.

IR-03H

M/s Stone

AM-92

220 Jan

2012

M/s Schunk

WBL85HR

260 Sep

2016

M/s Stone

ABOH

260 Jan

2017

During the wind tunnel test,

the pantographs were found

to be stable for above

mentioned wind velocity.

(v)Specification has been

issued. Capability

Assessment & prototype

test to be done of M/s D2

Engg, Korea. Letter written

in this regard to Railway

Board vide RDSO letter no.

TI/OHE/SPRINGATD/D2

E/2016 dated 01/03/2018.

(vi)Letter written to CORE

regarding 9 nos. of Forged

fittings in which more than

two sources developed by

RDSO for removal of these

9 MCI fittings from CORE

vendor directory and

further procurement to be

made of forged fittings

only vide RDSO letter no.

TI/OHE/FTGFE/11 dated

18/07/2016.

ECR: (iii)Noted.NCR is the Nodal

for ECR portion.(vii) To

procure and provide forged

fittings only has been

included in tender schedule

of the division, for the

work related with new

electrification, OHE

replacement/renovation

work etc.

SECR:

SECR has submitted vetted

proposal for 160 kmph OHE

in Main line i.e. Jharsuguda

to Nagpur section 614 RKM

(1842 TKM) as per Input

required for 160 kmph OHE

and PSI circulated vide

Railway Board letter no.

2001/Elect(G)/170/1 dated

22.12.16. Proposed cost

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1526.65 Cr. Rs. Feasibility of

implementation of

conversion from

conventional to 2x25 kV

after completing work in at

least 2 sections.

Only Forged materials are

being used in All the new

work /projects under

execution in TRD.

NR:

OHE modification of NDLS-

PWL & NDLS- GZB section

planned under Mission

Raftaar.

WR:

(i) Railway Board issued

directives to make OHE

fit for 160 kmph vide

letter no. 2001/

Elect(G)/170/1 dated:

19.10.2016.Accordingly

work proposed and

sanctioned in Pink book in

year 2017-18.

(ii) Now Railway Board, vide

letter no. 2001/

Elect(G)/170/1 dated:

04.12.2017 has issued

guidelines for making

OHE fit for running 1-2

trains at 160 kmph. The

various works have been

planned and under

progress. Detailed

planning submitted to

Railway Board.

(iii) No Railway Board

instructions/ guidelines

for adopting OHE fit for

200 kmph in new

electrification works.

(iv) Only forged fittings are

being procured on

division through work

contract and store

purchase. At HQ also,

description of all 29 items

have been changed with

stores department.

(vii)Various works are under

progress to rehabilitate old

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OHE as under: BCT.

a) Conversion of unregulated

overhead equipment to

regulated one in Borivali-

Virar (Total-19.3 TKM,

Work completed 15.248

TKM) in BCT division.

b) Replacement of 65 Sq.

mm catenary wire of STA

line (Santacruz-Borivali)

by 125 Sq. mm catenary

wire. (Total 20 km, work

completed 16 km).

c) Replacement of contact

wire in CCG-VR section

has been completed total

40 km, another work of

30 km is under progress,

work completed 5.0 km.

d) Different work for

replacement of corroded

structure is under

progress; out of total 356

nos. 132 have been

completed.

All Other Div of WR:

(i) Total 360 km in span

droppers replacement and

OHE profile improvement

work completed in VR-ST

section in FY 2017-18.

(ii) Straightening/replacement

of Leaned OHE masts.

(Total 948 nos. work

completed 250 nos.)

(iii) Replacement of isolator

completed codal life/

under rated 1250 Amp

by 1600. (Total 537 nos.

work completed 196 nos.).

387 Condition

monitoring of

OHE and

development

of

instrumented

tower wagon

for condition

monitoring.

(i) Railways to be on lookout for condition

monitoring technique and send the details

to RDSO, if they come across any such

technique.

(ii) RDSO to examine small laser based hand

held device for measurement of

implantation and standardize the same for

procurement by all the OHE depots.

(iii) High speed video mapping in NR/NCR

region should be tried out.

Accepted. In

addition,

IIT/Chennai 2-

3 years back

made a

presentation

regarding

stagger

measurement.

Details of the

same may also

be obtained

from Southern

RDSO:

(i) OLMS (On-line

Monitoring System for

OHE Traction parameters)

is under progress (this

project with IIT/KGP) and

expected to be completed

by 31.05.2018. The

system calls for on-line

measurement of various

OHE parameters viz.

Stagger, Height, slope

thickness of contact wire

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Railway and

be examined

by RDSO.

etc. The system is

proposed to be installed

on existing NETRA car.

(ii) Railways have not yet

sent any proposal for

condition monitoring

techniques. Railways have

to examine the availability

of such item for

standardization. EOI for

availability of laser based

hand held device for

measurement of

Implantation to be

published for its

standardization and use on

Railways.

(iii) The technique and detail

scheme for required high

speed video mapping

needs to be finalized and

agency for high speed

video mapping need to be

explored and then High

Speed video mapping in

NR/NCR may be tried

out.

SECR: At present only rail-rod,

OLIVER G & Thermo-vision

camera are used for

Condition monitoring of

OHE/PSI in SECR.

Development of instrumented

tower wagon for condition

monitoring to be done by

RDSO.

WR:

Conditioning monitoring is

being done as under:-

(i) Thermography of OHE,

PSI & TSS installations as

per RDSO SMI no.

TI/MI/0055 dated:

26.10.2017.

(ii) THRC measurement of

Las.

(iii) DGA testing of power

transformer oil.

(iv) Ultra sonic scanning of

contact wire.

(v) Current collection

test by OLIVER-G.

Note:-Standardization of

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hand held laser based device

for implantation for stagger

measurement is yet awaited

from RDSO.

388 Development

of 9000 HP

Electric loco

for freight

and

Passenger

services.

RDSO may prepare suitable specification for

high speed locos and Railway Board may

sanction a suitable project for development of

high speed, high horse power passenger service

electric locomotives.

(i) RDS

O may

prepare

suitable

specification

for up-

gradation of

WAG9

locomotive

from 6000 HP

to 9000 HP to

run freight

train at 100

kmph with

higher

balancing

speed vis-a-

vis 6000 HP

WAG9 loco

and its

passenger

variant to run

passenger

train at 160

kmph

(Gatimaan)

with 16 to 18

coaches

against 12

coaches being

hauled by

WAP5 loco at

present. CLW

to float

Expression of

Interest (EOI)

to explore the

possibility of

this upgrade

in association

with RDSO

and global

locomotive

manufacturer.

(ii) RDS

O to prepare

specifications

for

development

of a new high

(i) RDSO has prepared and

finalized specification for

200 kmph high speed

passenger locomotive.

The same has already

been forwarded to

Railway Board for further

necessary action please.

(ii) Additionally RDSO has

prepared specification for

up-gradation of existing

WAG9H/WAP7

locomotive to 9000 HP.

CLW has placed orders as

given below:

Firm WAP7 WAG

9H

Siemens 05

Locos

05

Locos

Medha 02 locos issued

BHEL Offer not yet

accepted by

firm

CGL Offer not yet

accepted by

firm

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speed, high

horse power

passenger

locomotives

suitable for

200 kmph to

run the

latest design

of LHB

coaches fit for

200 kmph.

EOI may be

floated by

RDSO to firm

up

specifications/

design.

389 Approved

vendor list for

IGBT

equipment of

three phase

loco.

This could not be discussed in view of

recommendation of Shridharan committee

report. This will be discussed and decided

separately.

Accepted. As this item was decided to

discussed separately, so Item

is Closed.

394 Mechanizatio

n of new RE

works and

OHE

replacement

in Railways.

(i) RDSO to submit technical scrutiny early to

Railway Board for procurement of self-

propelled wiring train.

(ii) CORE to try out the pre-cast mechanized

foundation scheme within 3 months' time, so

that it may be cleared for implementation on

regular basis to speed up Electrification

works.

(i) Precast

foundation

may be

initially tried

in one

Project and

based of

experience

gained in six

months, it

may be

extended to

future

projects.

Further, in

large RE

works to be

executed on

EPC

contracting

system and

wherein a

clause may

be

introduced

for use of

mechanizati

on for wiring

of catenary

and contact

wire and

RDSO:

The offer received for

procurement of Wiring Train

against Railway Board’s

Tender No.

RE2013WITR0001, have

been scrutinized and sent to

Railway Board on

06.10.2016. Further, pre-bid

queries raised by various

firms during pre-bid meeting

held on 22.06.2017 for

procurement of Self-

propelled OHE Laying Train

(SPOLT) has been addressed

and RDSO’s comments have

been advised to Railway

Board for further action.

SECR: In SECR electrification work

is going on following section:

(i) Mulmarora to

Ballarshah.41 RKM by

RE /SC.

(ii) Gondia- Jabalpur 229

RKM by RE/Jabalpur.

(iii) Kalumna to Chhindwara

by RVNL 135 RKM.

(iv) Chhindwara – nainpur –

Mandla fort.

In all above RE work

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mast

erection

through

cranes etc.

(ii) In this

respect

approval

earlier

obtained

from Board

(MTR) on

the report of

RDSO as per

which

RVNL,

CORE, & N

Rly to go

ahead with

it.

conventional method is being

used.

NR:

About 220 pre-cast

foundations were provided by

Northern Railway

Construction Organization in

the section electrified

between Haridwar to

Dehradun.

396 Adoption of

9.8 m mast in

all future RE

projects.

The length of OHE structures should be

increased from present level of 9.5m to 9.8m.

RDSO to revise the structures and employment

schedule wherever required.

The adoption

of mast of

9.8m in future

RE projects

may be

accepted In

view of the

issues raised

by South

Central

Railway that in

many cases of

large scale

cess raising

and track

lifting/packing

resulting into

lowering of

height of OHE

and mast

getting buried

deep down the

ballast and

soil.

RDSO:

Based on Railway Board

directives, RDSO vide letter

No. TI/OHE/MS/2017 asked

Railways to submit the

specific details of the

section/kilometers, where

there is a problem of rising of

cess/ballast track level

resulting in reduction in OHE

height below the standard

height & where there is no

scope the increase the height

further. Railways to submit

reply.

SECR:

Noted, All the executing

agency i.e. CPD/Jabalpur,

GGM/RVNL/Bhopal &

PGCIL have been advised for

adoption of mast of 9.8 m

mast in RE projects over

SECR.

397 Development

of

Management

Information

System (MIS)

for OHE

maintenance

(TRD

management

system).

(i) All the Railways to regularly update the

data of failures on RDSO's web-site.

(ii) Delhi and Ambala division of NR have

been identified for initial implementation

of TDMS project.

(iii) All the Railways to propose TDMS and

get it sanctioned.

Accepted. ECR:

(i) Failure data is being

updated on RDSO

website.

NR: (i) Divisions advised for

updating the failures on

RDSO website regularly.

(ii) 7S. Data entry has been

started in under trial

modules but lot of

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difficulties are being faced

in data entry & same is

being addressed by CRIS.

Proposal for PAN India

Rollout of TDMS application

amounting to Rs. 57.08

Cr. was proposed through

IRPSM, but work was not

included in Pink Book 2018-

19.

399 WAP5

multiple

operations for

high speed

trains upto

160 kmph

with 25 kV

MU coupler,

TPWS, H

type coupler

and modified

cattle guard.

Northern Railway should facilitate COCR trials

by making available one rake as demanded by

RDSO for four days time. Thereafter CRS

sanction should be obtained on priority for

running services in between New Delhi - Agra

section.

Accepted. NR:

Rake was made available

along with a 2 WAP-5 (MU).

However, Railway Board had

directed for COCR trial at

130 kmph speed, which was

conducted between

NZM & BDTS. Train with

tri-weekly frequency has

been introduced w.e.f

16.10.17. The proposal for

one time sanction of WAP-5

(MU) at 130 kmph has been

submitted to CRS for

forwarding to Railway Board

for sanction.

WR:

At present train no.

09003/09004 is running with

GZB, WAP5 multi loco

between NDLS and BDTS.

400 Increase in

Periodicity of

Maintenance

Schedule of

locos

including

TOH of

locos.

Railway Board may agree with the proposal for

increasing the periodicity as WAG5 with Taochi

motor proposed for passenger service, WAP4,

WAG9 and WAP7 locomotives.

A. Existing & proposed Minor schedules for

WAP4 & WAG5:

Type

of loco

Existing

Periodicity

(Days)

Proposed

Periodicity

(Days)

IA IB IC IA IB IC

WAP4 40 80 120 60 X 120

WAG5

Taochi

(Pass.

Loco)

40 80 120 60 X 120

Proposed

periodicity

accepted.

ECR: Enhancement of periodicity

of TOH schedule of WAG-9

Locomotives from 18 months

to 24 months in terms of

RDSO’s Letter No.

EL/3.6.1/1, dated 19/10/16

has been implemented by

ELS/GMO and the same is

being followed as regular

practice.

NR:

Revised periodicity has

been adopted in all the sheds.

SR:

Being Followed in SR sheds.

WR: A).Accepted and followed

B).WAP7 loco recommended

periodicity are as under:

TOH

(Yrs)

IOH

(Yrs)

TOH

(Yrs)

TOH

/IOH

IOH

(Yrs)

2 4 6 8 9

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B. Existing & proposed periodicity of Major

schedules:

Type

of loco

Schedule Existing Proposed

WAP7 TOH 18 Months 24 Months

WAP7 IOH 41/2 years

or 12 lakh

km

whichever is

earlier.

4 years or

12 lakh km

whichever

is earlier.

WAG9 TOH 18 Months 24 Months

WAP4 POH 6 years +/- 3

months or

12 lakh km

whichever is

earlier.

6 years +/-

3 months

or 15 lakh

km

whichever

is earlier.

i. It is not clear as to

whether 8th

TOH or IOH

is to be done as POH will

be required to be done at

9th

year which is just after

1 year of IOH/TOH.

ii. Periodicity of WAP5 loco

should be also similar to

WAP7 locomotive which

is at present.

TOH

(Yrs)

TO

H

IO

H

TO

H

TO

H

POH

1.5

Yrs

3

"

4.5

"

6

"

7.5

"

9

"

401 International

Standard for

driver cab in

electric and

diesel

locomotives.

CLW should developed improved cab design

and provide the same in at least two locomotives

for judging its suitability for adoption on regular

basis.

Accepted.

CLW may

develop

improved cab

design with

better quality

seat for

LP/ALP.

SCR:

Loco No. 32101 has been

received from CLW by

ELS/KZJ with the following

crew friendly features

• Improved LP/ALP seat.

• Red & Green exchange

lights for which switch

control is on the driver’s

desk.

• Cab air conditioning.

• Water closet (vacuum

type).

Crew voice & Video

recording system.

================

MEMBERS OF 62nd ESC HELD AT ERNAKULAM ON 10th & 11th May 2018

SITTING (L to R) (S/Sri/SMT): R.K. Srivastava, AK Chattaopadhayay, Anand Dev, Nasimuddin, R.K. Atolia, Rita Sahoo, R.P. Udaya Kumar, Manju Gupta, Ghanshyam

Singh, Dinesh Kumar, N.K. Gupta, Om Prakash Kesari, Rajiv Kumar, Niamul Haq & A.K. Singhal.

STANDING (L to R) (S/Sri/SMT): Gautam Banarjee, P.N. Rai, Sanjay deep, Shalabh Goel, Ram Prakash, R.K. Mishra, A.K. Bharadwaj, Alok Gupta, A.A. Phadke,

Shailendra Kumar Singh, S.P.Vavre Rakesh Tiwari, D. Bhattacharya, Brijesh Gupta, N.K. Mohanty & Avnesh Kumar.

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