minutes - rdso.indianrailways.gov.inrdso.indianrailways.gov.in/works/uploads/file/8112016 esc...

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

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MINUTES OF

THE 61st

MEETING OF

ELECTRICAL STANDARDS COMMITTEE

HELD AT

GANGTOK, NORTHEAST FRONTIER RAILWAY

ON

16th

& 17th

SEPTEMBER’ 2016

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

1 Provision of Remote Diagnostic System (RDS) for 3-phase locomotives.

ELECT (TRS)

NCR 384 4-7

2 Automatic Switched Neutral Section. EEM RB 385 8-9

3 Up-gradation of OHE for 200 kmph along with enhanced capacity including- (i) Provision of spring ATD. (ii) Development of forged OHE fittings. (iii) Rehabilitation of old OHE.

EEM RB &

SECR

386 10-13

4 Condition monitoring of OHE and development of instrumented tower wagon for condition monitoring.

EEM RB & NR

387 14-15

5 Development of 9000 HP Electric loco for Passenger/freight services.

ELECT (TRS)

RDSO 388 16-17

6 Approved vendor list for IGBT equipments of three phase loco.

ELECT (TRS)

SER 389 18

7 Defining activities for outsourcing of AC/TL/EMU/MEMU. ELECT (G) SER 390 19

8 UES for EMU & MEMU for POH Workshop. ELECT (G) SER 391 20

9 Enhancement of capacities of RMPUs, Inverters & other AC equipments of SG AC coaches.

ELECT (G) SR 392 21-22

10 Standardization and inter-changeability of components in conventional AC and TL coaches.

ELECT (G) SR & NR

393 23-24

11 Mechanization of new RE works and OHE replacement in Railways.

RE & EEM RB 394 25

12 Improving passenger comfort of AC coaches. ELECT (G) RB 395 26-27

13 Adoption of 9.8 m mast in all future RE projects. RE SCR 396 28-29

14 Development of Management Information System (MIS) for OHE maintenance (TRD management system).

EEM SECR 397 30

15 Enhancement of codal life of TL/AC coach batteries from 48 months to 54 months.

ELECT (G) CR 398 31

16 WAP-5 Multiple operation for high speed trains upto 160 kmph with 25 kV MU coupler, TPWS, H type coupler and modified cattle guard

ELECT (TRS)

NR 399 32-33

17 Increase in Periodicity of Maintenance Schedule of locos including TOH of locos.

ELECT (TRS)

ER

400 34-37

18 International Standard for driver cab in electric and diesel locomotives.

ELECT (TRS)

CLW 401 38-39

19 Manufacturing of EMU/MEMU with modern features like stainless steel car body, forced ventilation, Cab air conditioning, Air spring, improved seating and higher maximum speed capacities.

ELECT (G) RB 402 40

Part - II Review of Status of recommendations of 60th ESC meeting 42-55

MEMBERS OF 61st ESC HELD AT GANGTOK ON 16

th & 17

th SEPTEMBER 2016

SITTING (L-R)(S/SRI/SMT): A. K. Pandey, D. C. Dogra, Manju Gupta, Punkaj Gupta, Yogesh Asthana, O. P. Kesari, J. S. P. Singh, A. K. Kapoor, G. R. Agarwal, Sudheer Kumar, M. K. Mathur, L. C. Sarser

STANDING (L-R)(S/SRI):

D. C. Patnaik, Rajiv Agarwal, R.P.Singh, Nasimuddin, Anup Kumar, Om Pal Singh, A.K. Srivastava, Solan Gupta, D. K. Sharma, M. Hussain, Dinesh Kumar, H. Rao, R. P. Udaya Kumar,

Lokesh Narayan, B. B. Singh, Rajiv Kumar, A.K. Bharadwaj, Sudhir Garg

1

MEMBERS PRESENT

S. No. Name (S/Shri) Designation

Railway Board

1. Ashwani Kumar Kapoor Member Traction

2. Ganga Ram Agarwal Add. Member Electrical

3. J. S. P. Singh Advisor/Elect/G

4. Sudheer Kumar Advisor/L/RS

5. Sudhir Garg EDEE/EEM

RDSO

1. Om Prakash Kesari EDSE (Co-Ord)

2. Anup Kumar EDTI (Co-Ord)

3. Nasimuddin ED/PS&EMU

Railways

1. M. K. Mathur CEE/NFR

2. Yogesh Asthana CEE/NER

3. M. Meshram Director/IRIEEN

4. D. K. Sharma CEE/WR

5. Margoob Hussain CEE/NWR

6. Lokesh Narayan CEE/NCR

7. Punkaj Gupta CEE/Metro

8. Harindra Rao CEE/SER

9. Rajiv Agarwal CEE/CR

10. Solan Gupta CEE/SCR

11. D. C. Dogra CEE/NR

12. R. P. Singh CEE/ECR

13. A. K. Pandey CEE/ECoR

14. L. C. Sarser CEE/ER

15. Dinesh Kumar CEE/RCF

16. Rajeev Kumar CEE/SWR

17. Ompal Singh CAO/CORE

18. Smt. Manju Gupta CEE/WCR

19. D. C. Patnaik CEE/SECR

20. A. K. Srivastava CEE/MCF/Raebareli

21. R. P. Udaya Kumar CEE/ICF

22. B. B. Singh CEE/CLW

Special Invitee

1. A. K. Bharadwaj CEE/KRCL

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PROCEEDINGS OF THE MEETING

61st Electrical Standards Committee (ESC) at Gangtok, North East Frontier Railway

1. Inaugural Session CEE/NFR’s Address: North East Frontier Railway extends a hearty welcome to all the members of ESC for this meeting. Conducting a meeting of this magnitude requires great team efforts by officers and Staff. For this meeting, we have taken all possible measures to ensure your comfortable stay. However, if anybody has been put to inconvenience, kindly excuse us and tell us frankly for the improvements. I hope all the members will enjoy this meeting as well as stay at Gangtok. Additional Member Electrical’s Address: Reliability of electrical assets is very important and extra onus is on RDSO and production units. AMC guidelines have already been issued by RDSO and it is only beginning. Zonal Railways need to implement the same. Failures should be taken in proper spirit and should not be put under carpet. The progress on the front of Solar Energy is slow and same need to be expedited. Proper Training of supervisors and officers is very essential and needs to be given proper importance. The posting of supervisors and officers should be judiciously decided and properly rotated to ensure transparency and accountability. Member Traction’s Address: There is a need to set the goals for ourselves and to achieve it by way of hard work and motivation. Officers must respond quickly to a given situation with an aim to solve the problems. SPAD cases are still taking place which is a potential danger to safe train operation. Therefore, all out efforts should be made to eliminate it. Zonal Railways are advised to outsource the activities to the extent required by them to ensure adequate maintenance of assets. Tower Wagon is a breakdown vehicle and this should be maintained properly, so that it does not fail in the hours of need. Zonal Railways must ensure compliance of SMIs/TCs issued from time to time by RDSO. Reduction in diesel fuel consumption should be a priority item. This can be achieved by extending the trains with electric traction wherever possible. Improvement in reliability of assets should be the focus to ensure smooth train operation. I wish all the success for 61st ESC meeting.

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Part-I (Technical Session)

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Technical Session

New Item

Item No. : 384

Subject : Provision of Remote Diagnostic System (RDS) for 3-phase

locomotives.

Group : ELECT (TRS)

Proposed by : NCR

Note of proposing Railway:

Online monitoring of critical parameters in Electric Locomotives:

Communication technology has significantly advanced and has become one of the most widely used

tools in transport sector. It can gainfully be utilized for condition monitoring of various critical parameters in

Electric Locomotives. Following data can be fetched and relayed “LIVE” to concerned homing shed and

monitored on single window.

1. Temperature of critical equipments like TM, Axle box & MSU bearings

2. MPCS /SIV/VCD relevant data

3. On line speed of loco

4. GPS location

Suitable methodology needs to be developed and used on all the electric locomotives for enhanced

reliability & safety by taking timely corrective actions based on above data.

Deliberations:

1. Concept of Remote Diagnostic System (RDS):

With the advancement in the technology and spread of internet any digital data can be sent anywhere

over the communication network in almost no time. In three phase locomotive all the process data and failure

logs are in digital form. Therefore, the loco data can be transferred through electronic media. RDS publishes

the loco process data and DDS on the web server. RDS monitor the fleet wide loco status remotely over the

web in real time. The system access various loco parameters in real-time and event data in the locomotives

using suitable interface and transfer the data to a remote server using GSM/CDMA public network. A web

application access all these stored data over web and display in defined formats.

2. Basic Details of RDS:

The Remote Diagnostic system collects the status of the locomotive (MVB variables); faults developed

in a running locomotive and transmit to the base station server (Remote Server) in real time on a wireless

network along with the location of the loco. The equipment is MVB based which gets connected to the

WAP5/ WAP7/ WAG9/9H class of locomotives running in Indian Railways. There is an associated roof

mounted unit which houses multiple network interfacing devices (both GSM & CDMA each) and a GPS

receiver.

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3. Initial development:

As a pilot project RDS was introduced in year 2008 for 40 nos. of three phase locomotives by CLW.

M/s Advance Rail Control/Bangalore had supplied these RDS systems against work order No. C-

D&D/02/06/2006-2007 Feb 1, 2008 as per CLW specification No. CLW/ES/3/0489/Rev.01.

4. Advantages of RDS:

Failure log within the locomotive is uploaded to a base server database and with the search and

query option makes statistical failure analysis on the entire fleet globally. A GPS assisted system provides

real-time tracking on an interactive map. The data reaches a base server from where accessibility is given

through the Internet for the users with an authentication method (username/password). Real-time diagnostics

of a running locomotive from a remote location like loco shed, Providing online helps for trouble shooting

Monitoring various trends like wheel wear, energy consumption, kilometers traveled, temperatures, pressures

etc.

5. Performance

Performance of these systems as reported by various Railways is generally satisfactory, however,

LGD had suggested some modifications/improvements to CLW.

6. Existing RSP Provisions

1. Pink Book Item no. 253 of 2016-17 for 50 locomotives

2. Pink Book Item no. 287 of 2016-17 for 100 locomotives

7. Railway Board’s Instructions

Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had given following

instructions related to provision of Remote monitoring in 3 Phase locomotives:

i. CLW should be nodal agency for developing specification, performance evaluation and approval

of vendors for this item.

ii. CLW to prepare generic specification and thereafter call Expression of Interest (EOI) for

development of Remote Diagnostic System for 3 phase locomotives.

iii. Performance evaluation of Remote Diagnostic System (RDS) supplied by M/s ARC and

provided on trial basis in 40 nos. 3 phase locos should be carried out and based on the

experience so far including feedback from Zonal Railways, generic specification should be

framed.

8. Remote Monitoring for Conventional Locomotives:

8.1 RDSO has made Functional Requirement Specification (FRS) no. RDSO/EL/4.2.15/FRS/ REMAN-

EL, Rev, 0‟, dated 18.01.2013 for Remote Monitoring and Analysis for Electric Locomotive

(REMAN_EL).

8.2 Railway Board vide letter no. 2013/Elect(TRS)/441/1 Dated 25.03.2013 has sanctioned procurement

of 200 sets of REMAN_EL with distribution details given below:

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Railways Shed No. of locos proposed to be fitted with

REMAN_EL

SCR BZA 50

NR LDH 75

ECoR ANGL 50

SER BNDM 25

8.3 All Railways has been advised for the implementation plan given by Railway Board vide letter no.

EL/4.2.15 Dated 08.04.2013 &09.07.2013. Implementation review meeting for REMAN_EL was

held at RDSO on 08.07.2015 and minutes of meeting had been issued vide letter no. EL/4.2.15/Gen

dated 14.07.2015.

8.4 Procurement action for REMAN_EL has to be initiated by concerned Railways.

8.5 Functionality of REMAN_EL has been incorporated in Microprocessor based Control and fault

diagnostic System (MPCS) version-3.

8.6 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 25.03.20113 and 28.09.2015 had

instructed that all new procurement of MPCS by Railways/CLW shall be done with RDSO‟s revised

specification no. ELRS/SPEC/MPC-FDS/0001 Rev. „3‟

8.7 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had given following

instructions related to provision of Remote monitoring in conventional locomotives:

i. Performance of Remote Monitoring & Analysis for Electric Locos (REMAN_EL) i.e. up-

gradation of tap changer locos fitted with MPCS version „2‟ to include remote monitoring

feature, should be collected from Railways, based on which decision for its further

proliferation can only be taken. RDSO should be the nodal agency for developing

specification, testing performance evaluation and approval of agencies for carrying out this

work of up gradation.

ii. MPCS versrion-3 has been fitted in few locos so far. Its performance need to be closely

monitored by RDSO and all pending issues needs to be resolved in time bound manner.

iii. Railway Board‟s policy issued vide letter No. 2013/Elect(TRS)/441/1, dated 25.03.2013 and

circulated by RDSO vide letter no. EL/4.2.15 dated 08.04.13 should be followed wherein at

item no. (iii) It is clearly mentioned that all the new procurement of MPCS by Railway/CLW

shall be done with RDSO‟s revised specification no. ELRS/SPEC/MPC-FDS/0001Rev.‟3‟.

8.8 Railway Board vide letter no. 2013/Elect(TRS)/441/1 dated 28.09.2015 had also given following

instructions related to web portal, “Infrastructural requirement for hosting and maintaining of the IR

web portal for conventional locos and 3-Phase locos should be assessed jointly by RDSO & CLW and

details should be provided to CRIS for incorporating the same in detailed estimates of ongoing

SLAM project”.

All the members agreed with the need for the provision of remote diagnostic system in electric

locomotive. This should be provided in three phase as well as conventional locomotives for effective

monitoring of the loco operation.

Recommendations:

CLW and Zonal Railways should procure RDS for three phase and conventional locomotives

respectively as per the sanctioned RSP provision mentioned in Para 6 and 8.2 of this subject. After

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development of RDS for electric locomotives, the same may be provided in all the locomotives on regular

basis by CLW and Zonal Railways.

Railway Board’s decision:

(i) CLW & Zonal railways may procure RDS for three phase and conventional locomotives

respectively as per the sanctioned RSP provisions.

(ii) RDSO may take performance feedback from Zonal Railways, based on which decision for its

further proliferation can be taken as advised vide Board letter No. 2013/Elect(TRS)/441/1 dated

28.09.2015.

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New Item

Item No. : 385

Subject : Automatic Switched Neutral Section.

Group : RE

Proposed by : Railway Board

Deliberations:

A presentation was made by M/s Arthur flurry Ltd., Switzerland on 10.05.2016 in Railway board

regarding the newly developed Semi-Conductor based Switched Neutral Section.

It was decided that one number Semiconductor Switched Neutral Section shall be installed on

experimental basis on Indian Railways free of cost by M/s Arthur flurry Ltd. and its performance will be

monitored by a committee consisting of EDTI/Co-Ord/RDSO, Dir/OHE/D and Dir/3ф/RDSO.

Matter of expediting the trial was discussed with the Indian Agent of M/s Arthur flurry. It was

informed that M/s Arthur flurry have installed a switched Neutral Sections in DMRC. Based on the

experience gained at DMRC, M/s Arthur flurry are making some design changes and probable date of

installation/trial on Indian Railway will be advised by them after the design modifications are carried out.

This item was proposed for the ESC meeting keeping in view the fact that 35 Electric Locomotives

have already been provided with HOG facility and the Hotel load is being fed through the locomotive. At

neutral section, due to tripping of the DJ, power supply for the A.C. equipment also gets affected. This was

leading to discomfort to the passengers and hence it was proposed to try out the automatic switched neutral

section assembly.

The latest position about the ASNS assembly is that one number has been provided in DMRC.

Certain problems were encountered there and based on the experience gained in DMRC, the design is being

updated. After design modification, trials will again be conducted in Oct, 2016 in DMRC.

After successful trial on DMRC, one number ASNS assembly will also be provided on IR by M/s

Arthur Flurry on trial basis at their cost. The location for trial was decided as Main line section in Vadodara

Division of Western Railway.

In the meanwhile, certain modifications have been carried out in the rakes running with HOG

locomotives and the blower continuous to feed the air in the coaches even during passage through the

neutral section and hence the discomfort to the passengers is avoided.

Recommendations:

One ASNS assembly to be provided on trial basis free of cost by M/s Arther Flurry on main line

section in Vadodara Division of Western Railway.


Accepted. In addition other manufacturer should also be approached by RDSO for similar

development. Also, to handle the issues in HOG rakes, meanwhile, certain modifications should be carried

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out in the rakes running with HOG locomotives, at least to ensure that blower continue to work even during

the period when the DJ is put off during passing the neutral section.

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New Item

Item No. : 386

Subject : Up-gradation of OHE for 200 kmph along with enhanced

capacity including-

(i) Provision of spring ATD.

(ii) Development of forged OHE fitting.

(iii) Rehabilitation of old OHE.

Group : EEM

Proposed by : Railway Board& SECR

RDSO Ref. : TI/OHE/HS/10 dated 10.06.2016

Deliberations:

As per the directives of Railway Board, the feasibility study for speeding up the passengers trains to

160-200kmph on existing New Delhi-Mumbai Route was conducted by M/s Japan International Consultants

for Transportation (JICA). The report was submitted to Railway Board and a copy was sent to RDSO vide

Board‟s letter No. 2001/RE/170/1/Pt.I dated 28.05.2013. The report deliberated with the maximum speed of

190 kmph.

Railway Board approved the project on “Up-gradation of OHE Design to 160-200 kmph” under the

common Interest project of International Union of Railways (UIC). Feasibility study was carried out for

Delhi-Kolkata line by consultant D2 Engineering Co. Limited, Korea assigned by UIC, Asia. A Report on

“Up-gradation of OHE Design to 160-200kmph” has been submitted by UIC vide their e-mail dated

01.10.2015.

Railway Board issued Guidelines for running trains at 160 kmph and upto200kmph vide letter no.

2001/Elect(G)/170/1 dated 17.09.2014. A committee consisting of EDTI/Co-Ord/RDSO, CEDE/WR and

CEDE/NCR was nominated by DG/RDSO in reference to ML‟s DO No. 2003/RE/161/1/Vol. III/Pt dated

28.04.2016. The committee prepared the report and submitted to Railway Board vide letter No.

TI/OHE/HS/10 dated 10.06.2016.

The report consolidated the recommendations of both the above reports and Railway Board‟s

guidelines issued on the subject and prepared the various inputs required for running of trains upto 200

kmph. Consolidated recommendations are summarized below:

(i) Type of Overhead Equipment: The OHE Shall be Swiveling type Cantilever Assembly with

1200/1200 kgf tension in each conductor regulated automatically with higher tension three pulley

ATD.

(ii) Contact Wire: 150 Sq. m Silver Bearing Copper Contact wire in order to reduce the resistivity,

increase the current carrying capacity, higher thermal capability, and reduced voltage drop etc.

(iii) Catenary Wire: Cadmium Copper Catenary of size 65 Sq. mm.

(iv) Encumbrance: Normal Encumbrance 1400mm. Reduced encumbrance may be adopted under

Overline structure.

(v) Span Length: Maximum Span length of 63 meter for Tangent Track. The difference between two

adjacent span length should not be more than 13.5 metres.

(vi) Cantilever Assembly: The light weight Modular Cantilever assembly with bent steady arm may be

used on trial basis.

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(vii) Pre-sag: 0.8 mm/metre presag in contact wire.

(viii) Gradient of Contact wire: 2mm/metre and Relative gradient 1mm/metre as per European

Standard EN 50119-2009.

(ix) Stagger: 150 mm on tangent track and 250 mm on Curved track.

(x) Dropper: „A‟ dropper shall be current carrying Droppers. The minimum dropper length is 200

mm.

(xi) Section Insulator: Light weight PTFE type Section Insulators on main lines.

(xii) Neutral Section: Short Neutral Section Assembly shall be provided at the feeding overlap and

at Neutral Section.

(xiii) Overlapping spans: Three Span Overlap to be replaced with four Span Overlap for smooth

changeover from one OHE to another OHE.

(xiv) Structure Plates: Retro-Reflective Structure number plates, at each OHE structure shall be

provided.

(xv) Warning Boards: Two nos. warning post shall be fixed at 700metres and 400 metres ahead of

neutral section/feeding overlap.

(xvi) Pre-stretching of wires: Catenary and contact wire should be 50% pre-stretched when installed

or renewed to reduce creep.

(xvii) Guy Rod: It is recommended to replace the existing Guy Rod of 25φ with 28φ in view of higher

tension in Catenary & Contact wire.

(xviii) Crossed type OHE: Crossed type OHE and rigid droppers shall not be provided on main lines.

These should be replaced with overlap type.

(xix) Power Supply System: 2X 25 kV.

(xx) Interval between Feeding Points: 50-55 km.

(xxi) Maintenance: 8-wheeler Tower Car with measuring and recording instruments as per RDSO

Specification No. TI/SPC/OHE/MRI/0140 (8/2014) and OHE recording Car as per Specification

No. TI/Spec/OHE/Netra/0140.

The committee also submitted following recommendation. As 2x25kV system will be needed for

semi-high speed train operation at 200 kmph, and no source for the equipment used for construction of 2x25

kV system is available indigenously, as a policy, Indian Railway may start electrifying at least 1 or 2 work of

about 100 RKM on 2x25 kV system per year. This will enable Indian Railway to develop sources of material

required for 2x25 kV system and will go a long way at the time of going in for higher train speeds of 200

kmph.

Provision of spring ATD:

Railway Board vide their letter No. 2014/RE/161/19/Vol-I (FTS-14644) dated 31.12.2015 accepted

the joint recommendation of ED/TI/Co-ord/RDSO, CEE/CR and CEE/WR submitted vide RDSO‟s note No.

TI/OHE/Spring ATD dated 29.12.2015 to finalize the specification for spring ATD and to develop sources

for the same. Specification for spring type ATD has been prepared and sent to Railway Board vide RDSO‟s

letter No. TI/OHE/Spring ATD dated 01.02.2016.

Railway Board vide their letter No. 2014/RE/161/19/Vol-I/FTS-144644 dated 06.07.2016 raised

queries regarding ambient temperature, suitability of grease, mounting arrangement and whether the

specification is generic in nature or suitable for particular hilly section only. These queries have been replied

vide RDSO‟s letter No. TI/OHE/Spring ATD/01 dated 20.07.2016. Also process for incorporating changes

in the specification to provide for mounting arrangement has been initiated.

Expression of interest has been published in June, 16 for development of sources.

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Development of forged OHE fitting:

During the past, there were frequent failures of Malleable Cast Iron (MCI) OHE fittings. In order to

improve the reliability of OHE, CORE and RDSO finalized the specification and drawings to convert the

MCI fittings into forged fittings during the period from 1989 to 2010. More than 3 sources for 29 such

fittings were developed by CORE and RDSO.

All the Railways were advised to shift from the MCI fittings and to use only the above forged

fittings from 01.04.2013 for all new electrification works and also for all replacement/renovation work to

achieve higher reliability of Overhead Equipment.

Rehabilitation of old OHE:

SECR’s Note:

In SECR, Jharsuguda-Durgsection was electrified in the year1969-70 and have completed life of

about 46 years. OHE components have become old and requires replacement. This section lies in the High

Density route (HDN-2) as indentified by RDSO and carries heavy goods and passenger traffic. The

maintenance of these sections becoming difficult due to non-availability of sufficient power blocks. Failure

of OHE parting and fitting failures occurs in regular interval which adversely affects the traffic movement.

Due to increase in loading targets, operation of goods trains is increasing day by day thereby

increasing the load on OHE. Contact and catenary wire being old, gets failed on overload.

As a short term measure, it has been planned to run a separate feeder line along the OHE to make

parallel path for current and thereby increased current carrying capacity of OHE.

As per Para no. 20330 of ACTM Vol-II, Part-I, „Depending upon the conditions of the fittings,

rehabilitation of the OHE may be undertaken after a period of 20 years.”

Thus, it is proposed that a methodology should be developed for bulk replacement of old OHE assets

over such busy routes.

Conclusion of above deliberations:

As mentioned in proposing Railway‟s note, frequent and regular failures are taking place. In such a

scenario, replacement of the OHE components has to be planned and blocks will need to be arranged.

Reports on design of OHE fit for 160 kmph and fit for 200 kmph have already been prepared by RDSO and

sent to Railway Board.

Gatimaan Express running on Delhi-Agra section is still getting hit marks on pantograph. It was

decided that to reduce these hit marks, pre-sag needs to be changed by NR and NCR over this section. The

various requirements for running the trains at 160 kmph & at 200 kmph were deliberated and following

course of action was considered :-

(i) NR and NCR to reduce the pre-sag and increase tension in Delhi-Agra section within next 1 to 2

months‟ time and observe the effect of these changes on the hit marks on pantograph.

(ii) For all new works, doubling, tripling etc works, the new OHE should be installed fit for 200 kmph

speed.

(iii) The existing Delhi-Bombay and Delhi-Howrah routed should have capacity augmentation to make

the OHE fit for 160 kmph.

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(iv) Wind tunnel test should be conducted by ED/SE/Co-Ord/RDSO on the pantograph to check the

effect of high wind pressures on its lateral movement.

As regards spring ATD, specification has been prepared by RDSO and sent to Railway Board. As

per Railway Board‟s advice, specification is being modified to include mounting arrangement of spring ATD

inside tunnels. The process for modification of the specification is expected to take about 2 months –

uploading for 1 month in the first phase and thereafter 2nd uploading for 15 days. It was discussed that as

this is a new item being developed and the specification has already been finalized by the way of uploading

on RDSO web-site, for changes to incorporate the mounting arrangement, the entire process of uploading on

web-site etc. can be dispensed with. TI Directorate to initiate a proposal for taking approval of DG/RDSO or

MTR/Railway Board for relaxing the uploading process and finalize the specification early.

As regards MCI/forged fittings, it was deliberated that the forged fittings are better from reliability

point of view and hence the MCI fittings, where 3 or more sources for forged fittings have been developed,

should be removed from the approved list of sources by both CORE and RDSO. All the Railways to confirm

that they have now revised their tender papers to procure only the forged fittings for these 29 items.

As regards rehabilitation of old OHE, both short term measures of running a separate feeder line and

also to upgrade the OHE for 160 kmph should be initiated by SECR.

Recommendations:

(i) NC and NCR to reduce the pre-sag and increase the tension in Delhi – Agra section where

Gatimaan is running in next 1 to 2 months‟ time.

(ii) ED/EM/Railway Board to issue instructions for adoption of OHE fit for 200 kmph in all new

Electrification works, doubling, tripling etc.

(iii) The existing Delhi-Bombay and Delhi-Howrah routes should have capacity augmentation to

make the OHE fit for 160 kmph.

(iv) Wind tunnel test should be conducted by ED/SE/Co-Ord/RDSO on pantograph.

(v) TI directorate to take relaxation for the RDSO‟s process and finalise the specification of spring

type ATD early.

(vi) 29 MCI fittings for which forged fitting have been developed and more than 3 sources are

available should be removed from the list of approved sources by RDSO & CORE.

(vii) All the Railways to confirm that they have revised their tender papers to procure only forged

fitting for these 29 items.


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.

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New Item

Item No. : 387

Subject : Condition monitoring of OHE and development of instrumented

tower wagon for condition monitoring.

Group : EEM

Proposed by : Railway Board& NR


As availability of blocks is getting lesser by the day, it would be prudent touse condition monitoring

instruments. Providing condition monitoring sensors and transducers on a tower wagon would be a cost

effective solution. These can be used for measuring various OHE parameters like height, stagger,

implantation etc. and data can be further analyzed.

On the basis of the specification developed by RDSO, Railway Board has floated a tender for DETC

with Measuring and Recording Instrument (MRI) - 29 No. Pre-bid queries have been replied to Railway

Board and the expected date of opening of the tender in Railway Board is 12.9.16. This will take care of the

concerns of NR.

Deliberations:

At present, real time condition monitoring is used in following areas of OHE:

(1) On line video recording system for current collection system of OHE (OLIVER-G).

(2) Thermal imaging of OHE is being done by Thermal Camera.

Further, in order to assess the condition of OHE, specification for measuring and Recording

Instruments (MRI) has been finalized by RDSO and specification No. TI/SPC/OHE/MRI/0140 has been

issued.

Railway Board is in the process of procuring 29 Nos. of 8-wheeler Tower Wagons fitted with MRI

for condition monitoring of OHE.

Further specification for OHE recording car (NETRA-II) has been finalized (Specification No.

TI/SPEC/OHE/NETRA/0140) and one number is under procurement by Railway Board.

A similar item was also deliberated as item No. 370 during the last ESC. It was deliberated that

RDSO had already summarized the various predictive maintenance/condition based monitoring techniques

vide its letter No. TI/GEN/Railway Board dated 06.04.2015. Though, most of the items listed in this letter do

not use real time online condition monitoring, but these are some of the activities where condition

monitoring is being used on Indian Railway. It was decided that Energy management Directorate of Railway

board will circulate the various condition monitoring techniques submitted by RDSO to all the Railways.

It was also discussed during the 60th

ESC, that not much real time online monitoring techniques are

available internationally also. It was decided that all the Railways will forward any real time online condition

monitoring system, if they come across the same to RDSO. No such details of condition monitoring

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techniques have been forwarded by the Railways to RDSO as yet, confirming the status deliberated upon

during the 60th

ESC. This item was also discussed in the last ESC (Item No. 370). It was deliberated that not

much on-line monitoring techniques are available world over. Railways/RDSO were asked to be on lookout

for such equipment, but no such condition monitoring technique has come to notice of RDSO or even to any

Railway. It was deliberated that some small laser based device is available for measurement of implantation.

Same should be examined by RDSO and standardized for procurement by all the OHE depots.

In order to address the problem of hitting masts on the pantograph of Gatimaan Express, high speed

video camera mapping should be tried out in NR/NCR.

Recommendations:

(i) Railways to be on lookout for condition monitoring technique and send the details to RDSO, if

they come across any such technique.

(ii) RDSO to examine small laser based hand held device for measurement of implantation and

standardize the same for procurement by all the OHE depots.

(iii) High speed video mapping in NR/NCR region should be tried out.


Accepted. In addition, IIT/Chennai 2-3 years back made a presentation regarding stagger

measurement. Details of the same may also be obtained from Southern Railway and be examined by RDSO.

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New Item

Item No : 388

Subject : Development of 9000 HP Electric loco for Passenger services.

Group : ELECT (TRS)

Proposed By : RDSO

CLW’s Note:

At present, WAG-9H locomotive is having 6000 hp with 510 kN starting Tractive Effort. The ratio

of loco horse power to trailing load is near to unity, which needs to be increased to 1.5 or 2 for better haulage

of heavier trains on ruling gradients in the proposed corridor of Western DFCC. Therefore, it is suggested

that the existing WAG-9H locomotive may be upgraded to 9000 HP duly keeping the same design of shell

structure, axle load, starting capabilities. The locomotive will be able to have better acceleration reserve to

attain higher speed. The vital and important equipment like traction transformer, traction converter and

traction motor may be suitably redesigned for upgraded performance with the association of RDSO and

industry partners.

Deliberations:

As far as freight locomotive of 9000 HP is concerned, Railway Board vide letter no.

2015/Elect(TRS)/440/4 Pt dated 12.07.2016 advised to examine the feasibility of up-gradation of WAG9

locomotive from 6000 HP to 9000 HP to run freight train at 100 kmph in order to improve the line capacity

on high density routes.

However, Indian Railways are running Rajdhani & Shatabdi express trains upto150 kmph. LHB

coaches with 200 kmph are under process of development. Moreover, TALGO coaches are also under trial

for high speed. Therefore, there is an urgent need to develop a locomotive of 200 kmph to 250 kmph

potential to cater for such requirement. In order to increase the speed potential of trains equipped with such

coaches to the maximum speed upto 200 kmph, Indian Railways require an IGBT based three phase Electric

locomotive, which shall be able to start and haul Rajdhani/Shatabdi express trains comprising 24/26 number

LHB coaches, in maximum speed range 200 to 250 kmph.

This proposed locomotives of 1676 mm gauge, 7000 kW IGBT based 3-phase drive electric

locomotives shall be suitable for speed range of 200 to 250 kmph with aerodynamically designed cab profile

to reduce air resistance, to haul 24/26 LHB coaches for Rajdhani/Shatabdi express trains of Indian Railways.

WAP7 loco has the potential of 140 kmph only. However for running passenger trains with high

speed, i.e., 160 kmph, RDSO has finalized the plan for running WAP5 in MU with single pantograph.

However, WAP5 MU has no provision for hotel load converter at present. Specification for Hotel load

converter is finalized now. Developmental tender is under process by CLW. Moreover, present design of

locomotive shell is also not aerodynamically designed for high speed, since drag coefficient is about 0.88 as

compared to the requirement of 0.15 to 0.20 for high speed operation.

Therefore, there is a need for a high speed & high HP aerodynamically designed electric passenger

service locomotive fitted with Hotel load converter to run the train with 24/26 coaches in the speed range of

200 to 250 kmph.

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In view of the IR‟s initiatives for development of high speed coaches, there is urgent need for high

speed, high horse power electric locomotives.

Recommendations:

RDSO may prepare suitable specification for high speed locos and Railway Board may sanction a

suitable project for development of high speed, high horse power passenger service electric locomotives.


(i) RDSO may prepare suitable specification for up-gradation of WAG9 locomotive from 6000 HP

to 9000 HP to run freight train at 100 kmph with higher balancing speed vis-a-vis 6000 HP

WAG9 loco and its passenger variant to run passenger train at 160 kmph (Gatimaan) with 16 to

18 coaches against 12 coaches being hauled by WAP5 loco at present.CLW to float Expression

of Interest (EOI) to explore the possibility of this upgrade in association with RDSO and global

locomotive manufacturer.

(ii) RDSO to prepare specifications for development of a new high speed, high horse power

passenger locomotives suitable for 200 kmph to run the latest design of LHB coaches fit for

200 kmph. EOI may be floated by RDSO to firm up specifications/design.

Salient Features of proposed locomotive Locomotive Power - 7000 kW (9524 HP)

Maximum Speed potential - 200 kmph (at level track)

- 159 kmph (at 1:200 grade)

- 183 kmph (at 1:500 grade)

Axle load - 21 tonnes + 2%

No. of axles - 6

Weight - 126 tonnes+ 1%

Total Load - 1225 Tones (20 LHB coaches + 2 Hot buffet car + 2 power cars)

Electrics - IGBT based three phase propulsion system

Hotel Load - 2X500 kVA (Two units of 500 kVA per locomotive) at power factor

not less than 0.8. Composite Power converter - Traction Converter with Hotel Load converter.

Main Transformer - Main Transformer with Two separate Hotel load winding.

Traction Motor - Fully suspended three phase traction motor.

Bogie - CO-CO/BO-BO-BO.

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New Item

Item No : 389

Subject : Approved vendor list for IGBT equipment of three phase loco.

Group : ELECT (TRS)

Proposed By : SER


At present there is no approved vendor list for Power Converter, Auxiliary Converter and complete

Propulsion System having IGBT technology. A sizable number of IGBT equipment have gone in service and

therefore, a need is felt to have an approved vendor list for the same.

RDSO’s Note:

As per Railway Board‟s letter no 97/Elect(TRS)/113/4 Pt II dated 15.03.2011 the responsibility to

develop and maintain Traction & Auxiliary converter vendors with CLW.

For complete propulsion with IGBT technology, there is no guideline available about the agency

(CLW or RDSO) to maintain approved vendor list.

Deliberations:

This could not be discussed in view of recommendation of Shridharan committee report. This will be

discussed and decided separately.


Accepted.

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New Item

Item No : 390

Subject : Defining activities for outsourcing of AC/TL/EMU/MEMU.

Group : ELECT (G)

Proposed By : SER


Every year a large number of new trains are being introduced in passenger services. But for maintenance

of rakes, creation of posts is very difficult as very less amount is available in divisional vacancy bank as well as

headquarters vacancy bank of Electrical department. Other departments are not agreeing for giving the money

value available in their respective vacancy banks.

This Railway is running with huge shortage of sanctioned post on date in comparison to requirement.

Therefore, outsourcing of many activities is required for maintenance of passenger carrying vehicles in proper and

safe condition.

Therefore, it is being proposed to define outsourcing of AC/TL & power maintenance activities as has

been done for TRD.

Deliberations:

A committee comprising ED/PS&EMU, CESE/ER, CESE/CR & CESE/NR has been nominated by

Railway Board to review reliability, maintenance practices and suggest corrective measures for 25 kVA inverter,

RMPU, ERRU and DA sets for Power Car vide Railway Board letter No. 2009/Elect(G)/138/I dated 14.06.2016.

Railway Board has nominated a committee comprising ED(PS&EMU)/RDSO, CELE/ECR (Convenor)

and CEE/RS/C.R. for recommending the norms of manpower and maintenance of EMUs/MEMUs with

limitation to homing capacities of the car sheds . The committee has collected the data and suggestions from the

Railways. The detailed analysis of the data received and several issues highlighted by various Railways are being

deliberated upon. The report of the committee will be submitted to Railway Board by 15th October 2016.

Recommendations:

1. The committee comprising ED/PS&EMU, CESE/ER, CESE/CR & CESE/NR to review reliability,

maintenance practices and suggest corrective measures for 25 kVA inverter, RMPU, ERRU and DA

sets for Power Car shall submit the report to Railway Board by 31.10.2016 covering all the aspects.

2. The committee comprising ED(PS&EMU)/RDSO, CELE/ECR (Convenor) and CEE/RS/CR for

recommending the norms of manpower and maintenance of EMUs/MEMUs with limitation to

homing capacities of the car sheds shall submit the report to Railway Board by 15.10.2016.

3. Railway Board will examine the report for issuing further instructions to Zonal Railways and PUs.

(The decision of Railway Board on recommendation for this item shall be communicated separately)

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New Item

Item No : 391

Subject : UES for EMU & MEMU for POH Workshop.

Group : ELECT (G)

Proposed By : SER


At present there is no Yard stick of Unit Exchange Spare (UES) for EMU & MEMU POH

Workshop. Railway Board has issued letter no. 98/Elect(G)/181/8/Capital spares dated 20.06.2007 for

maintenance shed only. RDSO vide Technical circular No. RDSO/PE/TC/ EMU/001-2007(Rev-0)

mentioned yardstick of UES for AC EMU & MEMU stock for maintenance sheds & Workshops for

undertaking POH of AC EMU & MEMU stock at Para 1.0 but at Para 2.0 it says that this yardstick for

maintenance shed only and not for workshop. This is contradictory & needs clarification. In this regard two

letters were written to Railway Board from this Railway i.e. Letter No. EL/RSP/Policy/Circular Dated

28.03.2016 & 16.05.2016.

It is experienced that POH Workshop requires minimum 5% of UES for POH of EMU/MEMU to

liquidate the out turn target fixed by Railway Board. A specific stock in workshop needed for unit

replacement to result in less consumption of maintenance down time. As there is no clear guideline for

keeping UES at Workshop, cycle time is affecting. Therefore policy guideline of UES for Workshop may be

discussed in 61st ESC meeting.

Deliberations:

The technical circular No. RDSO/PE/TC/EMU/0001-2007 Rev. 0 for the Yardstick of Unit exchange

spares for EMUs/MEMUs was issued by RDSO for both workshops and sheds. It is further clarified that the

yardstick for UES is applicable to the workshops also for the works carried out for POH in EMUs and

MEMUs.

All the Railways have also been advised accordingly.

Recommendations:

After the discussion, it has been decided to close this item as all the Railways have already been

advised for the UES for EMU & MEMU car sheds and Workshops.


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New Item

Item No. : 392

Subject : Enhancement of capacities of RMPUs, Inverters & other AC

equipments of SG AC coaches.

Group : ELECT (G)

Proposed by : SR


In SG Roof Mounted AC coaches, 02 Nos. of 25 kVA under-slung inverters are provided, each

feeding one RMPU during normal condition. In case of failure of any one inverter, the other inverter is used

to feed one compressor of the other RMPU. However, the performance is not satisfactory at all conditions.

In this regard, the following aspects are brought out.

i. Though the inverters are conforming to RDSO specification, their capacity is not adequate to

take the load of third compressor continuously at all weather conditions.

ii. Even when continuous working of the third compressor is possible, the temperature inside the

coach could not be maintained within acceptable levels during summer day runs.

iii. Further, while analyzing the RMPU failures during the summer, it is observed that, the heat

transfer of the condenser units is not sufficient when the ambient temperature goes beyond 45

deg C. It is leading to higher temperature in the system and tripping of overload protection in

addition to reduction in AC system performance to a significant extent of upto 30%.

Southern Railway has already advised the issue to RDSO vide letter no. E.5/III/Inverter dated

18.06.2014. Therefore, it is necessary to review the design aspects of Inverters and RMPUs to obtain the

required performance even during high ambient temperature up to 500 C & to take care of failure of

equipments on line.

It is suggested to redesign the AC coach equipments for higher capacities & to have

redundancy for major equipments to avoid complaints enroute.

Deliberations:

Existing RMPUs of LHB and Self Generating (SG) coaches of cooling capacity of 7 ton are

designed for 500o C ambient temperatures. However, due to degradation of condenser coils on account of

chocking of fins etc., the cooling capacity of RMPU gets affected. In this regard, Zonal Railways are advised

to implement the SMIs issued by RDSO from time to time.

Further, as per decision of 60th ESC, RDSO has developed the specification for 8 ton RMPU for

LHB AC coaches. The specification for 8 ton RMPU for SGAC coaches is under progress.

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During 60th ESC, it was also decided that RDSO shall examine provision of existing 25 kW

Alternator with modifications in ERRUs and existing 25 kVA inverter with capacitor bank for use with 8

Ton RMPU.

The issue for use of 8 Ton RMPU in SG AC coach with 25 kW Alternator with the proposed

modified ERRU to deliver 30 kW power and the existing 25kVA inverter with capacitor bank has been

examined by RDSO and vide letter No. EL/7.1.38/2/Conv. dated 26th July 2016, Railway Board have been

requested to issue suitable directives for development of 30 kW controller suitable for the existing 25 kW

Alternator to deliver 30 kW power as a cost effective solution for higher power requirement in coaches to be

fitted with 8 Ton RMPUs along with 25 kVA inverters for the time being and with 32.5 kVA inverter after

its development.

Recommendations:

1. RDSO shall expedite the development of specification for 8 ton RMPU for SGAC coaches.

2. A proposal to generate 30 kW power from the existing 25 kW Alternator with modified ERRU has

already been sent to Railway Board for further instructions.

3. The specification of 32.5 kVA Inverter has already been issued by RDSO. The development of

vendor may be expedited by RDSO.


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New Item

Item No. : 393

Subject : Standardization and inter-changeability of components in

conventional AC and TL coaches.

Group : ELECT (G)

Proposed by : SR & NR


SR’s Note:

Various makes of RMPU AC plants are in service. Even though similar type of parts exist in all

makes, part of one make does not match with the same part of other make due to difference in dimension,

fixing arrangements etc. This necessitates stocking of spare parts of all makes resulting in huge inventory. It

is suggested that the following parts are standardized and made interchangeable with any make to achieve

better availability, reduction in maintenance time, easy procurement, less inventory etc.

i. Return Air Filters

ii. Filter Access doors for conventional RMPU

iii. Condenser fan housing

iv. Blower housing

v. Vane relay

vi. Air heater

vii. Return air/ fresh air canvass duct frame

viii. Accumulator

ix. Capillary

The Magnetic Amplifiers used in the different makes of RRUs are not interchangeable. Their

dimensions, connections and technical parameters are different. In case replacement required, this

necessitates procurement of magnetic amplifiers of all makes from the OEMs on PAC. There is poor/short

supply by some makes and this causes delay in repairing of RRUs.

Hence, it is suggested that Magnetic amplifiers used in 4.5 kW & 25 kW RRUs may be standardized

so as to make it interchangeable for all makes. This will ensure availability, faster repairing, less inventory

etc.

Standardization of Light fittings, Night light fittings & Berth light fittings in coaches:

Presently, different types of lights fittings, night light fittings and berth light fittings are provided in

coaches manufactured by ICF & RCF. The above types of fittings get changed from batch to batch from the

PUs for improvement. But, the fixing dimensions, openings etc. also get changed whenever models of

fittings get changed and it makes very much difficult for the maintenance depots and POH Workshops

during replacement of the above fittings as stock of all models/types of fittings are to be maintained. This

will increase the inventory as well.

Another important issue is that many of the manufacturers of the above mentioned light fittings are

not ready to supply fittings/ spares to the requirement of Shops/Depots since the ordered quantity is small

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when compared to quantity ordered by PUs. Hence, it is suggested that whenever fitting design is changed, it

should be ensured that the fixing arrangement, dimensions, cut-out size may be maintained as same. All the

light fittings may be made interchangeable with the existing opening and fixing arrangements provided in the

coaches.

NR’s Note:

To avoid heavy inventory of cooling coils, condenser coils in different makes of RMPUs & CIPs in

ERRUs, standardization is required to ensure interchangeability of cooling coils, condenser coils in different

makes of RMPUs & mounting arrangement/CIPs of different makes of ERRUs.

Deliberations:

a) This agenda item has already been discussed in 27

th MSG. RDSO has already standardized the

access door, Vane relay, fixing arrangement of blower assembly of SGAC RMPUs. For LHB RMPU

all the filters have been standardized.

b) The issue will be examined.

c) RDSO has already issued revised specification No. RDSO/PE/SPEC/TL/0091-2016(Rev-1) for LED

luminaires for passenger coaches in which the standardization of light fittings have been taken care

of.

d) SCR informed that though RDSO has achieved interchangeability of AC motors of RMPU, however,

the AC motors fitted in RMPU of AC coaches are not interchangeable.

Recommendations:

1. RDSO has already standardized the AC motors of RMPU of LHB and SGAC coaches. However

RDSO should also explore the possibility of interchangeability of Condenser coils of various makes

of RMPU.

2. Zonal Railways and PUs shall expedite the fitment of LED lights as per RDSO specification in all

passenger coaches.


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New Item

Item No. : 394

Subject : Mechanization of new RE works and OHE replacement in

Railways.

Group : RE & EEM

Proposed by : NR


There is a need for mechanized replacement of catenary and contact wires due to regular wear and

aging or inherent defects like brazed joint contact wire.

Deliberations:

On the basis of a specification developed by RDSO, Railway Board has floated a tender for Self

propelled Multi-Utility Vehicle (SPMUV) for 04 numbers. The responses to the pre-bid queries for the same

are being advised to Railway Board. The vehicle shall be able to haul the stringing vehicle, so that the mast

erection and wiring of contact and catenary are mechanized.

Tender for procurement of self propelled wiring train has been opened in Railway Board and has

been sent to RDSO for technical scrutiny. The same should be expedited.

Report on introduction of new Technology for Pre-cast foundation on OHE prepared by RDSO has

been accepted by Railway Board. CORE should modify by introducing NS item in an existing contract and

try out this pre-cast mechanized foundation scheme within next 3 months, so that this may be implemented

on regular basis to speed up Electrification work.

Recommendations:

(i) RDSO to submit technical scrutiny early to Railway Board for procurement of self-propelled

wiring train.

(ii) CORE to try out the pre-cast mechanized foundation scheme within 3 months‟ time, so that it

may be cleared for implementation on regular basis to speed up Electrification works.


(i) Precast foundation may be initially tried in one Project and based of experience gained in six

months; it may be extended to future projects. Further, in large RE works to be executed on

EPC contracting system and wherein a clause may be introduced for use of mechanization for

wiring of catenary and contact wire and mast erection through cranes etc.

(ii) In this respect approval earlier obtained from Board (MTR) on the report of RDSO as per

which RVNL, CORE & Northern Railway to go ahead with it.

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New Item

Item No. : 395

Subject : Improving passenger comfort of AC coaches.

Group : ELECT (G)


Deliberations:

Parameters of passenger comfort in AC coaches as per American Society of Heating, Refrigerating

and Air-Conditioning Engineers (ASHARE) and BS EN 13129-1: 2002 standards are as under:

Comfort: Agreeable sensation perceived by a person concerning his climatic environment.

Factors affecting comfort of passengers in AC coaches:

Air Temperature

Air speed

Relative humidity

Noise Emission

As per the climatic zone of India, the comfort parameters as per the above standards are as under:

SN Parameter Value as per standard Design value in AC coach

1 Interior Temperature 25° C 23-25° C

2 Fresh air requirement per

coach

15 m3/hr/person 15 m

3/hr/person

3 Relative humidity 40 – 60 % 40 – 60 %

4 Noise level 60 db 60 db (LHB)

In the existing LHB EOG AC coaches, microprocessor based controller is available along with NTC

sensor and humidity sensor for control of RMPU which control the coach temperature in the range of 23-25°

C and humidity in the range of 40-60 % for desired comfort level of the passengers.

However, the air conditioning in the existing SGAC coaches is based on temperature control only.

There is no humidity or air flow control for better passenger comfort. The existing electronic thermostat of

the SGAC coaches has one range of temperature setting of 23-25˚C (cooling mode) in summer and 19-21˚C

(heating mode) in winter. There is only one NTC sensor which senses the return air grill temperature for

controlling the air conditioning.

In this regard, Railway Board has already advised Northern Railway for development of electronic

thermostat controller for SG AC coaches based on IIT/Delhi design.

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Further, following suggestions are proposed for better passenger comfort in AC coaches:

i) Provision of fans in LHB AC coaches to avoid complaint of less cooling in case of

overcrowding etc. of the AC coach.

ii) Individual control of air-conditioning in AC coaches.

Recommendations:

1. RDSO should expedite the reduction in heat load of the AC coaches for improving Air-

conditioning by exploring the use of heat insulated paint on roof top of the coaches, use of thin

films on glass windows and use of LED lightings.

2. Zonal Railways and PUs should provide carriage fans in LHB AC coaches.

3. Use of fire retardant Silicon foam or other equivalent materials as cushioning arrangement by

PUs.


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New Item

Item No. : 396

Subject : Adoption of 9.8 m mast in all future RE projects.

Group : RE

Proposed by : SCR


There have been many cases of large scale cess raising and track lifting/packing in various sections

of S.C.Railway, where masts have gone deep down in the soil with contact wire height going as low as 5.2

m. The track levels continue to rise after completion of the electrification year-after-year. The problem is

mainly observed in open routes.

At present the minimum height of OHE structure is kept 7.65 m above rail level as per design for 9.5

m masts/structures. The present margin is of the order of 15cm above top fitting for future track raising.

This margin is hardly sufficient. In many cases, during initial electrification itself, it is observed that this

margin of 15 cm is no longer available due to grouting mistake (i.e. over grouting) done during initial

execution of work.

Therefore, it is of the opinion that using of 9.8 m mast may solve the problem in all future

electrification works.

Deliberations:

It is advised that due to track level raising, as per details mentioned in table given below, the

difference between existing and raised cess level should be only 150 mm.

As per the design of mast, 150 mm margin is available above the top mast fitting, therefore as per

design, there should not be any need to increase the length of OHE mast which is. 9.5 m.

SN Type of

Sleeper

Ballast

Cushion

Type of

Rail

Total Remarks

1. Wooden -

130 mm

300 mm 60 kg-

172mm

602 mm say

600mm

As per Existing Cess level is 600

mm.

2. Concrete-

210 mm

350 mm 60 Kg-

172 mm

732 mm say 750

mm

Raised Cell level is 750 mm.

Thus increasing the length of mast is not recommended as it involves unnecessary extra expenditure.

The group may indicate, whether such a problem has been observed in other railways or is it only in

SC Railway.

RDSO indicated that increase in height of OHE mast will lead to increase in cost of mast. Also the

bending moments will increase and size of foundation and type of structure may need to be increased, hence

the present design should continue. However, may railways indicated that the problem is not confined only

to SCR, but is prevalent in almost all the Railways, as the track is being raised repeatedly and eating away all

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the track raising margin. It was, therefore, decided that the length of the OHE structure should be increased

from the present level of 9.5 m to 9.8 m.

Recommendations:

The length of OHE structures should be increased from present level of 9.5m to 9.8 m. RDSO to

revise the structures and employment schedule wherever required.


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.

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New Item

Item No. : 397

Subject : Development of Management Information System (MIS) for

OHE maintenance (TRD management system).

Group : EEM

Proposed by : SECR


Data keeping in TRD department at depot level is manually done in registers prescribed in ACTM.

Retrieval of data from manual record is very cumbersome and time consuming. Further proper

analysis of maintenance requirement at critical locations, identification of overdue locations, requirement of

power blocks are also based on manual records and depends on the expertise of the Supervisors/ability of the

technicians. In order to have uniform system of record keeping and report regeneration MIS can be

developed.

Each depot will have TC/PC for feeding data. Centralized server at Divisional level/Zonal level will

store data. Report regeneration from this system will facilitate analysis of maintenance requirement and

carrying out directed and preventive maintenance of OHE and PSI installations.

Deliberations:

Software for analysis of failure is available on RDSO web-site. However, the same is not being

utilized as Railways are not filling the date. All the Railways were requested to periodically update the data

on the website.

One pilot project for traction distribution management system (TDMS) has been undertaken by NR

in consultation with CRIS. Delhi and Ambala divisions have been identified for this pilot project.

Northern Railway to give details of this work to all the Railways and all the Railways to propose and

get the work sanctioned for TDMS.

Recommendations:

(i) All the Railways to regularly update the data of failures on RDSO‟s web-site.

(ii) Delhi and Ambala division of NR have been identified for initial implementation of TDMS

project.

(iii) All the Railways to propose TDMS and get it sanctioned.


Accepted.

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New Item

Item No. : 398

Subject : Enhancement of codal life of TL/AC coach batteries from 48

months to 54 months.

Group : ELECT (G)

Proposed by : CR


Background:

At present, the codal life of batteries is 4 yrs and periodicity of POH of TL/AC coaches is 48 months

so at the time of 2nd

POH, battery exhaust its life of 3 yrs and if we put these batteries in the coach, then the

coach has to run with over aged batteries for more than 6 months when it comes for 3rd

POH which affects

the performance of the coach.

Proposal:

Hence, there is need to enhance the codal life of batteries 48 months to 56 months, it will match the

periodicity of POH i.e. 18 months. This will be more suitable because in most of AC/Non AC coaches

VRLA batteries are being used nowadays.

Deliberations:

As per Railway Board‟s letter No. 2002/AC-II/1-10 dated 24.05.2006, the codal life of batteries is 4

years. Keeping in view the increase in POH cycle from 12 months to 18 months, RDSO has recently revised

the specification for VRLA batteries to achieve the life of 05 years by increasing the requirement of life

units.

Recommendations:

RDSO has already issued revised specification for VRLA batteries with the increased life units.

Zonal Railways & PUs should procure and use the batteries as per the latest specification of RDSO.


of 59

New Item

Item No. : 399

Subject : WAP-5 multiple operation for high speed trains upto 160 kmph

with 25 kV MU coupler, TPWS, H type coupler and modified

cattle guard.

Group : ELECT (TRS)

Proposed by : NR


CRS/NC circle has already sanctioned EBD & COCR trials of WAP-5 MU with single pantograph

& 12 LHB coaches up to maximum speed of 160 Km/hr but trials by RDSO are yet to be conducted & may

be expedited.

Deliberations:

For running WAP5 MU with single pantograph with 110 kmph on IR has already been obtained by

Western Railway. However, for 160 kmph run between NDLS – AGC following action to be taken as

pointed out by CRS.

1. Fitment trial of H-type tight lock coupler with design of soft draft gear.

2. Modified design of cattle guard.

3. Confirmatory Oscillograph Car Run (COCR) test trials.

4. Provision of TPWS in locomotives.

Fitment trial of H-type tight lock coupler with design of soft draft gear has been done on

WAP5/WAP7 Electric locomotives vide RDSO‟s letter no. EL/3.2.119/CBC dated 11.03.2015 and two

sources are available for such H-type coupler. Similarly, Modified design of cattle guard has been developed

for WAP5 locos with RDSO drawing no. SKDL-4759 Alt. „A‟. The CLW & NR have already been advised

for provision of suitable H-type coupler and cattle guard in WAP5 locomotive to make it fit for 160 kmph

speed. S&T Department will provide TPWS in such locomotives as per requirement. Therefore, only COCR

test trial is pending for completion. For this purpose followings have already been done.

a. CRS sanction has been obtained for trial of WAP5 MU with single pantograph upto speed of 160

kmph as per details given below:

(i) CRS/NCR sanctionno.3499/COCR/NCR/SANC-10/576 for section AGC – PWL.

(ii) CRS/NR sanction no. 2008 / Q-17013/COCR/N. Cir./849-858, dated 29.10.2015 for section

PWL - NDLS

b. ED/Testing RDSO vide letter RM2/RP dated 03.03.2016 requested NR to provide a rake comprising

12 LHB (EOG) coaches for trial purpose. NR is requested to facilitate the same.

WAP5 multiple operation shall be helpful in running passenger trains upto 24/26 coaches with

maximum speed of 160 kmph.

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Recommendations:

Northern Railway should facilitate COCR trials by making available one rake as demanded by

RDSO for four days time. Thereafter CRS sanction should be obtained on priority for running services in

between New Delhi – Agra section.


Accepted.

of 59

New Item

Item No. : 400

Subject : Increase in Periodicity of Maintenance Schedule of locos

including TOH of locos.

Group : ELECT (TRS)

Proposed by : ER

RDSO Ref. : EL/3.6.1


Electric Loco holding of ELS/ASN & ELS/HWH is increasing day-by-day on account of

electrification of new sections and by taking over of trains on Electric over existing sections. Sheds are

facing enormous problems in meeting the requirements of inspection schedules, primarily on account of

shortage of manpower and secondly on account of shortage of inspection pits. With electrification work

progressing fast, pressure of taking over of mail/express passenger trains on electric replacing diesel locos

will increase further. As of now against a holding capacity of 100 locos, ELS/HWH and ELS/ASN is holding

115 and 140 locos respectively.

In the next one year, electrification work up to NJP may get completed which will mean additional

mail/express trains will work on electric upto NJP hence additional locos will be required at ELS/HWH &

ELS/ASN.

Manpower required to carry-out maintenance schedule of locos at sheds is high especially on

conventional locos. There is no creation of post for Electric Loco Sheds on account of non-availability of

matching surrender. A review therefore was done to analyze effectiveness of inspections so as to reduce the

number of inspections without sacrificing safety and reliability aspects of locos, it appears that IA & IB

schedules for WAP4 & WAG5 TAOCHI(P) locos are identical and repetitive; no value addition is done to

ensure reliability during these consecutive minor inspection schedules. It is, therefore, proposed to carry out:

(i) IA inspection after 02 months instead of 40 days for WAP4 and WAG5 TAOCHI (P) locos.

This will make inspection schedule uniform for all locos. TI schedule, however will continue to

be maintained after every 3000 kilometers (being Passenger locos), hence no change.

(ii) There will be no IB inspection schedule for WAP4 & WAG5 TAOCHI (P) locos.

(iii) Revised inspection schedule will be IA 2 months, IC 2 months,

IA 2 months , IC ..........

(iv) Carrying out IC inspection schedule after 120 days for WAP4 & WAG5 TAOCHI (P) locos

will help in ensuring reliability and safety features of these locos because IC schedules are quite

intensive and involve changing of rubber gaskets in brake valves, hence by carrying out IC

schedule after 120 days as it is done now, will ensure reliability of locos. Hence, no change in

periodicity of IC schedule for these locos.

WAP4 & WAG5H TAOCHI(P) will undergo AOH after 18 months as per the present schedule to

ensure proper maintenance of brake-gear, axle box liner, auxiliary machines, etc. Average kilometer earned

by WAP4 locos of ELS/HWH is 18,480 kilometers per month which is quite high, hence, further change in

periodicity AOH schedule is not recommended.

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Similarly, WAP4 locos will be due for IOH after a period of approximately 33 months based on

kilometers earned by it which is close to the present schedule of 36 months and after 65 months for POH

schedule. Present periodicity of POH schedule is 72 months or 12 Lakh kilometers. Hence, IOH and POH

schedules will remain same as it matches with the average kilometers earned by these locos.

AOH inspection will be after 18 months for both WAP4 & WAG5 TAOCHI (P) locos. Similarly,

IOH schedule will be after 36 months for WAP4 & WAG5 TAOCHI (P) locos and POH schedule will be as

it is today. Hence, no change in periodicity of major inspection schedule is proposed. Experience of sheds

indicate observation of major defect in brake gear, gear case and bogie in WAP4 and WAG5 TAOCHI (P)

locos if AOH schedule is not done in time, i.e. 18 months.

Summarizing the above, a comparative table has been prepared indicating the present and revised

schedules of inspection of WAP4 and WAG5 TAOCHI (P) locos and its impact on the maintenance

requirement of locos at sheds:

Existing schedule (Periodicity) Proposed schedule (Periodicity)

Schedule IA IB IC Schedule IA IB IC WAP4 40 days 80 days 120 days WAP4 60 days x 120 days

WAG5

(Taochi)

*Passenger

Loco)

40 days 80 days 120 days WAG5

Taochi(P)

60 days x 120 days

For 100 Loco holding shed, workload of inspection per month will be:

As per existing schedule

(Total inspection per month)

As per proposed schedule

(Total inspection per month)

Schedule IA+

IB

IC AOH Total

inspect

ion/

month

Schedu

le

IA IB IC AOH Total

inspect

ion/

month

WAP4 100 22 05 127 WAP4 22 x 22 05 49

WAG5

(Taochi)

*Passenger

Loco)

100 22 05 127 WAG5

(Taochi)

22 x 22 05 49

* Vide RB‟s letter No. 2008/Elect(TRS)/440/23 Pt. Dated. 01/07/2016 – Maintenance Schedule of

nominated WAG5 TAOCHI (P) locos for passenger services should be followed as per schedule

of conventional coaching locos (WAP4).

It may be seen that number of inspection schedules up to AOH may get reduced by half with this

proposed changed periodicity.

In case of 3-phase WAP7 locos, ER propose to enhance TOH schedule from 18 to 24 months and

IOH schedule after 04 years or 12 Lakh kilometers instead of 4 ½ years or 12 Lakh kilometers, whichever is

earlier. This may lead to a minor change and may not affect reliability and safety aspect of locos. Other

inspection schedules will remain same.

of 59

With these changes as proposed there will be substantial reduction in the number of monthly schedule

inspection of conventional locos at ELS/HWH & ELS/ASN. This will facilitate homing of additional locos.

Ultrasonic testing will continue to be done after 06 months or during IA after IC schedule.

There will be no change in the monthly inspection schedule for WAM4, WAG5H and WAG7 locos

utilized in freight services.

ESC may deliberate on these issues and give necessary direction. This will help in improving the

reliability of the locos and will also create room for maintaining higher holding of locos within the available

infrastructure and manpower for the time being.

There will be saving in cost of maintenance per loco on account of reduction in number of staff/loco.

Deliberations:

(A) Existing &proposed IA, IB, IC schedules for WAP4 & WAG5Taochi (P) electric locos:

Existing Schedule(Periodicity) Proposed Schedule(Periodicity)

Schedule IA IB IC Schedule IA IB IC

WAP4 40days 80days 120days WAP4 60days X 120days

WAG5Taochi

(Passenger

Loco)

40days 80days 120days WAG5Taochi

(Passenger

Loco)

60days X 120days

(B) Existing & proposed TOH schedules for WAP7 electric locos:

Existing TOH Schedule Proposed TOH schedule

18 months 24 months

(C) Existing & proposed IOH schedules for WAP7 electric locos:

Existing IOH Schedule Proposed IOH schedule

4½ years or 12 lakh km whichever is earlier 4 years or 12 lakh km whichever is earlier

(D) SCR has proposed to increase in kilometer criteria for POH schedule of WAP4 loco from 12 lakh

kilometers to 15 lakh kilometers as under:

Existing POH Schedule Proposed POH schedule

6 years± 3 months or 12 lakh kms, whichever is

earlier

6 years± 3 months or 15 lakh kms, whichever is

earlier

(E) SCR has proposed to increase in periodicity of WAG9 loco for TOH schedule from existing 18

months to 24 months as under.

Existing & proposed TOH schedules for WAG9 electric locos:

Existing TOH Schedule Proposed TOH schedule

18 months 24 months

The proposal of SCR for revising the periodicity of POH schedule of WAP4 and TOH schedule of

WAG9 loco have been sent to Railways for comments vide letter no. EL/3.6.1 dated 03.03.2016. WCR & SR

accepted the proposal for revision of aforesaid periodicity for WAP4/WAG9 and WAP4 locos vide letter no.

WCR/Loco/05/2221/1726 dated 20.05.2016 and E221/II/4 dated 23.05.2016 respectively. Based on

acceptance of proposal by WCR & SR, Railway Board has been requested to approve the aforesaid

periodicity.

The members agreed with the proposal of increasing the periodicity as mentioned above. CEE/NCR

expressed the need for ensuring the wheel wear under limit while increasing the periodicity. It was pointed

out that wheel wear limit of WAP4 locomotive has already been increased vide RDSO‟s letter no.

of 59

EL/3.1.35/2(3 Ph) dated 08.08.2012 to 6 mm for root wear limit. (Copy of the letter is placed at page no. 58

& 59)

Recommendations:

Railway Board may agree with the proposal for increasing the periodicity as proposed for WAG5

with Taochi motor for passenger service, WAP4, WAG9 and WAP7 locomotives.


Proposed periodicity accepted.

of 59

New Item

Item No. : 401

Subject : International Standard for driver cab in electric and diesel

locomotives.

Group : ELECT (TRS)

Proposed by : CLW

Note of CLW:

1. At present, many types of locomotives are being used by Indian Railways. The design and layout has

evolved over time through requirement and experience. A major variation can be seen in cab layout

and in equipment location within Cab in these locomotives even through governing operational

requirement and guideline is same.

2. A standard layout is expected to minimize the scope of interpretation for solutions that meet the

requirements, identify deviations/non-compliance of functional requirements. Further it reduces

costs for maintenance and spare parts and cost for training of drivers. It also ensures compliance

with regulations and directives.

3. High attentiveness and alertness of driver is essential for running of locomotive on line safely. For

higher level of alertness, Driver must devote maximum possible attention to signals and obeying

their aspects. Therefore the driver must be able to carry out all operational control actions without

being distracted from observing the track system and signals.

4. Further, Driver must at all times be able to monitor clearly, unambiguously and immediately the

important locomotive parameters like speed, TE/BE demand and brake pressure during the running

of the train under all lighting and operating conditions.

5. UIC standard provide recommendations to ensure the unrestricted, safe and efficient operation of

rolling stock for driver-machine- interfaces. These technical recommendations are derived from

operation, ergonomic aspects and safety. They provide a framework for designing cab-functions and

driver-machine- interfaces allocated to the intended operating purpose of the rolling stock.

6. Discussion may be held to standardize the following aspects in Electric Locomotive Cabs:

a. Overall design for Driver Desk to allow drivers unrestricted and unobstructed operation when

seated.

b. Use of visual and audible information. A strict standard should be implemented in order to avoid

unnecessary distraction.

c. Location of essential/non-essential controls like reverser, throttle, A9/SA9 Handle, Emergency

Push Button, Sanding etc.

d. Location and placement of various displays and gauges.

e. Location of Hand/Foot operated switches.

f. Location of Driver Machine interface for systems under development and planned for operation

for fitment.

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Deliberations:

Three phase loco cab design is as per the original cab design of M/s ABB loco. Loco pilots are

already conversant with the various equipments and controls provided in cab. Therefore, change in location

of existing layout is not desirable.

However, for any new loco design further improvement can be done. In addition to this, the

location/layout of retrofitted equipments like DPWCS or TPWS requires standardization in three phase

locomotives. CLW may identify the location and layout of such equipments in existing cab of 3-phase

locomotives for accommodating these equipments.

The members felt a need for improving the better cab design by adopting suitable material, LCD

display gauges, provision of space for DPWCS, TPWS etc.

Recommendations:

CLW should develop 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.

of 59

New Item

Item No. : 402

Subject : Manufacturing of EMU/MEMU with modern features like

stainless steel car body, forced ventilation, Cab air conditioning,

Air spring, improved seating and higher maximum capabilities.

Group : ELECT (G)


Deliberations:

EMU:

RDSO has incorporated the provision for Cab Air conditioning, Forced air ventilation system and

provision of Pneumatic suspension in secondary stage in the specification of EMU NO. RDSO/2006/CG/B-

05(Rev 4) in June 2011. Further, the fire retardant properties of the covering and cushioning material and

stainless steel seat frame has also been incorporated in the above specification.

MEMU:

Railway Board has advised to incorporate Driving cab air conditioning, forced ventilation, stainless

steel car body in the technical specification of MEMUs. Necessary corrections in the specifications of

MEMU with 3 phase Electrics are being made by RDSO.

Also speed certificate for MEMU having conventional electrics and pneumatic secondary suspension

at 110 kmph has been issued by RDSO for tracks maintained to C&M Vol.1 and 105 kmph on tracks

maintained to other than C&M Vol 1.

The maximum operating speed of MEMU in Kanchrapara project having 3 Phase propulsion system,

50% powering and fully suspended Traction motors has been kept as 130 kmph in the technical

specifications.

Recommendations:

Railway Board has advised the Production Units to provide the improved features like SS car body,

forced ventilation and cab air conditioning in EMUs.

RDSO shall make necessary changes in the specifications for MEMUs to incorporate the modern

features like SS car body, forced ventilation, cab Air-conditioning, Air springs in suspension, improved

seating etc.


of 59

Part-II (Review of Items of 60

th ESC)

of 59

Part-II Review of Status of recommendations of the 60

thESC meeting held at Ooty, Southern Railway

on 26th

& 27th

OCTOBER’ 2015

Item

no.

Subject Recommendation of

ESC

Decision of

Board

Present Status obtained from RDSO

and concerned directorate of Railway

Board

363 Strategy to

proliferate

Distributed

Power Wireless

Control Systems

in freight locos

over IR.

RDSO should interact

with Industry as well

as technical

institutions to design

uniform

communication

protocol, encoding

and encryption

system to ensure

inter-operability.

Feasibility of SIL

certificate of the

equipment by

manufacturers to be

explored so that CRS

sanction for long haul

operation can be

expedited.

Accepted.

However the

procurement

against the

sanctioned RSP‟s

should be

expeditiously

processed as per

the latest

technical

specifications.

- Specification No.

RDSO/2008/EL/SPEC/0074, Rev.

„1‟ issued on 14.12.2011 for

DPWCS has finalized by RDSO.

- SMI for the maintenance of

DPWCS has been issued vide letter

no. EL/3.1.3/DPWCS dated

16.08.2016.

- Railways have been advised to

procure against the sanctioned RSP.

- Eligibility criteria for the

procurement of DPWCS has also

been communicated to Railways.

- Meeting with OEMs of DPWCS is

being regularly held for

interoperability and SIL

certification. Action Plan decided during 61

st ESC:

It was decided to procure DPWCS with

AMC for three years after warranty

period. 364 Provision for

High Speed/High

H.P.

Locomotives.

WAP-5 locomotives

with upgraded drive

gear system can be

considered both in

single as well as MU

(with single

pantograph) for

running of trains up

to 200 Km/h in

future.

As actual field trials

of trains running at

200 Km/hr shall not

be possible in near

future due to non-

availability of

necessary

infrastructure, RDSO

can carry out

dynamic and train

running time

simulation studies for

different

combinations of

Accepted. i. Train running time simulation is

already done and also presented in 60

ESC.

ii. CRS/NC and CRS/N circle have

already been sanctioned EBD and

COCR of WA5 MU with single

pantograph. RDSO vide letter

RM2/RP already sough a rake

comprising 12 LHB (EOG) coaches

for trial from NR. Reply of NR is

awaited.

iii. RDSO has uploaded the draft

specification for development of

propulsion equipment for WAP-5

locomotive including 2x500 kVA

hotel load converter for comments.

Action Plan decided during 61st ESC:

Already elaborated in item no. 388.

of 59

Item

no.


ESC

Decision of

Board



Board

locomotives and

number of coaches.

Meanwhile, CRS/NC

circle has already

sanctioned EBD &

COCR trials of

WAP-5 MU with

single Pantograph &

12 LHB coaches up

to a maximum speed

of 160 kmph in New

Delhi – Palwal

section while for

Palwal – Agra it is

awaiting CRS

sanction, same should

be expedited.

RDSO and CLW to

develop Hotel load

converter for WAP-5

locomotive on

priority as number of

important EOG trains

are already being

hauled by WAP-5.

365 (i) Improving

the Powering

Ratio of

MEMU

rakes.

(ii)

a) Enhancin

g the

maximu

m

permissib

le speed

of

MEMUs

from 100

kmph to

110

kmph.

b) Air

Condition

ed

MEMUs.

1. The maximum

operating speed of

conventional EMUs

should be kept as

100 kmph.

2. The maximum

operating speed of

3- Phase EMUs

should be kept as

110 kmph.

3. The speed of 3-

Phase MEMUs in

future should be

kept as 130 kmph.

4. In view of

constraints in

production capacity

in PUs &

workshops and

problems of

overdue POH

coaches, the

existing system

should continue in

MEMUs

Para 1:

Accepted.

Para 2:

Accepted.

Para 3:

The maximum

operating speed

of 3-phase

MEMUs in future

should be kept as

130 kmph with

fully suspended

traction motor.

Para 4:

Existing

conventional

MEMUs should

continue in 1

DMC+3TC unit

formation. So

should be the

case with 3-phase

MEMUs with

ICF bogie.

However, 3-

The maximum operating speed of

MEMU in Kanchrapara project

having 3 Phase propulsion system,

50% powering and fully suspended

Traction motors has been kept as

130 kmph in the technical

specifications.

of 59

Item

no.


ESC

Decision of

Board



Board

(1DMC+3TC unit

formation).

5. The energy

consumption of the

air-conditioned

MEMU would be

quite high when

compared to non-

air-conditioned

MEMU on account

of the air-

conditioning load.

The typical value of

specific energy

consumption (SEC)

for air-conditioned

EMU/MEMU

approximately is 44

kWH/1000 GTKM

while the SEC for

non-air-conditioned

EMU/MEMU is 28

kWH/1000 GTKM.

Hence, the option

for operating air-

conditioned MEMU

is, at present, not

economical from

energy

consumption point

of view.

phase MEMUs in

future may have

50% powered

axels for higher

acceleration and

deceleration &

higher maximum

operating speed.

Para 5:

Accepted.

366 Construction of

MEMU/EMU

Car Sheds with

partially covered

sheds to reduce

cost.

In view of the

deliberations, there is

need for a fresh look

into the design of the

new EMU/MEMU

Car sheds considering

the latest designs

such as three tier

inspection system,

washing facilities etc.

Accepted.

Committee

comprising of

CEE/RS/WR,

CETE/NR,

CETE/ER &

ED(PS&EMU)/

RDSO

(Convener)

should finalize

drawings and

M&P

requirements of

EMU/MEMU

sheds for 12 car

(extendable to

15/16 car) for

10/20/30/40

rakes in three

The committee comprising of

ED(PS&EMU)/RDSO (Convenor),

CEE/RS/W.R and CETE/NR for the

preparation of Guidelines for

construction of EMU/MEMU car sheds

has deliberated upon the issues under

consideration and the report is under

preparation and will be sent to Railway

Board for approval by 30th September

2016.


The car shed should be constructed as

per the design of new car shed made at

Virar in WR.

of 59

Item

no.


ESC

Decision of

Board



Board

months time.

367 Development of

Higher Capacity

RMPU for AC

coaches in

Mail/Express

Trains.

RDSO shall develop

8 TR RMPU for LHB

as well as self

generating AC

coaches especially in

3-tier AC coach

where requirement of

higher capacity air-

conditioning is

immediately required

due to more number

of passengers.

However, for SGAC

coaches, a 30 kW

alternator and 32.5

kVA inverter will

also be used in

coaches where 8 TR

RMPU will be

installed.

Accepted.

8 TR RMPU

should be

developed for

both 2-tier & 3-

tier AC

coaches, LHB

as well as SG

AC coaches.

Provision of

existing 25kW

alternator with

modification in

ERRUs &

existing 25kVA

inverter with

capacitor bank

for use with

8TR RMPU

should be

critically

examined by

RDSO and

advised to

Board for

taking further

decision.

The specification for 8 Ton RMPU for

LHB AC Coaches has been finalized

and the specification for 8 Ton RMPU

for SGAC Coaches is under preparation

The issue for use of 8 Ton RMPU in

SG AC coach with 25 kW Alternator

with the modified ERRU to deliver

30kW power and the existing 25 kVA

inverter with capacitor bank has been

examined by RDSO and vide letter No.

EL/7.1.38/2/Conv. dated 26th July

2016, Railway Board has been

requested to issue suitable directives

for development of 30 kW controller

suitable for the existing 25 kW

Alternator to deliver 30 kW power as a

cost effective solution for higher power

requirement in coaches to be fitted with

8 Ton RMPUs along with 25 kVA

inverters for the time being and with

32.5 kVA inverter after its

development.

Railway Board vide letter No.

2006/Elect(G)/165/1 Pt. 1 dated

10.08.16 have asked RDSO to examine

the issue.

RDSO have replied vide letter no.

EL/7.1.38/2/Conv. dated 22.08.2016

and asked suitable guidelines in this

regard.

368 (i) Outsourcing of

TRD

maintenance

activities.

(ii)Annual

Maintenance

Contract of

OHE in

Private

Sidings.

It was decided that

only the non-power

block activities

related to TRD

maintenance should

be outsourced. The

Committee of

EDTI(C)/RDSO,

CEE/WR and

CEE/SER to submit

its report to Railway

Board by November‟

2015.

Accepted.

Report has already been submitted to

Railway Board vide letter dated

17.5.2016. Report has been accepted by

Railway Board and circulated to

Railways for implementation.


Report for outsourcing has been

submitted by RDSO to Board and it has

been accepted by Railway Board and

circulated for implementation.

This item may be treated as closed.

369 Instrumentation

in Electric

Since axle box/TM

bearings involves

Accepted, trials

can be done in 2

The meetings were held with M/s SKF,

they have promised to submit the

of 59

Item

no.


ESC

Decision of

Board



Board

locomotives with

Remote

monitoring for

condition

monitoring of

Axle Box & TM

bearings.

safety of train

operation,

instrumentation for

giving indication and

alarm may be tried in

10 locos as

standalone system to

see its efficacy and

utility for further

decisions.

locos each of

WAP-5, WAP-7,

WAG-9, WAP-4

& WAG-7 types.

scheme. Other firms like M/s Timken,

NEI were also requested. Detailed

schemes from these firms are awaited.


The development should be pursued

further.

370 Real time

condition

monitoring of

OHE, PSI

installations and

transmission

lines.

Energy Management

Directorate of

Railway Board may

circulate the various

condition monitoring

techniques submitted

by RDSO to all the

Railways. All the

Zonal Railways to

start giving their

regular feed backs

regarding these


techniques to Energy

Management

Directorate with a

copy to RDSO.

Zonal Railways

should send details of

other real time online


equipment to RDSO

and RDSO should be

on constant lookout

for such type of

equipment and their

applicability on

Indian Railways.

Accepted. Action Plan decided during 61st ESC:

Though not much condition monitoring

techniques are available world over,

RDSO may examine the following

proposals:-

(i) A presentation was given by

IIT/Chennai 2-3 year back

regarding stagger measurement.

Details of the same may be

obtained from Southern Railway

and RDSO to examine.

(ii) A small hand held equipment for

measuring the implantation using

laser technique to be examined.

(iii) High speed Video Camera to be

provided for analysis the cause of

panto grazing mask on Gatimaan

Express.

371 (i) Use of 150

mm2 Silver

Bearing

HDGC

Contact Wire

on 25 kV AC

Traction over

High Density

Routes of

Indian

Railways.

(ii) Use of

The draft

specification for

copper magnesium

catenary wire and

silver bearing contact

wire may be

approved by Board

for use on Indian

Railways. About 75

to 100 metric ton of

copper magnesium

catenary wire may be

ESC

recommendation

for catenary wire

accepted.

However,

regarding higher

size contact

wire, RDSO

may conduct

study as to the

changed

requirement of

(i) Use of 150 mm2 for high density

route will require change in

employment schedule, dropper

schedule and span etc.

(ii) EOI

for emplacement of manufacturer of

Cu-Mg Catenary Wire has been

floated and 12 applicants have been

received. On the basis of

the evaluation done till now, a total

of 08 applicants have been made part

of Select Panel.

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Copper-

Magnesium

Catenary Wire

in place of

Stranded

Copper

Cadmium

Catenary Wire

for 65

mm2 and 125

mm2 Copper

Magnesium

Wire with

current

carrying

Copper

Droppers on

25 kV AC

Traction Over

High Density

Routes of

Indian

Railways.

procured by ECoR

and the balance

quantity (out of the

proposed 300 metric

ton) may be procured

by CORE for initial

trials.

mast, cantilever

etc.


A meeting of officers having high

exposure in traction distribution system

should be called by ED/EM/Railway

Board to deliberate upon the strategy to

augument the power supply system for

train operation at higher speeds.

372 Strategies to

improve

throughput of

Railway

Electrification

Energisation @

2500

RKM/Annum.

CORE and RE

Directorate of

Railway Board may

expedite procurement

of MUV and self-

propelled wiring

train. These may be

utilized for speeding

up the electrification

progress. CORE may

also do brain

storming to find out

ways and means for

speeding up

Electrification

Works.

Accepted.

CORE carry out

detailed study

and bring out

do‟s and don‟ts

for better

Contract

Management

including change

in contract

condition and

other special

conditions of

contract.

CORE should

also plan the

future work on

EPC mode of

contracting after

gaining

experience of

electrification

work of Delhi-

Rewari &

Jaipur-Ajmer

section on EPC

mode of

Remarks given by CORE:

(i) Noted.

(ii) Based on experience relaxations in

eligibility criteria are being done on

the case to case basis with the

approval of GM/CORE. Tenders are

being invited including all supply

items except Power transformer,

Contact & catenary wire and relay

panels for fast and expeditious

execution of works.

RE works can further be expedited if

the activities like preparation of

power supply diagram, TSS site plan

& transmission line works are

transferred to the Zonal Railway as

these activities can be handled by

them more effectively and will save

lot of time of RE organization.

(iii) First tender on EPC mode was

invited in Feb-2014 for Delhi

SaraiRohilla-Rewari, Alwar-

Bandikui-Jaipur-Phulera, & Phulera-

Madar section; are under finalization.

More works will be covered through

EPC based on experience.

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tendering.

In view of the

target of

electrification of

10,000 RKM by

2019-2020

CORE & RDSO

should organize

a meet of

prospective

vendors,

suppliers and

contractors on

regular basis so

that sufficient

numbers of

suppliers,

vendors and

contractors are

available to meet

the targets of

electrification.

(iv) Regular meetings are being held by

CORE with contractors for

expediting execution of various

works.

Action Plan decided during 61st

ESC:

Action has already been initiated by

CORE. Item may be treated as closed.

373 Reduction in

Electrical

clearance for 25

kV AC traction.

The relaxations to

clearances granted

vide A&C Slip No. 7

(issued in March,

2012) may be

continued and any

reduction beyond this

level may be

considered on case to

case basis.

Accepted. Applicable to Railways and CORE.

However, Zonal Railways may

approach for reduction in clearances on

case to case basis as decided in ESC.

374 Right powering

of freight and

passenger trains

to improve

speeds and

reduce journey

time.

In this connection

necessary correction

should be done in

load table of working

time table by Zonal

Railways to make it

in accordance with

load table issued by

RDSO.

Accepted. WR: Loads higher than permissible are

run with special conditions:

Through signals

Non regulations at certain

stations.

Bankers given as per demand.

SWR: Noted.

SCR: For implementing right powering

of freight trains, Operating dept. of SCR

has asked for 104 additional freight

locos. Railway Board have been

advised vide letter

No.E.223/Operating/Right

Powering/Vol.I dated 16.6.215 for

requirement for 104 additional locos for

right powering of freight trains.

SECR: Noted & COM has been

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requested for implementation and

inclusion of revised load table issued by

RDSO (Jun‟2016) vide CEEs letter no.

SECR/Elect/325/16 dated 28.07.16.

CR: Divisions have been advised for

issue of JPO and incorporating load

tables in WTT, as advised by RDSO.

NR: Northern Railway is having mostly

level track and load stalling is not

experienced. Attacking speed boards

have been provided at all the gradient

locations. New load table has been

given to all the divisions and circulated

through COM also. Issue of

incorporating RDSO Load Table in

WTT is being pursued with Operating

department.

ER: Operating Department has been

advised for right powering of trains

according to load as per RDSO

guideline. To speed up the trains and

reduce stalling of the trains especially in

graded section of ER, gradient caution

boards and notch up boards have been

provided at the beginning of each

gradient. Correction in the WTT as per

latest RDSO load table (June 2016) is

under process.

ECR: It will be introduced in time table

& will be followed.

SWR & NWR: Noted.

SER: No comment.


This has been addressed by Mobility

Directorate vide letter no.

2016/Mobility/4/1 dated 07.09.2016,

wherein action plan for right powering

has been elaborated in detail. Zonal

Railways should follow it (copy placed

at page no. 56 & 57)

375 Replacement of

MCI Fitting with

Forged Fittings.

Where ever

forged/SGCI fittings

have been developed,

the same may be used

in place of MCI

fittings.

CORE to delete

number of MCI

fittings from its list of

Accepted. CORE: 100% of MCI fittings deleted

from CORE approved vendor list as the

forged/SGCI fittings are developed for

the same.

SER: S.E. Railway is using forged

fittings for OHE/PSI components in

place of MCI Fittings. But, no single

approved supplier of CORE/RDSO is

available for complete mast bracket

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approved sources for

all such fittings

where sufficient

sources have been

developed for forged

fittings and SGCI

fittings.

fitting assembly. Due to this problem,

S.E. Railway is facing trouble for

procurement.

NWR, SECR & SWR: Noted.

WR: As per Railway Board‟s directives

forged fittings are being used in place

MCI fittings on WR.

SCR: Noted. Forged fittings only will

be procured in future as per RDSO

approved list.

CR: Noted. PL descriptions have been

changed over CR.

NR: Instructions on use of OHE forged

fittings in place of MCI fittings issued

by RDSO vide letter no.

TI/OHE/FTGFE/12 dated 17.06.2012

are being followed. The same has

already been advised to divisions as

well Stores/NR for future procurement.

ECR: All new Procurement is being

done for forged/SGCI fitting from

CORE approved sources.


Zonal Railways to confirm that their

tender documents have been revised and

all the 29 MCI fittings which have been

replaced by forged fittings have been

deleted from their tender documents.

376 Changes required

in the design of

OHE portal

foundations to

avoid

infringement in

working of track

machines in the

yard.

TI Directorate of

RDSO as well as RE

Directorate of

Railway Board

should try to

convince the Track

Directorate of RDSO

and the Civil

Engineering

Directorate of

Railway Board to

reduce the

requirement of

clearances below

track level to 2.25

meters (both in open

line and in yards

where track

separation is

available) (as against

the present specified

Accepted.

RDSO in

consultation

with Track

Directorate of

RDSO to

examine the

maximum

requirement of

horizontal

distance below

rail level from

centre line of

track for

running of

Track

Machines so

that minimum

requirement of

horizontal

distance below

Proposal for amendment to IRSOD has

already been sent to Track Directorate

on 09.06.2016 to reduce implantation in

yards as per earlier SOD value of 2.36

meters as track machine working in

yard may not be possible.


Track Directorate of RDSO should be

once again be approached by TI

Directorate for processing the

amendment in transmission line vertical

clearances, horizontal clearances and to

reduce the implantation in yard.

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value of 2.575 meters

on open route and

2.36 meters in yard)

which will solve most

of the problems of

implantation in yard

as well as

implantation in open

routes.

rail level from

centre of track

from edge of

foundation can

be worked out

present

requirement of

2.575m.

377 Guidelines for

selection of

polluted zone

based on

IS.131314 in new

electrification

section.

The present

guidelines issued vide

Railway Board‟s

letter no.

2002/Elect(G)/161/21

/Vol. II dated

04.07.2012 and

RDSO‟s letter no.

TI/OHE/INS/GEN/13

dated 19.06.2013

should continue to be

followed.

Accepted.

Due to recent

spurt in failures

of composite

insulators,

RDSO should

revisit the

specification of

Polymer

insulators.

One round audit of approved vendors

conducted. Composite insulator

specification is under revision and

posted on RDSO website on

30.08.2016. STR posted on

22.08.2016.

The failures has been discussed with

M/s Wacker (silicone rubber

manufacturer) and concerned vendors

of polymer insulators.

Meeting of approved vendors and M/s

Wacker, called on 22.07.2016 to

discuss the improvements which can

be made in STR and spec of polymer

insulators. The supply details and

performance of polymer insulators

manufactured as per prevailing new

spec (revised in April-2013) sought

from approved vendors.

Specification is likely to be finalized

in consultation with IIT/Kharagpur by

September 2016.


RDSO to carry out audit of all the

Composite Insulator manufacturing

firms and take action where required.

The specification of Composite

insulator to be modified to ensure

improved quality of insulators.

378 Development of

Harmonic filter

for 25 kV

Traction Power

Supply system.

1. Southern Railway

to procure 04

number of already

sanctioned power

quality

improvement

equipment based on

performance

parameters.

2. After

procurement/install

Accepted. Southern Railway is in process for

procurement of harmonic filter.


Southern Railway is in process for

procurement of Harmonic filter. Item

may be treated as closed.

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ation, Southern

Railway should

give the details of

the equipment

procured to RDSO

with a view to

develop generic

specification by

RDSO for

harmonic filters.

3. The specification

for active harmonic

filter to be used

with DRPC

submitted to

Railway Board in

Jan, 2015 may be

pended till

finalization of

generic

specification by

RDSO based on the

experience and

report from

Southern Railway.

379 Development of

Tools, Jigs and

fixtures to carry

out maintenance

under live line to

reduce Power

Block

requirement.

Railways/RDSO

should be on the

lookout for

equipment which can

be used for hotline

maintenance and

reduce the

requirement of power

and traffic block.

However, as no such

equipment is

presently available

for OHE

maintenance, the

maintenance may be

carried out under

power block

conditions.

Accepted. ECR: No hot line maintenance equipment is

used by ECR.

SER NWR WR SWR SCR SECR

CR&ER: Noted.

NR: Noted for compliance.

No feedback has been received from

other Railways till date.

RDSO:

No such equipment has come to

notice of RDSO.

Railways may give details of any

such equipment, if they come across

the same.


All the Railways confirmed that they

are not aware of hot line maintenance

techniques for OHE maintenance,

though in some countries, hot line

maintenance in transmission towers are

being done.

Item may be treated as closed.

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380 Solar Panels in

Passenger

coaches.

Solar panels should

be provided on two

day time intercity

trains for extended

field trials. In this

regard, Railway

Board will issue

suitable directives.

Further, no new

modification in the

electrical

circuit/scheme of the

coaches should be

carried out by

Railways and PUs

without the approval

of RDSO.

Accepted.

Decision to

provide solar

panels on

alternate coaches

(non-air

conditioned)

already

communicated

RDSO has already issued the

specification for provision of solar

panels on roof top of Non AC coaches.

As per Railway Board instruction, NR

and SR have to provide solar panels on

one day running intercity train. Both the

Railways are in the process of floating

tender.

381 Centre for

Developing 3

phase

Maintenance

expertise

including

TCMS/TIMS.

It was agreed that

loco shed/EMU Car

Shed in each Zonal

Railway would be

developed as a centre

of excellence by

ensuring relevant

training, equipping it

with required test kits

and by putting a

system in place to

ensure regular

updation in

coordination with

CLW, ICF, RCF,

RDSO and IRIEEN.

Accepted.

One loco

shed/EMU car

shed in each

Zonal Railway.

SER: Development of infrastructure for

maintenance of 3 phase EMU rakes at

EMU carshed, Tikiapara has been

sanctioned under PB no. 565/16-17.

Eight (08) Supervisor and 31 staff have

already taken training at Kurla car shed

&Thakurli /CETI of C. Railway.

WR:

Electric loco shed/BRCY and Virar

car shed is nominated for Developing

3 phase Maintenance expertise

including TCMS/TIMS

ESD safe Electronic lab with

integrated card testing facilities for 3

Phase locos is available in ELS/BRC

shed. Presently 20 types of cards are

tested in Electronic Lab. Software

Modification is done for two types of

Faults. Remaining 6 cards testing

facility work sanctioned.

SCR:

Loco:

ELS/LGD is identified for developing

centre of excellence.

EMU:

SCR is not holding 3 phase EMUs at

present.

20 units of 3 phase EMUs will be

received at EMU car shed/Moula-Ali

under MMTS phase-II project

(expected in the middle of 2017)

It is planned to depute Supervisors &

Staff of EMU car shed/MLY to Virar

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Car Shed/WR & Kurla Car Shed/CR,

from October-2016 onwards, to have

basic 3 phase EMUs knowledge in

regard to working/maintenance

/facilities required etc.

EMU Car Shed/MLY will be developed

as a centre of excellence for 3 phase

EMUs, in close coordination with

ELS/LGD and WR/CR Car Sheds

where 3 phase Loco/EMU are being

maintained.

CR: Loco: Electric Loco shed Ajni has been

nominated for development as a centre

of excellence. Electric Loco shed Ajni

is having most of the infrastructure

required for maintenance of 3 phase

locomotives (GTO based) Electronic

cards as per RDSO‟s /Technical circular

no. RDSO/2016/EL/TC/ 0135 dated

1.06.2016. Procurement of ESD work

station, solder/de-soldering station,

fume extractor, Antistatic ESD flooring

and storage cabinets are under process.

Testing facilities for IGBT loco

electronics card is not available at

ELS/AQ. This issue has already been

discussed with OEM of IGBT. Follow

up is being done.

EMU:

Noted, Sanpada car shed has been

nominated for development of centre of

excellence.

NR: Electric loco shed Ghaziabad is

nominated in NR & some facilities have

been developed already. In RDSO TC

no. 135, remaining testing facilities are

being done on priority. PDC:

October‟2016.

ER:

Guideline from RB is awaited.

Noted. (Presently ER not having

any 3-phase EMU/MEMU stocks)

ECR: Being followed in GMO/Shed.

NWR, SWR & SECR have noted the

recommendation.


Zonal Railways confirmed that training

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centres have been identified and

facilities are under development.

382 Creation of post

against new

assets against

“Energy Bank”.

Zonal Railways may

try to create posts in

consultation with

finance/personal

branch.

Accepted. NWR: Noted. Specific guideline from

Railway Board is requested in this

regard.

WR: Proposal for post of Dy.CEE / EM

is under process.

SCR: Not commented.

SECR, SWR, ER& SER: Noted.

CR: Following posts for new TRD

assets are created from HQ vacancy

bank and by matching surrender on CR.

a. Manmad-Daund (298 TKM) - 110

nos.

b. Pune-Daund (170 TKM) - 24 nos.

NR: Noted for compliance.

ECR: Finance is being approached for

creation of post.

383 Adoption of GIS

Substations.

Efforts should be

made to construct

conventional traction

substations.

However, where it is

not feasible to

construct

conventional TSS due

to space constraint,

GIS substations may

be constructed. For

this, the draft

specification should

be prepared by

RDSO and submitted

to Board by end of

November, 2015.

Accepted. Draft functional technical requirement

Specification was uploaded on

website & sent to Board during

Dec.2015.

Meeting was held in April 2016 with

the firms of GIS.

After discussion in meeting Draft

Specification for HV GIS, LV GIS &

STR was uploaded on RDSO website

on 22.06.2016 for comments.

GIS specification finalized and under

issue.


The specification and STR for GIS has

been finalized by RDSO and sent to

Board for approval. Board may approve

for implementation in those places

where space is a constraint.

minutes - rdso.indianrailways.gov.inrdso.indianrailways.gov.in/works/uploads/file/8112016 esc...

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