BIM 2015-16 record notes – held at DLW on 6 th & 7 th Sept 2013

Address by COSi) Supply of BIM items has improved significantly. In first 5 months up to Aug.2013, 128

items have been complied more that 75% (including 102 items 100%). Supply of about 43 items is less than 25%, efforts are on to ensure that demands are met at the earliest.

ii) During inspection of a shed, it was noticed that only 700 items have been stocked whereas normally 2000 items need to be stocked for proper maintenance of HHP locos. Railways to pay more attention to their material planning and making adequate no. of items as stock items. New sheds should take assistance of other sheds to forecast correctly the maintenance requirement of spares, instead of making ad-hoc estimates on lower side.

iii) Unification of PL nos. – Unified PLs of Diesel group items have been put on the website. Railways to ensure that same PL nos. are used with the same specification and drawings as done by DLW. This will reduce confusion and also reduce efforts and time wasted in identifying the items.

iv) Although instructions of Railway Board for supply of initial spares have been issued only in Feb 2013, about Rs.37 lakhs worth of initial spares have already been supplied to Railways.

Address by CMEi) Two educational courses on HHP locos and their functioning have been conducted for

officers by DLW. Railways may indicate requirement of additional courses for HHP locos.

ii) Two special workshops have been conducted at DLW on Lube oil consumption and Power assemblies of HHP locos. It has been planned to conduct another workshop for Turbo clutch.

iii) Hotel load locos – 3 passenger locos having hotel load facilities have already been turned out. Seven more locos has been planned in the current year. Railway Board may advise the trains so that these locos can be run in commercial services.

iv) AMC of AC/AC traction system – AMC for AC/AC equipment had been made and circulated. Railways to make full use of these AMCs. Feed back to RDSO & DLW would enable them to improve terms and conditions in future AMCs which would be more useful to Railways.

v) Feed back on performance – Railways need to give regular and timely feedback on reliability of both trial as well as critical components and other technical issues.

vi) DLW is now overhauling Turbochargers @ 12 turbos per month. DLW expects to liquidate all overdue TSCs within this financial year.

vii) HHP Power packs are also being regularly provided to the Railways under RSP.viii) Although material has been continuously provided to ZRs under assistance, railways

should not depend on DLW continuously. Material planning and procurement process has to be strengthened by railways also.

Address by EDME/Tractioni) At the outset, EDME/Tr. appreciated the efforts made by DLW for supply of not only for

BIM/RSP items but also non BIM / assistance items for re-commissioning of 24 stabled locos. 12 locos have already been commissioned and it is expected that another 4 – 5 locos will be turned out in next few weeks. He mentioned that railways need to strengthen their own procurement system and not to depend on DLW even for imported items. Guidance for procurement of items as well as process, if required, can be taken from Hubli shed of SWR and also DLW.

ii) He also complimented DLW for increasing its Turbocharger Overhauling outturn. Further he indicated that DLW needs to work on improving supplies of Power assemblies, MTAs & Wheel sets.

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iii) Reliability of HHP locos in coaching operation has been poor especially due to failure of running staff. Training to Loco Pilot & Asstt. Loco Pilot needs to be given. Recovery from penalty brake application, procedures of changing cabin in dual cab loco, using the online step by step instruction sequence in the loco and also arranging proper pairing of Pilots and Asstt. Pilots are few of the weak areas.

iv) He mentioned that sheds need to calculate time spend by HHP locos in shed and based on the same should arrive at capacities of shed holdings.

v) Railways to create more Diesel Loco Service Centre (DLSC).vi) Railway Board has issued and circulated instruction on maintenance of component

assemblies etc by identifying sheds and workshop for the purpose. Railways to take action and submit compliance to Board.

vii) One area of concern is still supply of Tooling items to railways for HHP locos. DLW was instructed that one set of tooling items should be incorporated along with the set of initial spares to be supplied to railways.

viii) Developmental items – DLW to work on fitment of development items such as DPS, APU, EFI, Radial Truck for HHP locos. In addition compliance to budget announcements of provision of air conditioning and water closets in locos may be ensured.

ix) Railways were advised to ensure that wherever locos are fitted with ACs, its proper functioning to be ensured.

x) He suggested that Sr.DMEs of all new loco sheds and a few CMPE/DSL should attend the EMD courses at DLW.

xi) He asked RDSO to expedite two oscillation trials as under:-a) WDG4D - trail to be completed and trial speed certificated to be issued.b) WDG5 – To be finalized.xii) 90 days schedule of HHP locos needs to be followed up and implemented.xiii) ZRs, RDSO and DLW to get together to ensure proper investigation of failures so that

the root cause is identified and remedial measures are taken. RDSO to co-ordinate.xiv)Railway Board is contemplating issuing orders which would make it easier for ZRs to

honour AMCs - to be issued in the next few weeks.

Address by Adviser/RS(P)i) ZRs should ensure that their requirements and specification are properly made out.

Sr.DMEs and Shed Depot officers should spent more time and energy in planning for maintenance spares for making a reasonable forecast of major items and sub assemblies.

ii) Zonal Railways should not issue local drgs /variations or modifications in DLW drawings for HHP locos. Railways should follow unified PL nos. along with same drg. & specn. as issued by DLW/RSDSO. DLW was asked to ensure that unified PLs are available on website.

iii) For any requirement of PL No., DLW is the nodal authority for issuing PL Nos. for all diesel items. Requests should be sent to COS/DLW for unified PL.

iv) Railways should plan for proper storage facilities and Material handling equipments for a large no. of spares required for HHP loco.

v) Wherever approved vendors are available in DLW/RDSO vendor directory, Railways should place orders on approved vendors only. If local vendors are expected to meet the criteria, the same should be first referred to DLW/RDSO, so that the vendor capability can be assessed.

Address by Sr.ED/MP/RDSOi) Final speed certificate of WDG4D had been issued upto 105 kmph on straight and

90kmph on curve. WR to expedite first time sanction. Trial upto 105kmph on 2 deg. curve has been completed with new wheel profile. 2nd stage trial over worn wheel profile is expected to be started shortly.

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ii) 15 trials are pending for CRS sanction to be processed by ZRs. CMPEs are requested to co-ordinate with the Chief Bridge Engineers to expedite the same.

iii) RDSO issues a Defect analysis report quarterly. Some sheds are not sending data in time. The following sheds have not sent data regarding performance of HHP locos

- AMV, TKD, SGUJ, IZN, GOC, ET & KZPiv) The failure portal of RDSO is not being updated by some railways. Only the following

Railways are updating the portal: SCR, SR, SE, Western & SECR. Other railways should also update the portal regularly.

v) DMG is expected to be held shortly at Southern Rly. Railways are requested to send agenda items for both ALCO & HHP locos.

Address by AM/MEi) Locos are stabled due to various failures which can happen only due to

- Improper maintenance- Poor quality of material- Basic design and specification deficiencies.a) To ensure proper maintenance RDSO & DLW should hold special courses for new

sheds, identify problems in maintenance and suggest remedial action.b) Tight quality control measures need to be adopted for ensuring proper quality of

material. c) For any design issues, DLW & RDSO should do thorough analysis of the failures

and take remedial action. ii) Railways were advised to pull up their socks and send BIM indents in time since,

against the target of June 2013, indents were received by Aug. 2013 only.iii) Emphasized the need for training on HHP locos at all levels - Loco Pilot & Asstt. Loco

Pilot, officers, supervisors and artisan staff in shed.iv) Communication between ZRs, RDSO & DLW may be enhanced by using existing

Information technology systeh, and having a common portal.v) He advised that in the Tender Committee, it is the responsibility of Technical Member to

ensure that the firms on which orders are placed are capable of supplying not only sufficient quantity but also consistent quality of material. In case of trial orders, prototype inspection should be by RDSO or CDE/DLW

vi) RDSO was asked to look into installation of single emergency button system for emergency application in case of accident etc., on the pressing of which complete sequence of operations would be done by the system rather than leaving it to Loco Pilot & Asstt. Loco Pilot.

Address by GMi) New Vendor directory August 2013 has been uploaded on DLW website.ii) Lot of developmental efforts are being done to improve quality of HHP locos. Railways

are requested to give feedback on quality of locos and improvements required.iii) Railways may give feedback on terms and conditions on the AMC of AC/AC Traction

system by DLW, in order to improve the same.iv) Zonal Railways to make all out efforts to re-commission stabled locos wherever material

assistance has been provided by DLW.v) Railways to upgrade/improve utilization of existing infrastructure for maintenance of

HHP locos and make efforts to increase DLSC. Board to give physical targets to railways for setting up of DLSC.

Agenda ItemsMaterial Supply

1. Receipt of Indents for 15-16. Against target of June 30, indents from 14 railways have been received till Aug. 2013.

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2. Deletion in BIM 2015-16 onwardsi) 6 child parts of clutch assembly, deleted from current year onwards.ii) 3 child parts for damper assembly gear deleted from current year onwards.iii) 19 cables items has been deleted from 15-16.

3. Following 28 items proposed by DLW were agreed to be included.S.No. PL_NO DESCR

1 16030618 RING SET2 16050253 INLET TUBE ASM3 16060222 MOTOR OUTLINE4 16170015 SEAL `O' RING WATER OUTLET5 16170027 SEAL `O' RING WATER OUTLET6 16170052 SEAL `O' RING WATER LINER7 16170489 GASKET8 16240777 EXPANSION JOINT ASM9 16241186 NEW SUPER STACK INJECTOR

10 17410060 SPRING SINGLE COIL11 17452855 SECONDARY YAWDAMPER12 17452880 DRIVE SHAFT ASM13 17453793 GEAR CASE MACHINING ASM14 17454992 SHOCK ABSORBER15 18440010 PINION 17 TEETH16 18440022 GEAR 90 TEETH17 18440034 PINION 17 T18 18440046 GEAR 77 T19 17084301 Collar20 17140213 Collar21 17142921 Collar22 17160546 Lock bolt23 17420040 Lock bolt24 17420076 Lock bolt25 19331095 Lock bolt26 18080145 TM Speed Sensor 27 18080157 TM temperature sensor 28 18140117 Contactor 250 Amp

4. Presentation of procedures for importing of items done by CMM/Engine – Key points were:The whole procedure takes about a year for procurement of imported items and therefore the process for procurement must start well in advance.Important aspects while finalising tenders of imports:

- Acceptance of PO by seller- Opening of LC and its confirmation is very important (and very time taking).

Railways were asked to refer to Adviser/RS/P, Railway Board or DLW to resolve queries regarding import.

5. SrDMEs of 5 loco sheds, who were deputed to USA, made a Presentation of their visit to M/s EMD and other facilities there. Sr.DMEs discussed failures of following key assemblies/components with the OEMs: Power assemblies, Clutch assembly, Fuel pump motor, TCC blower motor etc.

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6. ZRs raised the following issues:- Provision of “Compliance of warranty” to be made in the portal.- Loco Master supplied with the loco to included details of make of critical items- Acceptance/ compliance of delayed indents of Eastern Rly.- Allotment of crankcases in lieu of damaged crankcases- Poor quality of control wiring in governor- Absence of dowel in radiator assembly.- Brake gearing problem in HHP locos.- Failure of inlet pipes- Compressor exhaust pipes provision of reinforcement.- Provision of protective plate over angle cocks.- Requirement of initial spares and tooling items- DLW staff to be sent to BNDM shed to address problems of Loco No.12831.- Complaint of PU paint in Loco No.14124 to be looked into.- Attending leakage of water from AC in Loco No.40122.

7. Railways were asked to review their indents of HHP items since it was seen that there are 79 items for which both SWR and WR have submitted nil indents.

8. It was decided that a committee of 3 SRDMEs – GY, UBL and BGKT – BGKT as convenor, will prepare a minimum standard list of HHP items to be stocked at all sheds. In addition, they should also suggest criteria for as to when performance bank guarantee shall be taken from the supplier while ordering. The committee should submit its recommendations by 31st Jan.2014.

9. CMPEs to submit a list of items which they want to include in the Loco Master of DLW.

10. Refusal of ZR stores stock low value items. ZRs raised the issue of items being refused to be stocked by the stores due to low value. Adv/RS/P confirmed that there is no such order and asked ZRs to refer the cases to Rly Bd.

11. It was decided that tooling items be made a part of initial spares.

12. DLW to also process for rate contract of compressor spares

Status of stabled locosOut of the original 24 stabled locos identified in Jun 2013 only 12 locos are remaining

Rly Shed Loco No. Expected dateNR TKD 40001 15/9NR AMV 12300 Accident locoNR AMV 12292 Requiring interface module. DLW to process.NR AMV 12222 15/9NWR BGKT 20093 Requiring 2 brake controllers and speed sensorsSECR Raipur 12330 Require power assemblies and water pumpSECR Raipur 12329 Shed has submitted new list of components for turning

out loco.SWR KJM 20019 16/9SWR UBL 12073 2nd week of Oct.SWR UBL 40008 Require power pack and 6 traction motor. Loco will be

turned out in 10 days after receipt of material.WR SBI 12405 17/9WR SBI 12455 15 days after receipt of power pack.

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WarrantyWarranty issue of HHP Locomotives for Zonal Rly has been discussed during BIM held in month of Aug’2013 for the period from 1st Jan’2013 to 31st Aug’2013 at DLW. A summary of warranty issues are as under.

(A)Warranty: Cases lodged – 1450 Cases settled – 1154 Cases pending- 296 Pending from period 6 to 9 months – 03 Pending from period 3 to 6 months – 35 Pending from period 1 to 3 months – 258

(B) Support required from Zonal Rly:(1) Warranty cases of major asm are accepted with a conclusive, duly signed by shed

in charges & firm’s representative joint investigation report.(2) Reconciliation of warranty cases with Zonal Rly’s representative in 1st week of

every month, ensure presence.(3) Commissioning reports of new locomotives should be furnished within 10 days by

all sheds.

(C) Reconciliation: (4) All railways agreed to depute shed representatives for reconciliation at DLW every

month in last BIM. However:a. SBI shed is the most regular shed.b. The presence of some sheds is quite poor.

(D) Other Issues:(5) Imposition of condition of 10% warranty performance deposit. Some ZRs raised the

issue that 10% warranty performance deposit clause was not being included in the contracts. Adv/RS/P advised the stores officers in the meeting to include this clause in the contract. He also advised that ZRs also have the option to deduct the money against warranty claims from other pending bills of the firms of their railway or other ZRs/Pus.

Technical

1. Performance feedback of CCB-2 system in HHP Locomotives:

Agenda:Zonal railways were asked to give feedback on performance of CCB-2.0 systems on the HHP locomotives fitted with CCB2.0 brake systems

Deliberations:DLW has fitted CCB-2.0 brake systems on 30 HHP locomotives (29 WDG4 & 1 WDP4D) till date. These locomotives have been dispatched from DLW from May-2013 onwards. Shedwise distribution of these locomotives is as under:

BGKT–3, PA-1, SBI-3, IZN-6, VSKP-2, RTM-3, GY-2, GOC-6, SGUJ-2 & KZJ-2

SBI shed reported a failure in 12705 involving defect in ER Control portion (caused by MR pressure transducer failure). BGKT reported failure in 12556 and IZN reported of failure in loco nos. 12759 and 12756 during commissioning (connector to cable soldering problem) which were subsequently put-right. In general the performance of CCB-2 system was reported to be satisfactory. Besides the maintenance and overhaul

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benefits, the replacement of the optic fibre communication cable between electronic brake valve and CCU (replaced by LON network cable) has eliminated the communication failures due to noise. The feedback indicated that the reliability of CCB2.0 is better than CCB1.5.

DLW also informed that training has been imparted in a structured manner to the CCB2.0 homing sheds for its working and maintenance. This was confirmed by the sheds. CDE/DLW accepted the responsibility to liaise with the OEM to organize training in sheds where there is still a need to build up the knowledge base.

RDSO advised that they have taken up the matter with Knorr Bremse for making the additional features (like transmitting Air flow signal, PER functional. RDSO indicated that they have called a meeting of the manufacturers to further upgrade the specification. RDSO also indicated that it is working towards standardizing/opening up of the brake interface protocol.

Railways however reported of failures in CCB-1.5 systems working in the field. The failures include cases of PCS dropping, communication failures between CCB and LCC, CCB card failures etc. RDSO was advised to have periodical interactions with the OEM to cover the shed complaints in a structured manner.

The issue of CCB overhaul policy was also discussed. It was informed that CCB 1.5 needs six yearly overhaul and NFR has tried out both the options i.e. outsourced overhauling though an overhauling maintenance contract with the OEM and in house overhauling through purchase of kits. SWR has been traditionally doing inhouse overhauling. The decision to outsource overhaul would depend on the following factors- availability of human resource and its technical competency. It was clarified that zonal railways are empowered to take a call in this regard.

Railways also demanded the details of overhauling procedures to be followed for maintenance of various pneumatic valves and electronic card modules of CCB rack. SWR and NFR have gained enough experience in valve overhaul and CMPE/NFR agreed to impart the training to the zonal railways.

2. Improved fuel tank fitted in HHP locomotives:

AgendaZonal railways have been reporting of fuel tank failures in HHP locomotives. DLW has done a detailed design and manufacturing process review to identify the cause of failures and a design bulletin on this issue No. DB/02/2012/06 dated 23/07/2012 has been issued by DLW. The inferior weld joint quality of single flare V groove joint between the bottom plate and the vertical plate assembly has been identified as the root cause of bottom joint failures. Improper fusion & penetration has been observed with GMAW process and accordingly root run with E-6011 (SMAW process) has been specified for the bottom joint to ensure proper fusion and penetration in the single V Flare grove joint. The manufacturers were instructed to submit their WPS and PQR for validation of the adequacy of welding parameters to ensure proper fusion in the bottom joint. Plate supports and base plate (pads) which were not recommended in OEM’s design and were added by DLW have been removed from the design as these were acting as stress points causing tear of bottom plate from the weld points.

The vendors supplying fuel tank assemblies have been advised of the modifications implemented in the welding procedure to be adopted during fabrication of the fuel tank assembly and also for submitting their WPS and PQR to ensure that the weld parameters adopted by the manufacturer are adequate for achieving proper fusion and penetration in the single V flare groove joint.

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Weldtech & JBM make fuel tanks fitted in HHP locomotives starting with WDG4-12772 onwards are of improved design. Zonal railways may give feedback on fuel tank failures of JBM and Weldtech make fuel tanks on HHP locomotives with railroad number 12772 and above.

DLW has not received any complaints of fuel tank failures in 2013. It is however, possible that the railways have decided not to repeatedly highlight the same issue. It is therefore requested to provide the following feedback:1. Fuel tank failures in 2012 and 2013 (the loco commissioning detail, dt of failure,

make of the fuel tank and location of the crack must be given)2. Any measures taken by the sheds to reduce the likelihood of cracks

DeliberationsDetails of HHP locomotives fitted with improved design fuel tanks was presented to the forum. A total of 32 HHP WDG4 locomotives & 30 WDP4D locomotives have been fitted with improved fuel tanks and these locomotives have been dispatched from DLW from March-2013 onwards. No failures have yet been detected in these fuel tanks

Failure analysis of the data received from sheds was also presented to the forum which indicated that while the failures reported in 2011 and 2012 were 17 and 16 respectively, the failures reported in the current year till date are 16. Further, the analysis also indicated that 70% of the failures reported in these years have occurred within 20 months of service. DLW has started fitting modified tanks having proper root sealing and fusion / penetration in the bottom single flare V-groove joint since March-2013 onwards. Considering DLW’s loco production 20 months prior to March 2013, DLW has identified 421 fuel tanks which are considered suspect.

SCR indicated that there has been significant improvement by removing the base plates (pads)

DLW also indicated that it is switching over to a new design (based on the Alco fuel tank) for the dual cab WDG4D locomotives.

The following action was decided: DLW will study the GY modification of base plate removal and circulate a

procedure for implementation by the other sheds. DLW will circulate a list of the suspect fuel tanks to the zonal railways Considering that there are 16/17 cases of failure in a year, DLW will procure an

additional 20 tanks for the next two years and distribute them on proportionate basis to the railways with suspect fuel tanks.

Large scale replacement of the suspect fuel tanks with the new design (in service only since March 2013) will be considered after the efficacy of the new design is proven out in the field.

3. Modified design Expansion joints (PL No. 16240777 & 16240807)

Agendaa)The issue of failure of indigenous make expansion bellows (16240777 are 03/engine

while 16240807 is 01/engine) had been brought out by railways in earlier DMGs. As a result, since 2010, DLW has switched over to import of expansion bellows from EMD. However since there were supply constraints from the single source, in order to meet the production targets limited indigenous procurement had been done by DLW as a special case in early 2011. Further, to improve reliability of indigenous supplies, these expansion joint assemblies had been procured with modified design. (bellow ply thickness of 0.3mm). The details are at Annexure-I

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Since these expansion joints have now completed almost two years of service, it is necessary to review their performance. From the feedback collected from the sheds the following data has emerged:

16240777 FirmM/s Ranflex M/s Vikrant

1. Total nos. fitted 130 nos. 63 nos.

2. Failure received 24 no (KJM-04, UBL-09, SBI -06 , SGUJ-03, R-01,BGKT-1

03 nos. (02 TKD and 01 SBI)

16240807 M/s Ranflex M/s Vikrant1. Total nos. fitted 41 212. Failure received 03 nos (SBI-2, R-01) Nil

Railways may like to substantiate this analysis.

b)Among the procurement of indigenous bellows made by the railways, SWR (KJM) had procured 55 loco sets from Ranflex with the modified design. KJM is requested to give feedback on the 55 number of modified 0.3 mm ply expansion joints fitted by it in 2009/10 .

c)Mean-while, to improve the supply chain (dependent on a single source at present) DLW had worked with an international manufacturer i.e. M/s Eagle Burgmann/Denmark. 20 loco sets Expansion joint of M/s Eagle Burgmann/Denmark make have been fitted in the last six months. These are easily recognisable since the number of convolutions in the 10” expansion joint is only 6 as compared to 9 of EMD. Railways are advised to monitor these closely

Deliberationsa)Based on the feedback, the analysis of the performance of the different makes is as

follows:Firm Part No. 16240777 Part No. 16240807

Total Fitted Failures Total Fitted Failure receivedVikrant (modified) 63 3 21 4Ranflex (modified) 130 52 41 10EMD Total Failure Reported – 24

The feedback indicates that the modified higher thickness ply design, though giving a better performance than the 0.2mm/0.25mm thickness design, is still to match the OEM/desired performance. Hence it was decided not to pursue this design any further.

A few failures of EMD make have been recently reported by the railways-mostly by WR. However considering the overall population of EMD expansion joints, the reliability levels are still very high. Hence it was decided to continue bulk procurement from EMD.

b)KJM has also submitted performance of the modified (higher thickness) Ranflex make expansion joints which indicates that there have been 53 cases of failure at KJM.

c)In the case of Eagle Burgmann/Denmark make expansion joints, SBI shed seven pieces have failed within six months in the two loco sets in service at the shed. The performance of the other sets (mostly fitted in June 2013) needs to be monitored closely by DLW.

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4. Improved indigenous thrust pads

Agendaa)In March 2010 RDSO had developed a specification for thrust pads- MP 0.49.00.20

(Revision-00) and recommended that 50% of the procurement should be made indigenously to this specification.

b)There are three indigenous suppliers who have been provided Pt-II i.e. Basant, Prag and GMT. Of these Basant has been supplying since 2005, Prag since 2007 and GMT since 2010. Though these firms have supplied adequate quantity , because of reliability concerns these firm’s have not been upgraded pending conclusive qualification of their product.

c)Meanwhile RDSO had also been asked to benchmark the indigenous products with that of the OEM. Since there were adequate supplies against the RDSO specification, there was also a need to review the indigenous suppliers’ performance.

d)Hence to comprehensively cover the issue, RDSO had issued a report on the indigenous thrust pads in June 2012. In that report it had concluded that performance of thrust pads particularly those of Basant make is not satisfactory in WDP4 locomotives. However, due to lack of adequate quantity of Prag and GMT thrust pads with more than two years service, RDSO had not drawn conclusions regarding Prag and GMT performance. Therefore, among other recommendations, RDSO had advised that

Use of indigenous thrust pads should not be made on WDP4 series of locomotives, as the performance of thrust pads has generally been found unsatisfactory in WDP4 locomotives

Performance of indigenous and imported thrust pads should be reviewed after one year

e)RDSO had recommended endurance testing with cyclic angular loading. Prag and Basant have qualified this test (conducted by RDSO) , while GMT endurance testing is under process at Germany.

f)Till June 2012, the population was as follows: Basant- 3805, Prag- 1282 and GMT- 286. Since then 1152 thrust pads of Basant and 1186 thrust pads of Prag have been fitted by DLW. (DLW has already communicated the latest fitment details to the Railways and RDSO). The performance of indigenous thrust pads has been sought from the railways by RDSO. The data available with DLW shows following failures of different makes:

2010 2011 2012 –till July 2013Basant 06

WDG454 WDP4 + 09 WDG4 20 WDP4 +11 WDG4

Prag Nil 01 01WDG4GMT Nil 01 Nil

Railways are advised to bring the latest performance to take a call on indigenization.

DeliberationsDLW indicated that M/s Basant/Mumbai & M/s Prag/Lucknow has completed fatigue testing of their products successfully. It also informed that quality audit of manufacturing & testing facilities at M/s Basant/Mumbai & M/s Prag/Lucknow has been carried out & no shortcomings were noticed.

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M/s GMT/Bangalore has proposed to conduct fatigue testing at GMT/Germany. RA/Berlin has been advised suitably for monitoring at Germany. M/s GMT has informed that fatigue testing will be completed by GMT/Germany by the end of October-2013. The quality audit of manufacturing & testing facilities at M/s GMT/Bangalore is yet to be carried out by DLW.

RDSO informed that it has done a fresh analysis. As per this analysis, (which includes 14 failures of Prag in one WDP4 locomotive) indigenous thrust pads are yet to prove out their performance in passenger application. It therefore does not recommend use of indigenous thrust pads on passenger application.

However, in freight application the indigenous improved thrust pad design has given good performance. Of the 2000+ Prag make thrust pads in service since 2007 only two cases of failure have been reported. Similarly of the 250+ GMT make thrust pads in service since 2009 only one case of failure has been reported. Hence RDSO’s analysis substantiates use of indigenous trust pads in freight application.

Zonal Rlys informed that performance of Indigenous thrust pad (Basant make) in WDP4 series locomotives is poor. CMPE/D/SCR suggested that only imported thrust pad should be used on HHP locomotives.

Based on the discussions it was decided that: Only imported thrust pads to be used for passenger application Percentage restriction imposed on indigenous thrust pads should be

removed for freight application Vendor status of Basant should be reviewed in view of the large number of failures.

Considering the encouraging performance in the freight service of Prag and GMT, there is a compelling case to try them out in the more strenuous passenger application especially since there is inadequate data to establish their performance in passenger application. Hence, ten loco sets each of GMT and Prag make thrust pads to be fitted on passenger locomotives by DLW

DLW to create a distinction between the two designs (by a minor hole etc) and stock them separately so that the use of indigenous thrust pads on freight application is proliferated.

Feedback regarding failures of lateral thrust pads should be sent to RDSO/DLW from all railways on real time basis, so that proper investigation into failures can be made. This feedback should include imported thrust pads (besides the indigenous makes)

5. Performance of Indigenous coil springs

AgendaIR had earlier tried indigenous springs and due to reliability issues, gone back to imported springs from EMD. Hence DLW is procuring springs from a single source i.e. EMD (Gruber has been recently accorded Pt-II).

Due to the resultant supply chain problems (EMD does not manufacture springs), DLW has provided indigenous springs with RDSO approval and after RDSO prototype clearance on limited number of locomotives. Among these sources Frontier Spring has been recently accorded Pt-II by RDSO for both WDG4 and WDP4 coil springs.

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Besides Frontier Spring, two other sources i.e. GB Spring/Dehradun and Abok Spring/Jaipur have also supplied WDG4/WDP4 springs to DLW. Till now 03 failures of GB and 02 failures of Abok have been reported by NWR.

Considering the importance of this item, Railways are advised to provide the performance feedback of these springs.

DeliberationsRailways assured that the coil spring performance is being closely monitored.

RDSO informed that it has recently approved GB Spring/ Dehradun as a Pt-II source for coil springs for HHP locomotives. RDSO advised close monitoring of even the Pt-II sources. RDSO also advised monitoring of the RSK Sithauli springs to be introduced by DLW.

6. Performance of improved design piston rings:

AgendaA new ringpack design offered by EMD is being tried out to reduce lubricating oil consumption of locomotives. The difference between the existing and new/improved rings is as under:

Ring No.

Existing/ Old Ring Drg. No.

Existing Ring major characteristic

New/ Improved Drg. No.

New/Improved Ring major characteristic

1 9338809 Chrome plated with grooves

40163747 Chrome plated, face profile changed to barrel face without grooves.

2 40021965 Chrome plated with grooves

40163745 Chrome plated, grooves eliminated.

3 40021965 Chrome plated with grooves

40163745 Chrome plated, grooves eliminated.

4 8347100 No Change 8347100 No Change5 8347103 No Change 8347103 No Change6 40032525 - 40168544 Changes to profile including slight

reduction in ball diameter, changes to spring specification and changes in tightness requirement

RDSO has issued a trial scheme No.MP.TP-49, March-2013 for assembly and monitoring of field trials. As per this scheme while 6 locos will be provided with the new design in all the 16 cylinders, another six have to be provided with the new design piston rings in one of the banks. Performance of the ring pack shall be evaluated mainly on the basis of: LOC in terms of liter/100EKM Lube oil to fuel ratio (LFR) Cylinder liner wear indicated by spectro-analysis of lube oil also Ring wear indicated by side clearance/end gap.

Following locomotives have already been fitted with improved design piston rings in all the 16 cylinders.

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SN Loco No Shed Dispatch date1 12824 NKJ/WCR 12.06.132 12808 GOC/SR 30.06.133 12812 SGUJ/NFR 07.07.134 40132 CR/PA 31.07.13

Railways may share their initial experience

DeliberationsRailways informed that the fitment is still too new to draw any conclusions. DLW informed that the high lub oil consumption issue has been taken up with the OEMs. Meanwhile a power assembly workshop was also organized by DLW wherein specific measures for reduction of lub oil consumption have been chalked out.

7. High current rating AC-3 Pole contactor

Agendaa. In ECC-3, 3 type of contactors are being used for making slow and fast speed of

radiator fan, the details of which are as under:

Sn Description PL.Nos1 Contactor AC-3 Pole-325 Amp 181400382 Contactor AC-2 Pole-150 Amp 181400403 Contactor AC-3 Pole-150 Amp 18140051

b. Due to failures of above 150 Amps AC-2 Pole & AC-3 Pole contactors, RDSO has issued IB no.MP.MOD.EM.03.04.11 dated 26.04.2011 to implement higher rating contactor i.e. 250 Amp in place of above 150 Amp Contactors.

c. Accordingly DLW has revised ECC#3 drawings/spec to procure higher current rating contactors. Now ECC3 is being procured with higher current rating contactor with following parts nos:

SN Description DLW Part No.1 AC Contactor 3P 250 Amp 181401172 AC Contactor 2P 250 Amp 18140130

Higher current rating contactors have been fitted in DLW manufactured locomotive since April’2013.

In this regard, it may be noted that with above implementation, Medha & Siemens are supplying Schaltbau make 250 Amps where as EMD is supplying 325 Amps Cutler Hammer make in ECC-3. Failures of Schaltbau make contactor supplied by Medha and Siemens has been reported from GY & BGKT/shed. The matter has been referred to RDSO for taking necessary action.

d. Radiator fan contactor i.e 150 Amp AC-3 pole ( PL No. 18140051) is a BIM item, as a spare for Zonal Railway, accordingly Zonal Railways had placed their demand and DLW floated the tender for procurement of above low current contactor. Since there were RDSO instructions to switch over to the higher rating, indenting railway views were sought on this issue. Except SWR other railways recommended procurement of 250A contactor. SWR, expressed their intention to buy only 150 amps contactors due to holding of older design locomotives with imported equipments.

e. Accordingly it was decided to procure the 250 amps contactor AC-3 pole to part no 18140117 against Zonal Railway demand, except SWR demand.

f. Thereafter since the 250A rating contactors had a procurement lead time of 9 months, DLW sought the views of zonal railways once again. SWR, NWR, NFR, NR have expressed their view to procure the low current rating contactor against existing demand.

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g. At present it has been decided to procure only 250A contactors from the next cycle. However, SCR has reported 4 failures of 250A (two of each type) due to melting of contactor tips. Railways are requested to advise their experience in this regard.

DeliberationsDue to the space constraint and mounting modifications (to accommodate 250A contactor), there was no unanimity in adoption of the RDSO modification.

SCR highlighted that no problem in 150A contactors is being faced and the problem of tip burning was due to sticking of operating knob which has since been overcome after application of silica gel.Based on the discussions it was decided that:Zonal railways can continue to give requirement of 150A contactors and DLW will procure both 150A and 250A contactors through bulk indent.

8. Woodward Governor Solenoid coil failures

Agendaa) Surge suppression circuit had been identified as a solution for the solenoid failure

problem reported from the field. In this regard one locomotive had been fitted with an external surge suppression circuit at TKD in July 2012 . Thereafter another 05 locomotives were fitted with transient voltage suppression (TVS) circuits in Feb and March 2013.

b) The first locomotive 40026 has completed a year. The other five have completed another 20 loco months. There has been one case of solenoid failure reported in these locomotives.

c) Modification Sheet No.MOD.EC.02.03.13 has been issued by RDSO to Railways on 12.06.13 for retrofitment of internal Surge suppressor Unit in Woodward Governor.

d) DLW has also changed its specification to ensure that all future procurement is with the modified design.

e) Meanwhile sheds have started checking coil resistance to identify possible failures (specified value is between 650-850 Ohms) and have been able to establish a higher level of reliability by eliminating low resistance coils. It is understood that the replacement requirements are significant. Railways may advise their experience in this regard.

DeliberationsSCR informed that they have started a drive to replace the coils in 90 day schedule in cases where resistance below 600 ohm is noticed. Other railways are following a similar preventive maintenance regimen.

RDSO had conducted training programme for SGUJ,BGKT,SBI and TKD staff (at TKD shed) on 21.6.13 in co-ordination with M/s Woodward (regarding retrofitment of surge suppression circuit). After the training programme Woodward handed over surge suppression material to SGUJ(50 sets), BGKT(50 sets), SBI(50 sets), TKD(20 sets) and GY (40 sets). Sheds were directed to expedite the retro-fitment of surge suppression circuit.

NFR had reported a case of solenoid failure in a governor retrofitted with the surge suppression circuit. RDSO had investigated this case and attributed the failure to brazing failure.

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M/s Woodward has supplied another lot of 05 governors with modified female connectors, gauge glass & internally fitted surge suppressors to DLW in Aug 2013 which are under fitment. DLW has also changed its SOR to ensure that all future procurement is with the modified design.

9. KPC make pinions

Agendaa) 244 pinions of 12D and 12E batches had been identified for replacement. As per the

status provided by RDSO KPC has replaced 198 of these by 23rd August 2013. KPC has also promised to replace the balance 46 by 31st August 2013. Railways may kindly confirm the same.

b) Since there were failures beyond the 12D and 12E batches, the issue has been relooked by RDSO. It has been recognized by RDSO that the suspect pinions are not limited to the 12D and 12E batches. During a meeting with KPC on 12th and 13th Aug 2013, the 12C and 12F batches have also been identified for replacement. The details of these batches: i.e. the number of pinions from these batches which need to be replaced and the sheds which are affected are being worked out by RDSO.

c) Due to the spate of pinion failures, KPC was downgraded to Part-II status. The heat treatment deficiencies were identified and RDSO has taken up the technical audit process for ensuring quality in future manufacture

d) Meanwhile, NWR has developed a method of using the gearcase oil spectro to detect impending failures of the pinion. This method will be discussed during the meeting.

DeliberationsZonal Rlys confirmed that KPC has met the commitments with regard to the supply of replacement pinions against the 12D and 12E batch. However in addition to above, 12B, 12C, 12F, 12G, 12H & 12J series are also found to be defective. Hence it was decided that suspect lot of 12B to 12J series shall be identified by CQAM/DLW and fitment details shall be sent to RDSO.

The BGKT experiment regarding the spectrographic analysis of gear case oil to predict pinion fracture was debated. BGKT, UBL and SGUJ sheds were nominated to conduct spectrographic analysis of gear case oil. The aim of this exercise would be to predict pinion failure through suitable alarm levels. RDSO would associate with this exercise.

RDSO will lay down an inspection protocol (quality plan) to be followed by the inspection agencies

10. Support for maintenance of Traction Motors:

AgendaSCR has raised the issue that the sheds do not have the technical literatures and price list for TM spares for some makes of Traction motors. They have also complained that although the population of M/s EMD make TM is 138, the firm is not coming forward to supply the TM spares. The availability of technical literature & spare parts price list (as given by SCR) is summarized below.

SL Make Technical literature Spare parts price list1 BHEL Not available Not available

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2 EMD Available Not available3 Siemens Available Partially available4 Yongji Available Not available

DeliberationsRDSO was advised to take up this issue with the OEMs. RDSO was also advised to interlock availability of this support with the approval process.

DLW informed that BHEL has already given a quote of TM spares to DMW. It will also take up the spare parts quote issue with EMD and Yongji.

Considering that a substantial number of imported traction motors may be inducted in future, , there is also a need to provide for a India based service network for all global suppliers. RDSO was advised to review its specifications in this regard. It was highlighted by the zonal railways that price of Siemens spare parts is very high and on enquiry the firm has that the cost is high due to limited numbers. It was therefore decided that the TM spare parts would be bulked. The centralised agency for procurement either DMW or DLW would be decided by Board

The drive end greased bearing design (fitted on one traction motor by DLW) was discussed. It was unanimously felt that one traction motor is too small a sample size to determine the effectiveness of a technology. Hence RDSO was directed to implement this design on 5 loco sets.

11. AMC for TCC:

Agenda DLW had initially entered into a works contract for TCC AMC (to be executed by the Zonal Railways) with Siemens and Medha. Thereafter, the AMC was made a part of the specification and became a part of the stores contract. The specification was modified to include LCC along with the TCC. On the basis of the feedback of the railways, the AMC specification has been recently tightened up to make the terms more stringent. DLW stores department has been advising the railways regarding the make and the locomotives under AMC against the various stores contracts. A comprehensive presentation will be made by DLW in this regard.

It is proposed to discuss the following: Problems with the local finance (if any) in executing the AMCs Problems with the firms Suggestions with regard to the scope as defined in the latest Revision

DeliberationsDLW made a presentation wherein the complete details of the different contracts was provided. This information included the AMC agreement copy (vetted by DLW finance), scope of each contract (some contracts don’t include LCC) and the loco numbers in which the said contract would be applicable. A CD containing these details was also circulated. The railways were also educated regarding the changes in the latest AMC specification with regard to the penalty clauses.

The issue regarding need for fresh contractual processing needed by the zonal railways to execute the AMC finalized by DLW was also discussed. Board informed the forum that it is processing a directive which should enable railways to execute the DLW and DMW contracts with minimal processing.

Regarding the problems with the vendors RDSO was advised to revive the periodic reviews with the OEMS. So as to ensure quick follow up of the decisions taken in

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these reviews as also to ensure quick dissemination, RDSO was asked to call a couple of the sheds in each review.

12. Fuel manifolds of Imperial make :

AgendaZRs had reported failure of injectors on account of foreign material found in the injectors. During audit quality issues have been found in supply of Manifold Asm Fuel Line of M/s Imperial make. Apart of improper surface finish, during engine testing, chips were found in the block of Manifold Asm Fuel Line.

Firm was audited and following corrective action was taken: Use of End Mill Cutter introduced to clean inside chips, burrs in the drill tubes. Special tool used to clean the chips and burrs in the block of Manifold Asm. Compressed air passed (5 to 6 Kg pressure) to clean out the, inside particles. 100% counter shank finishing inspection of fuel manifold block before packing.

Railways had also reported problem of leakage from the fuel oil manifolds due to porosity in welding joints. Thereafter pneumatic testing of the manifolds (while dipped in fuel oil) had been especially strengthened. This exercise had been undertaken in 2012.

Railways are requested to advise the performance of the fuel oil manifolds on the locomotives received by them since October 2012.

DeliberationsIn general the zonal railways informed that the measures taken by DLW have been effective and the performance of Imperial make manifolds has improved. However, BGKT has reported brazing joint leakage in two locomotives received after Oct 2013. Hubli has also reported one case of cracked fuel oil manifold -12740 recently detected during commissioning.

BGKT reported repeated cases of MUI seizure in newly DLW built locomotives. It also reported MUI seizure in a new power pack recently sent by DLW.

Hence, DLW was advised to investigate the BGKT complaints regarding MUI seizure.

Non-Agenda items discussedBesides the agenda items following technical issues were also discussed:

a) Clutch drive failuresFollowing decisions were taken:i) Clutch drive maintenance would be centralised at DLWii) DLW should stop procurement of child parts for Zonal Railways.

These parts should be deleted from the BIM listiii) Stocks of child parts available with zonal railways should be

returned to DLW as only overhauled clutches from DLW would be suppliediv) DLW will approach EMD to identify and implement technological

improvements in the clutch drive design

b) Fuel pump failuresZonal Railways complained about the continuing spate of fuel pump failures. Some of the zonal railways felt that since the relocation of the fuel pump is not leading to a significant reduction in motor current, the effort and resource involved to relocate it is not justified. The railways requested for a retro fittable solution. DLW informed that Paragon has developed a new pump design with the following additional features-

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overvoltage and overcurrent protection, increased overcurrent margin, increased temp rise margin, increased inverter rating (2000W), fuel cooled inverter and grit protection through duck bill valve. Theoretically this design resolves all the technical problems leading to fuel pump failures. DLW was directed to immediately try this design on at least 30 locomotives

c) EMD presentationA presentation was made by EMD regarding the problems being faced by IR related to the power assemblies. Since the railways were not convinced with EMD’s explanations, EMD agreed to depute an expert to DLW for joint investigations of the failed power assemblies. The joint investigations would be done by EMD, RDSO and DLW. Besides the power assembly following commitments were made by EMD:

To ensure quick fulfilment of warranty obligations, EMD is setting warehouse in India within the next three months. After that warranty supply would be from India even when order was placed from US.

EMD agreed to give a programme for reconfiguring VCD delay setting from 16 to 8 seconds within a week

EMD will submit an analysis on cylinder head cracking within the next two months

d) DLW portalDLW was asked to revive the diesel portal for discussion on generic problems and exchange of solutions

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