GOVERNMENT OF INDIA MINISTRY OF RAILWAYS ... - Indian … for 60th... · ... Three Phase Electric Locomotive- 2 Pairs are in service ... WAG 9 18.02.2011 (i ... Indian Railways are

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

AGENDA

FOR

60TH

MEETING OF ELECTRICAL STANDARDS COMMITTEE

AT OOTY, SR

ON

26

TH & 27

TH October - 2015

RESEARCH DESIGNS AND STANDARDS ORGANISATION MANAK NAGAR, LUCKNOW – 226 011

FOREWORD

The 59

th Electrical Standards committee (ESC) meeting was held at Goa, KRCL on

6th

&7th

March’2014.

Minutes of 59th

ESC with recommendations were compiled and submitted to Railway

Board vide RDSO letter no. EL/ESC/59th

, dated 20-06-2014 with copy to Railways/PUs.

Railway Board’s decisions on the recommendations was communicated vide letter

no.2014/Elect (TRS)/138/1dated 07/05/2014.

Proposals for new items for agenda of 60th

ESC were sought from Railways/PUs vide

RDSO letter no. EL/ESC/59th

dated 02-06-2015. Total 68new items were received/proposed by

different units. However, keeping in view limited time for the meeting, only 21 new items

have been finalized with the approval of Railway Board and kept on main agenda for

discussion. List of balance items, which could not be included in agenda for discussion, is

indicated at Annexure – II. These items can be taken up for discussion with permission of

chair if time permits.

Status of implementations along with Board’s decision of items of last ESC meeting has

also been compiled in a tabular form after considering the feedback/compliance received from

Railways, and same is enclosed as Annexure-I.

INDEX

SN

Subject Group Proposed by

Item No.

Page No.

Part – INEW AGENDA ITEMS

1. Strategy to proliferate Distributed Power Wireless Control Systems in freight locos over IR.

ELECT/TRS RB 363 1-3

2. Development of High speed/High HP passenger locomotives. ELECT/TRS RDSO 364 4-10

3. (i) Improving the Powering Ratio of MEMU rakes. (ii) (a) Enhancing the maximum permissible speed of MEMUs

from 100 Kmph to 110 Kmph. (b) Air Conditioned MEMUs.

ELECT/(G) SR 365 11-12

4. Construction of MEMU/EMU Car Sheds with partially covered sheds to reduce cost.

ELECT/(G) SCR 366 13-15

5. Development of Higher Capacity RMPU for AC coaches in Mail/Express Trains.

ELECT/(G) RB 367 16-17

6. (i) Outsourcing of TRD maintenance activities. (ii) Annual Maintenance Contract of OHE in Private Sidings.

ELECT/(RE)/ (EEM)

SCR SECR

368 18-20

7. Instrumentation in Electric locomotives with Remote monitoring for condition monitoring of Axle Box & TM bearings.

ELECT/TRS RB 369 21

8. Real time condition monitoring of OHE, PSI installations and transmission lines.

ELECT/(RE) RB 370 22

9. (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 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.

ELECT/(RE) RDSO 371 23

10. Strategies to improve throughput of Railway Electrification energisation @ 2500 RKM/Annum.

ELECT/(RE) RB 372 24

11. Reduction in Electrical clearance for 25 kV AC traction. ELECT/(RE) RB 373 25-26

12. Right powering of freight and passenger trains to improve speeds and reduce journey time.

EDEE (Dev) & ELECT (TRS)

RB 374 27

13. Replacement of MCI Fitting with Forged Fittings. ELECT/(RE) RDSO 375 28

14. Changes required in the design of OHE portal foundations to avoid infringement in working of track machines in the yard.

ELECT/(RE)

RB

376 29

15. Guidelines for selection of polluted zone based on IS.131314 in new electrification section.

ELECT/(RE)/ EEM

SR 377 30-31

16. Development of Harmonic filter for 25 kV Traction Power Supply system.

ELECT/(RE) RDSO 378 32

17. Development of Tools, Jigs and fixtures to carry out maintenance under Live line to reduce Power Block requirement.

ELECT/EEM WR 379 33

18. Solar Panels in Passenger coaches. ELECT/(G)/EEM ICF 380 34-35

19. Centre for Developing 3 phase Maintenance expertise including TCMS/TIMS.

ELECT/G ICF 381 36

20. Creation of post against new assets against “Energy Bank”. ELECT/TRS/G/EEM

ECR 382 37-42

21. Adoption of GIS Substations. ELECT/(RE) CORE 43

Part - II Review of Status of recommendations of the 59th

ESC meeting. Annexure-I 44-51

Part – III List of new items proposed by Railways/ PUs but not featuring in main Agenda for discussion.

Annexure-II 52-53

Page 1 of 53

Part-I

New Item

Item No : 363

Subject : Strategy to proliferate Distributed Power Wireless Control

Systems in freight locos over IR.

Group : ELECT (TRS)

Proposed By : Railway Board

RDSO Ref. : EL/3.1.3/DPWCS

RDSO’s Note:

1. Present Status of DPWCS in Electric Locomotives-

(i) Conventional Electric Locos- 10 Pairs are in service as under: (DPWCS make: M/s Lotus Wireless Technologies India Pvt. Ltd., Vishakhapatnam)

Railway Loco No. Loco Date of

Commissioning

of DPWCS

Section in which being utilized as

reported by Zonal Railways

Section (km)

SCR

(ELS/KZJ)

28480

µP based

WAG 7

22.08.2012

(i)Rudrampur siding(RUSG)-

Bhadrachalam Road(BDCR)-

(Kothagudam Thermal Power Station)

(ii)KTPS-Manuguru(MUGR)

(i)RUSG-BDCR:9km

(ii)BDCR-KTPS:16km

(iii)KTPS-MUGR:52km

28481 22.08.2012

27426 16.02.2013

27428 16.02.2013

27432

Relay

based

WAG 7

12.06.2013

27588 31.05.2013

27386 04.06.2013

27863 21.06.2013

27516 15.06.2013

27827 15.06.2013

SER

(ELS/TAT

A)

28583 µP based

WAG 7

with Tri-

plate

brake

panel

25.06.2013

(i)Adityapur(ADTP)-

Dangoaposi(DPS)-Banspani(BSPX)

(ii)Adityapur(ADTP)-

Dangoaposi(DPS)-Noamundi(NOMD)

(i) ADTP-DPS:113km

(ii)DPS-NOMD:7km

(iii) DPS-BSPX:32km

28489 25.06.2013

SECR

(ELS/BIA)

27913

Relay

based

WAG 7

24.06.2013

Korba(KRBA)-Nagpur(NGP)

KRBA-NGP:504 km 27909 25.06.2013

ECoR

(ELS/AN

GL)

Transferre

d to ECoR

from CR

27255 29.05.2013

Talcher(TLHR) – Paradeep(PRDP)

Bulb Line TLHR-PRDP:192km

27770 02.06.2013

27774 07.06.2013

27795 12.06.2013

27838 16.06.2013

27813 25.06.2013

MUGR

KTPS

BDCR

RUSG

ADTP

DPS

BSX

NOMD

Page 2 of 53

(ii) Three Phase Electric Locomotive- 2 Pairs are in service as under: (DPWCS make: M/s Advanced Rail Control Pvt. Ltd., Bangaluru)

Railway Loco

No.

Loco Date of

Commissioning

Section in which being utilized Section (km)

SER

(ELS/TATA)

31282

WAG 9

18.02.2011 (i)Adityapur(ADTP)- Dangoaposi(DPS)-

Banspani(BSPX)

(ii)Adityapur(ADTP)

Dangoaposi(DPS)-Noamundi(NOMD)

(i) ADTP-DPS:113km

(ii)DPS-NOMD:7km

(iii) DPS-BSPX:32km

31284 18.02.2011

31525 27.11.2014

31526 27.11.2014

2. Procurement Status:

(i) Conventional Electric locos: Procurement of 56 pairs of DPWCS against Railway Board

sanctioned RSP item no. 1169/2013-14 by Central Railway.

(ii) Three Phase Electric locos: Railway Board sanction in bulk RSP vide pink book Item No.

(a) 351 of 2015-16(Qty. 50 Pairs)

(b) 308 of 2015-16 (Qty. 25 Pairs) Total: 75 Pairs.

3. Issues to be resolved for further proliferation of DPWCS:

(i) Issues related to Interoperability

To achieve the Inter-operability, the following points to be addressed.

- Standard Communication Protocol Adoption of standard RF communication protocols for DPWCS units which shall enable

intercommunication between different make of DPWCS.

- Radio Finalization

Use of standard Radio Frequency (RF) data communication devices (UHF data

modems) & Antenna to establish communication between different makes of

DPWCS- No international standardization organization has a defined platform to

narrow band UHF communication for DPWCS application.

Different makes of radio system with different data encoding and encryption schemes

are usually proprietary item -Use of standard radio system is to be decided.

(ii) Leaky Cable infrastructure for seamless communication in side tunnel/cuttings.

In compliance to Railway Board directives for conducting trials for measurement of RF signal

strength in tunnels & deep cuttings and in- turn to decide the maximum length of tunnels /cutting

above which leaky cable infrastructure is needed for seamless operation of DPWCS fitted electric

locos, a joint RF signal strength survey involving RDSO,CR & M/s Lotus Wireless was carried

out between Maramjhiri (MJY) – Dharakhoh (DHQ) Section of Central Railway on 03-03-2014

& 05-03-2014 in five different tunnels (95 to 555 meters) .The summary of observations and

conclusion are as under.

Observations/Conclusion:

Receiving signal strength was between - 55dbm to 78dbm in plain terrain.

Healthy RF link between lead and remote in the deep cuts also.

Page 3 of 53

The link was established between lead and remote locomotives immediately after remote

locomotive comes out of the long tunnel.

Reliable operation of the Train fitted with DPWCS operating at 406 MHz Frequency cannot

be confirmed for tunnels with length more than 50m.

Tunnel Repeater has to be installed for all the tunnels exceeding the length of 50 Meters for

reliable operation at all speeds.

Smaller tunnels with short distance between the tunnels may be equipped with single

repeater covering consecutive tunnels.

The final test report based on observations made during run & post analysis of recorded

RF signal strength in tunnels was sent to Railway Board vide letter no. EL/3.1.3/WMUCS dated

24.03.2014.

(iii) CRS Sanction:

The commercial run of long haul train with DPWCS fitted locomotives are still pending

owing to non-availability of CRS sanction.

4. Revision of Specification:

To address the issue of provision of leaky cables/repeater mechanism, interoperability

etc., the Specification for DPWCS of Conventional Electric locos & Three Phase Electric locos

have been revised by RDSO & CLW respectively.

(i) Specification No. RDSO/2008/EL/SPEC/0074, Rev. ‘1’ of DPWCS for Conventional Electric

Locomotives was revised by issuing an Amendment No. 01 vide letter no. EL/3.1.3/WMUCS

dated 27.07.2015.

(ii) Specification No. CLW/C-D&D/ES/3/0549 Alt. ‘A’ of August, 2015 for Three Phase Electric

Locomotives.

5. Road Map for utilization of DPWCS:

As of now the road map for fitment of DPWCS on locomotives may be as follows.

(i) The leaky cable infrastructure shall be provided for further proliferation of the equipment or

else sections should be identified for long haul operations without tunnels.

(ii) CRS sanction should be expedited to run long haul trains to reap the benefit.

(iii) The interoperability of DPWCS is difficult to achieve in present stage. However, it is the

subject of study, research & trials.

ESC may further deliberate.

Page 4 of 53

New Item

Item No. : 364

Subject : Provision for High Speed/High H.P. Locomotives.

Group : ELECT (TRS)

Proposed by : RDSO

RDSO Ref. : EL/0.1.8

RDSO’s Note:

Indian Railways are running Rajdhani & Shatabdi express trains upto150 km/h. In order to

increase the speed potential of these trains to the maximum speed up to 200 km/h, 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 range160 to

200 km/h.

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

locomotives suitable for speed range of 160 to 200 km/h 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 km/h only. However for running passenger trains with high

speed i.e.160 km/h RDSO has already finalized the plan for running WAP5 in MU with single

pantograph. For the purpose, necessary speed certificate for loco for 160 km/h & speed certificate for

Confirmatory Oscillograph Car Runs (COCR) has been issued. Therefore, train with 26 coaches can be

easily run with WAP5 MU with single pantograph subject to CRS sanction which is under process.

However this loco has following limitations;

(i) No provision for hotel load converter in WAP5.specification for Hotel load converter is finalised

now. Developmental tender is under process by CLW.

(ii) HT/25 kV connection for one loco to other loco is required with two isolator fitted on loco roof.

Therefore there is a need for a high speed & high HP passenger loco fitted with Hotel load

converter to run the train in speed range of 160 to 200 km/h. It is learnt that Mechanical branch has

already finalize the design of LHB coach capable of speed at 200 km/h. Therefore, it is necessary to have

a locomotive which can haul 24/26 coaches trains like Rajdhani/Shatabdi and other mail express in speed

range of 160 to 200 km/h. With this proposed loco; the issue of running of electric loco MUs with single

pantograph can also be addressed.

Running of multi loco with two pantograph raised is not feasible as conformed by TI Directorate

vide Note no. TI/OHE/HS/2014 dated 14.09.2015.

Page 5 of 53

Salient Features of such a locomotive shall be as under;

Locomotive Power - 7000 KW (9524 HP)

Maximum Speed potential - 200 km/h (at level track)

- 159 km/h (at 1:200 grade)

- 183 km/h (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 car).

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.

The characteristics of the proposed loco (9524HP) with 24 coaches may be as under;

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

18000

19000

20000

21000

22000

23000

24000

25000

26000

27000

28000

29000

30000

31000

32000

33000

34000

35000

36000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

TE IN

KG

SPEED IN KMPH

TE Vs SPEED WITH TRAIN RESISTANCE-9524 HP with 24 coaches TE Vs Speed LEVEL GRADE 500 GRADE 200 GRADE 150

159 KMPH Balancing speed on 200 grade


Loco : WAP... Load : 24 LHB Coaches 20 III AC : 20 X 51.36 = 1027.20 2 AC Hot Buffer car : 2 X 42.24 = 84.48 2 Power car : 2 X 56.65 = 113.30

183 KMPH

Page 6 of 53

The characteristics of the proposed loco (9524HP) with 26 coaches may be as under;

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

18000

19000

20000

21000

22000

23000

24000

25000

26000

27000

28000

29000

30000

31000

32000

33000

34000

35000

36000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

TE IN

KG

SPEED IN KMPH

TE Vs SPEED WITH TRAIN RESISTANCE-9524 HP with 26 coaches

TE Vs Speed

LEVEL

GRADE 500

GRADE 200

GRADE 150



Loco : WAP.... Load : 26 LHB Coaches 22 III AC : 22 X 51.36 = 1129.92 2 AC Hot Buffer car : 2 X 42.24 = 84.48 2 Power car : 2 X 56.65 = 113.30 Total = 1327.70

178 KMPH

Page 7 of 53

The Simulation run has been carried out for the following:

(i) Single WAP5 as well as MU with 24 & 26 coaches:

Page 8 of 53

(ii) Single WAP7 as well as MU with 24 & 26 coaches

The salient points noted after simulation are as under:

Page 9 of 53

The salient points noted after simulation are as under:

1. The running of single WAP5 locomotive with 24/26 coaches have taken 782.65 and 801.39

minutes respectively between NDLS-HWH and maximum achievable speed of 159 km/h with 24

coaches and 154 km/h with 26 coaches load.

2. Two WAP5 MU with 24/26 coaches have taken 702.23 and 707.82 minutes respectively with the

booked speed of 160 km/h due to present maximum speed limitations of WAP5 locomotives.

The problem of no provision of hotel load converter and HT/25 kV connection for one loco to

other loco with two isolator fitted on loco roof are exits in two WAP5 MU.

3. The running of single WAP7 locomotive with 24/26 coaches have taken 799.47 and 809.59

minutes respectively.

4. Two WAP7 MU with 24/26 coaches have taken 748.23 and 707.82 minutes respectively at the

maximum speed of 140 km/h.

5. The propose 9524 HP (7000 KW) locomotive with 24/26 coaches have take 675.38 and 693.57

minutes respectively between NDLS-HWH at the maximum speed of 200 km/h.

6. The proposed locomotive is more energy efficient than the MU of WAP5 or MU of WAP7 when

run at same proposed speed.

Train simulation between NDLS-HWH-NDLS sections with standard stoppage at

CNB, ALD, MGS, GAYA, PNME and DHN for Proposed Rajdhani Exp. with Single &

multi WAP5, Single & Multi WAP7 and Single 9524 HP Locos have been done and

observations are as under:

(i) Simulation with 24 coaches, NDLS-HWH section (1457.72 km):

Rake: 24 LHB Design Coaches (EOG)

IIIrd

AC 20 51.36 T 1027.2 T

AC Hot Buffer Car 2 42.24 T 84.48 T

Power Car 2 56.65 T 113.3 T

TOTAL Load 24 1224.98 T

S.No. Loco Time Av. Speed

(kmph)

Energy consumption by

simulation (KWH)

1 WAP5 13 h 3 min. 112 46948

2 2XWAP5 11 h 42 min. 125 63854

3 WAP7 13 h 19 min. 109 44908

4 2XWAP7 12 h 28 min. 117 57826

5 9524HP 11 h 15 min. 130 59158

(ii) Simulation with 24 coaches, HWH-NDLS section (1452.39 km):

S.No. Loco Time

Av. Speed

(kmph)

Energy consumption by simulation

(KWH)

1 WAP5 13 h 25 min. 108 48011

2 2XWAP5 12 h 5 min. 120 68505

3 WAP7 13 h 36 min. 107 47461

4 2XWAP7 12 h 44 min. 114 64435

5 9524HP 11 h 44 min. 124 63505

Page 10 of 53

(iii) Simulation with 26 coaches, between NDLS-HWH section (1457.72 km):

Rake: 26 LHB Design Coaches (EOG)

IIIrd AC 22 51.36 T 1129.92 T

AC Hot Buffer Car 2 42.24 T 84.48 T

Power Car 2 56.65 T 113.3 T

TOTAL Load 26 1327.7 T

S.No. Loco Time Av. Speed (kmph)


(KWH)

1 WAP5 13 h 21 min. 109 48495

2 2XWAP5 11 h 48 min. 124 66936

3 WAP7 13 h 30 min. 108 47246

4 2XWAP7 12 h 33 min. 116 60760

5 9524HP 11 h 34 min. 126 64625

(iv) Simulation with 26 coaches, between HWH – NDLS section (1457.72 km):

S.No. Loco Time

Av. Speed

(kmph)


(KWH)

1 WAP5 13 h 41 min. 106 49455

2 2XWAP5 12 h 11 min. 119 71402

3 WAP7 13 h 45 min. 106 49632

4 2XWAP7 12 h 49 min. 113 67355

5 9524HP 11 h 59 min. 121 66759


Page 11 of 53

New Item

Item No. : 365

Subject : (i) Improving the Powering Ratio of MEMU rakes.

(ii) a) Enhancing the maximum permissible speed of MEMUs

from 100 kmph to 110 kmph.

b) Air Conditioned MEMUs.

Group : ELECT (G)

Proposed by : SR

RDSO Ref. : CEE/SR’s Letter No. E.134/ESC(60th), Dated 01.09.2015

Note of proposing Railway:

(i) Improving the Powering Ratio of MEMU rakes:

In Southern Railway, MEMU services are provided with 8 car formation. MEMU trains are

running long distance (500 Kms per day) on main line section following/behind exp./super fast trains.

Hence it is essential to increase the speed of MEMU. With the existing 8 car formation, it is possible to

attain only around 90 Kmph speed on run even with the maximum powering even though maximum

permissible speed is 100 Kmph for MEMU. At present there is added emphasis on improving the average

speed of passenger trains.

By improving the powering ratio by providing additionally one motor coach with the existing 8

car MEMU in the composition of 1 MC + 2 TCs in line with the 9 car EMU, maximum speed of 100

Kmph of MEMU can be achieved which will improve ‘acceleration’ and ‘average speed’ thereby

increasing ‘section capacity’ and ‘punctuality’ of trains.

This will also improve reliability of MEMU services in case of failure/isolation of one motor

coach en route due to any reason. Rake can be cleared to next major station with the help of other two

motor coaches.

9 car MEMU was also discussed as item No.29 of last ESC. However, as no. of trains are

increasing day by day and there is emphasis on increasing average speed of exp./super fast trains, it is

essential to review this item once again.

(ii)(a) Enhancing the maximum permissible speed of MEMUs from 100 to 110 kmph:

By provision of air suspension bogies vide letter No.SV.AS.MEMUdt.12-3-2010, RDSO has

issued safety certificate for running of MEMU with air suspension bogies at 110 kmph. However, it is

seen that same has not yet been implemented. Air suspension bogies are not yet inducted and RCF/trade

are still manufacturing MEMU coaches with all coil spring bogies having speed potential of 100 kmph. It

is suggested that apart from increasing powering ratio from1:3 to1:2 by providing additional motor coach.

Speed potential of the existing rakes may be enhanced from100 kmph to 110Kmph by provision of air

suspension bogies. This will greatly enhance the average speed of MEMU trains and improve line

capacity also.

Page 12 of 53

(ii)(b) Air Conditioned MEMUs:

Recently ICF has manufactured air conditioned DEMU coaches which are mostly to be run on non

electrified branch line sections where traffic is also much less compared to main line section when

MEMUs are running over long distances. In view of public demand, it is suggested to run MEMU trains

with air conditioned coaches. AC MEMU with air conditioned coach can also be run as intercity services

during day time with modified seating arrangement for passengers comfort at speed 110 kmph.

RDSO’s Note:

(i) To reduce the journey of MEMU rakes, Railway Board vide letter no. 2002/ELEC(g)/181/4 dated

28.2.2005 advised RDSO to carry out computer simulations as well as field trials of one 12 car

MEMU rake with the unit formation of 1DMC+2TCs between Tundla – Kanpur section of NCR.

RDSO witnessed the trials and report submitted to Railway Board vide this office letter no.

El/1.3.2/2 dated 18.5.2005.

Railway Board vide letter no. 2002/Elec(G)/181/4 dated 25.5.2005 in reference to the computer

simulations and field trial report Board advised the following.

“ From last page ( Comparative chart), it is seen that 4601 WF with 1DMC +3TC gives bare

time of 202 minutes while 1DMC+ 2TC gives 196 minutes i.e gain is little. We must, therefore

stick to 1DMC+ 3TC with 4601 WF gear ratio 4.55”. Fuji motor 1DMC +3TC with WF for

100 kmph needs to be worked out.

Simulation studies have been carried out with Fuji motors TM (4303) in TDL – CNB section

(228km),keeping maximum speed as 110 kmph, in the configuration of 1DMC+3TC and 1 DMC+

2TC also and the time saving is of the order of 18 minutes (~9.09 %) for 1DMC + 2TC and 9

minutes (~4.04%) for 1DMC + 3TC over TM 4601.

Also, in order to utilized the full potential of Fuji motors, electrics are required to be changed in

MEMU. Further the maximum service speed of MEMU train has been specified as 110 kmph in

the latest specification of IGBT based 3-Phase propulsion system having 1DMC+ 3TC

configuration. ESC may further deliberate.

(ii) (a) As per RDSO MT report no.997/F , MEMU trials with pneumatic suspension had been planned at

145 kmph but was conducted upto 120 kmph on account of over-speed cut-off safety provided in

the motor coach and one DMC was non modified (without pneumatic suspension).

(i) By changing the configuration of MEMU to 1MC +2TC (with pneumatic suspension

Field weakening and DCL loading), speed of 110kmph can be achieved for which

speed certificates have already been issued by RDSO.

(ii) For increasing the speed to 130 kmph new design with 3-Phase propulsion system

needs to be developed.

(b) This is a policy matter which may be deliberated during ESC meeting.

Page 13 of 53

New Item

Item No. : 366

Subject : Construction of MEMU/EMU Car Sheds with partially

covered sheds to reduce cost.

Group : ELECT (G)

Proposed by : SCR

RDSO Ref. : Draft Report No. PE/RM/EMU/0006-2000 (Rev.0) issued

during August - 2000


The Inspection / Running repair bays are presently fully covered for EMU / MEMU car

sheds, SCR proposes to provide covered shed only for the Motor coach area.

MEMU Car Shed/RJY Inspection bay was designed for 16 car length with 360 mtrs covered shed,

if for the upcoming MEMU sheds, the covered shed is provided only for motor coach area with 30 mtrs

length per MC, then for a 16 car length MEMU Shed, the covered shed will have to be constructed only

for 120 mtrs (4 X 30 mtrs) instead of 360 mtrs, therefore 2/3 cost of covered shed can be saved.

Schematic Drawing

MC MC MC MC

The rain water drain to be provided in the middle on the track as shown in the below picture, so

that rain water will not affect the maintenance work for the Trailer Coach area where covered shed is not

proposed.

Page 14 of 53

The Inspection / Running repair bays shall have pit less columnar design; track should be

supported on steel column so as to get maximum working area accessibility to under gear equipment. The

free walk way to be provided below floor to walk below the car body for inspection and attending repair

work. The flooring of walkway area shall have convenient slope and well connected drain holes for

draining out the effluent.

Walkway area Cat Walk area

The above proposal is justified, since during inspection schedule / running repairs, there

will not be any maintenance in the roof of the Trailer coaches. In fact all the conventional mainline

coaches are being maintained in the open area.

RDSO has issued draft guidelines for construction of EMU/MEMU car sheds homing 30 / 20 / 10

rakes of 9 / 12 / 16 car rake formations during August-2000 vide report No. PE/RM/EMU/0006-2000

(Rev.0). However, same is not yet approved by Railway Board. Therefore, presently there are no

authentic guidelines for construction of EMU / MEMU car sheds from RDSO.

The periodicity of scheduled running maintenance i.e TI (7 days) /IA (30 days) / IB (90 days)

which were considered while making above report are now revised and therefore infrastructural

requirements proposed for running maintenance i.e number of Inspection bays will have to be revised

accordingly. Also presently there is no IOH schedule which was also considered in the above report, therefore all the infrastructural requirements to be reviewed afresh basing on the present

periodicity of scheduled maintenance i.e. TI (10 days) / IA (45 days).

Track supported on steel column

Drain facility in the pit

Page 15 of 53

The report may be issued, duly considering the following objectives:

(a) Infrastructural requirements to construct EMU / MEMU car sheds homing 10 / 20 / 30

rakes i.e.;

(i) No. of Inspection bays required

(ii) No. of Heavy / light repair bays required

(iii) No. of Washing lines suitable for cleaning of coaches with toilets.

(iv) No. of stabling lines

(v) Laboratory

(vi) Stores depot :

Provision should be made in the final report for establishment of

Satellite Stores depot (maintained by DSKs) for the Car Sheds proposed

with designed capacity of less than 100 coaches and distance from the

base stores depot is below 50 kms. Similarly if designed capacity is

more than 100 coaches or distance from base stores depot is more than

50 Kms then provision should be made for main Stores depot

(maintained by AMM).

(vii) Pit wheel lathe:

Provision should be made in the final report for Pit Wheel lathe for the

Car Sheds proposed with designed capacity of more than 160 coaches.

If designed capacity is less than 160 coaches and nearby Pit Wheel lathe

with sufficient capacity is not available within the 150 kms, then also

provision should be made irrespective of the holding.

(b) M&P / T&P requirements in the maintenance sheds holding 10 / 20/ 30 EMU / MEMU rakes.

RDSO’s Note:

RDSO’s has submitted report No. RDSO/PE/RM/EMU/006 -2000 (Rev.0) for “Guidelines for

Layout of EMU/MEMU Car shed for homing 10/20/30 rakes of 12/16 car rake formation”, to

Railway Board for approval.

Railways were of the opinion that the roof to be provided for the entire length of the MEMU rake

as per the existing practice as they face difficulty in the maintenance of MEMU rakes with low level

transparent sheet roof only in motor coach stabling point in inspection bay and the same was advised to

Railway Board vide this office letter No. EL/2.3.7 dt 28.03.2008.

Also In the wake of provision of toilets in MEMU, development of washing and cleaning

facilities in the car sheds needs to be deliberated upon.


Page 16 of 53

New Item

Item No : 367

Subject : Development of Higher Capacity RMPU for AC coaches in

Mail/Express Trains.

Group : ELECT (G)


RDSO Ref. :

RDSO’s Note:

Development of higher capacity RMPU for AC coaches in Mail/Express trains was discussed in

58th ESC, agenda item no. 318. The recommendation of the ESC is to develop 10 TR RMPU for EOG

LHB AC coaches and simultaneously develop 30 KW alternator and 32.5 KVA inverter for SGAC

coaches.

Later on, RCF confirmed that 10 TR RMPU of double decker coach cannot be fitted in

conventional and LHB AC coaches due to non availability of height of envelope in comparison to double

decker coach.

As per heat load calculation, requirement of air conditioning in a 78 berth AC chair car LHB coach

at outside ambient of 50 deg C and inside condition of 23 deg C (60% RH) is 12.8 TR.

At present, RMPUs of different capacity for various types of AC coaches are being used. The size,

capacity and power consumption of various type of RMPUs are as under:

S.No. DESCRIPTION RMPU FOR

LHB VARIANT

AC COACHES

RMPU FOR

SG AC

COACHES

RMPU FOR

Double Decker

AC COACHES

RMPU FOR

METRO

RAILWAY AC

COACHES

1. Dimensions

L x W x H

2220x2200x500

mm

2190x2250x641

mm

2220x2100x700

mm

2750x1855x470

mm

2. Compressor used ZR61KCE TFD

522

ZR61KCE TFD

522

ZR94 KCE TFD

522

ZR81 KCE TFD

522

3. Capacity in TR 7.0 TR 7.0 TR 10.0 TR 11.0 TR

4. Height of the

compressor

438 mm 438 mm 476 mm 446 mm

5. Power

consumption

13.2 kW 13.0 kW 20 kW 15 kW

Page 17 of 53

A comparison of data of different types of Emerson make compressors is as under:

S.No. Description ZR 61 KC-

TFD (R-22)

ZR 61

KCE (R-

407C)

ZR 72 KCE

(R-407C)

ZR81 KCE

(R-407C)

ZR94 KCE

(R-407C)

1. Power input in kW 4.9 5.0 5.9 6.7 8.0

2. Height in mm 438 438 438 446 476

From above, considering the envelope available for conventional and LHB AC coaches, ZR 72

KCE compressor can be used. With the use of this compressor RMPU of 8 TR capacity can be developed.

However, with the use of this compressor the load of RMPU will increase by around 2 KW i.e. 4 KW

increase in electric load per coach.

For LHB coaches, the existing 60 KVA transformer is suitable for 8 TR RMPU. However, with the

increase in coach load by 4 KW the total electrical load in a train load will increase.

For SG AC coaches with 8 TR RMPUs, 30 KW Alternator and 32.5 KVA inverter will be required.


Page 18 of 53

New Item

Item No. : 368

Subject : (i) Outsourcing of TRD maintenance activities.

(ii)Annual Maintenance Contract of OHE in Private Sidings.

Group : ELECT (RE) & ELECT (EEM)

Proposed by : SCR & SECR

RDSO Ref. : CEE/SCR’s Letter No. E.53/2/60th

ESC Mtg. Dated 16.07.2015

& CEE/SECR’s Letter No. SECR/ELECT/218/ESC/1792,

Dated 07/07/2015.


(i) SCR’s Note:

Vide Railway Board’s letter No. 2008/Elect(G)/150/12 dt:15.05.13, guide lines for outsourcing

of non-power block activities pertaining to OHE & PSI were issued. Since SCR has acute shortage of

staff due to increase in TRD assets, it is felt that the power block activities are also required to be

outsourced as the posts creations are not taking place due to non-availability of matching surrender.

(ii) SECR’s Note:

(a) There are about 96 Private Sidings already existing in SECR as on date, constituting 626 TKM.

About 70 more Private Sidings are coming up, which are in different stages right from

consideration of DPR to work in progress, constituting about 1370 TKM.

(b) As per the existing guidelines, the maintenance of OHE in Sidings is required to be done by

Railways. As of now, the existing electrified TKM of 3127 OHE on Main line would go up

additionally by about 1370 TKM on account of Private Sidings for which creation of posts for

maintenance may not be forthcoming. Further, many of these Private Sidings are quite long in

stretch up to 94 Km. There are no clear-cut guidelines in respect of the maintenance facilities

including Tower Wagons required to be created for maintenance of the Private Sidings. In such a

situation, the existing resources will only have to be deployed for the maintenance and

breakdown attention in these Sidings. In fact, the existing resources are only being deployed in

the existing Private Sidings already electrified. Further, the Tower Wagon of any Depot, once

gone into the Siding either for maintenance or for breakdown attention, would cause a serious

situation on Main line to tackle any emergency taking place and would adversely disrupt the train

operation.

(c) There are Railway Board guidelines regarding outsourcing of maintenance activities of the TRD

system for non-power block activities only vide letter no. 2008/Elect(G)/150/12 dt. 15.05.13. A

need is, therefore, felt for considering outsourcing maintenance of TRD assets in Private Sidings

also.

(d) As regard the maintenance facilities, we are proposing to the Siding Owners both individually

and/or collectively for cluster of Sidings for creation of OHE-cum-PSI Depots on need basis,

including supply of 8-wheeler Tower Car to be located at strategic locations.

Page 19 of 53

(e) As per the existing Railway Board’s guidelines, the cost of TRD maintenance is to be borne by

Railways, while, there are no clear-cut directives with regard to breakdowns. The breakdowns

taking place in these Sidings on account of poor maintenance may continue to be borne by the

Railways. But, there are large numbers of other breakdowns taking place in Sidings, such as theft

of OHE, damage to OHE caused by dumpers & pay loaders hitting, etc., for which Siding owners

are primarily responsible. There is a need for taking a view to issue suitable policy guidelines for

realization of breakdown charges incurred by Railways in such cases.

(f) There are also no clear-cut guidelines with regard to provision of emergency communication in

Sidings. There has been no practice of demanding emergency sockets for Sidings. Only, of late,

when long Sidings have been proposed by various parties, we have proposed for provision of

suitable communication line in all Sidings of above 1 Km in length for emergency

communication. This is essential as in most of the Sidings mobile phone signals are either weak

or non-existent, while communication is essential for taking power block from the Divisional

TPC, as also it would come handy for running staff to establish communication with SCR and

TLC.

(g) In view of the above, following is proposed:

Outsourcing of maintenance of TRD system (OHE & PSI) in Private Sidings.

Realization of breakdown charges from siding owners where Railway in not responsible

for maintenance lapse.

Creation of maintenance facilities such as OHE-cum-PSI Depot, supply of 8-wheeler

Tower Car at strategic locations.

Provision of emergency communication line in Sidings of length longer than 1 Km and

above.

RDSO’s Note:

Outsourcing of TRD Maintenance Activities:

1. Railway Board vide letter No. 2006/Elect.(G)/170/2(Part-II) dated 16.12.2010, had nominated a

Committee of following Members to study & submit the report for outsourcing of maintenance of

Traction Distribution Activities, Transmission line and sidings:

(i) CEDE, Central Railway, (ii) CEDE, East Central Railway, (iii) CEDE, Northern Railway,

(iv) CEDE, Central Railway, (v) CEE,CORE (vi) EDTI/RDSO

2. Following activities have already been outsourced by the TRD units:

(i) Replacement of Insulator,

(ii) Replacement of Cantilever Assembly,

(iii) Periodic Overhauling of ATD,

(iv) Replacement of Guy Rod,

(v) Replacement of Catenary & Contact wire

(vi) Supply & Erection of Earthing & Bonding

(vii) Attending leaning Structure

(viii) Stenciling of OHE Parameters on OHE Structure,

Page 20 of 53

(ix) POH of Transformers, Circuit Breakers, Interrupters

(x) Manning of Traction Sub-station Equipments

(xi) Housekeeping of Traction Sub Station

(xii) Annual Maintenance Contract of SCADA

3. The Committee vide their Report dated 20.07.2012 recommended the TRD activities related to

OHE, PSI, SCADA, Transmission line & Tower wagon for outsourcing, Breakup of TRD yard

stick for OHE/PSI activities, AMC, introduction of better tools, substation components requiring

less maintenance to bring down man power requirement, Procurement of 8 wheeler tower wagon

only and Developing maintenance sheds for Tower wagon.

4. Based on the recommendation of the Committee submitted by RDSO, Railway Board approved

the following vide letter No. 2008/Elect(G)/150/12 dated 15.05.2013 as the interim measures till

the time the shortfall in the staff strength is made good.

(i) Outsourcing of non-power block activities for OHE & PSI installation for existing & new

electrified sections.

(ii) All Power Block activities in existing and newly electrified areas by Railway Staff.

5. Railway Board vide letter No. 2008/Elect(G)/150/12 dated 20.05.2013 constituted a committee of

following officers to identify outsourcing of non-power block activities.

(i) Sr. EDTI (ii) CEE/WR (iii) CEE/SER

The terms of references were as under:

a. Identification of non-power block activities for OHE & PSI installation in non-

suburban & suburban areas

b. Linking of outsourcing activity with the reduced activity of staff in certain slab

c. Outlining general guidelines for adopting outsourcing activities

d. Preparing schedule of quantity clearly defining the scope of each activity

e. Board terms & conditions to be included in the bid document

6. RDSO vide letter No. TI/OHE/GENL/Outsourcing/11 dated 11.06.2013 & 06.08.2013 requested

Zonal Railways to submit the information. Information has been received from NER, NWR, WR,

CR, NR, ER.

7. A draft report has been prepared by RDSO and e-mailed to the members of committee. The

committee has to deliberate and finalize its recommendations. The report will be finalized after

sitting/deliberation of the committee members by November, 2015 end.


Page 21 of 53

New Item

Item No : 369

Subject : Instrumentation in Electric locomotives with Remote

monitoring for condition monitoring of Axle Box & TM

bearings.

Group : ELECT (TRS)


RDSO Ref. : EL/3.2.108 (3-phase)

RDSO’s Note:

There has been number of cases of failures of axle box bearing traction motor bearings in Electric

Locomotives affecting not only the reliability but also safe running of trains. Some of the failures as

reported by some of the Zonal Railways is as under:-

Bearing failure details of 6FRA 6068TM

Bearing type Nos of bearing failures

2012-13 2013-14 2014-15 Total

DE: NU2236 19 28 40 106

NDE: NJ320 2 5 7 23

Total 21 33 47 129

Average FRPCPY= 1.43%

Bearing failure details of Axle Box

Axle Box Bearing

failures reported by

Nos of bearing failures

2012-13 2013-14 2014-15 Total

CR 6 16 7 29

WCR 2 2 4 8

Total 8 18 11 37

Average FRPCPY = 0.11 %

FRPCPY is less, but each incidence is a safety hazards to smooth train operation.

Indian Railways is looking for a system, which is capable of online monitoring of axle boxes and

traction motors and report any abnormality so that corrective action may be taken well in advance to

ensure safety of train operation.

In above context, some firms have developed online monitoring system which uses a central

processing unit wirelessly connected with sensors installed on bogie, wheels, motors, gearboxes and axle

boxes. The system uses data like speed, vibration and temperature collected from wireless sensors placed

at different locations and generates a warning signal when alarming condition arises.

This will help in timely detection of failures before endangering train operation safety.


Page 22 of 53

New Item

Item No : 370

Subject : Real time condition monitoring of OHE, PSI installations and

transmission lines.

Group : ELECT (RE)


RDSO Ref. : Nil.

RDSO’s Note:

At present, real time online condition monitoring is used in following areas.

(1) Optical Fiber based real time hot spot temperature monitoring in Traction Transformer.

(2) Leakage Current Monitoring of lighting arrester through leakage current indicator.

(3) Online video recording system for current collection system of OHE (OLIVER-G).

(4) Thermal imaging of OHE is being done by Thermal camera installed at NETRA.


Page 23 of 53

New Item

Item No. : 371

Subject : (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 Copper-Magnesium Catenary Wire in place of

Stranded Copper Cadmium Catenary Wire for 65

mm2 and 125 mm

2 Copper Magnesium Wire with current

carrying Copper Droppers on 25 kV AC Traction Over

High Density Routes of Indian Railways.


Proposed by : RDSO

RDSO Ref. : TI/OHE/CW/POLICY/12

RDSO’s Note:

Day by day, due to increase in traffic, increase in carrying capacity and use of multiple operations

of Electric Locomotives, higher current is drawn by the Pantograph and reaching to maximum limit of

OHE.

RDSO have conducted a load flow study at 132/25 kV Traction Sub-station, Kudra (feeding triple

line section) of Mugalsarai Division of East Central Railway during 2011, wherein the current in OHE

was in excess of permissible limit on a number of occasions. Many a times the drawing of current has

reached to 1,758 Amperes for 45 minutes durations.

Railway Board vide letter No.2012/Elect(G)/148/5 dated 06.01.2015 have approved the

standardization of contact & catenary wire for Mumbai Sub-urban area for 25 kV System with 150

mm2 HDGC Contact wire and 125 mm2 catenary wire.

(i) Presently in Indian Railways, 107 mm2 Hard Drawn Grooved Copper Contact Wire are being

used in majority. It is proposed to use higher size of Silver bearing HDGC Contact Wire i.e.

150 mm2 on high density routes of Indian Railways. With the use of 150 mm

2 silver bearing

Hard Drawn Grooved Copper Contact Wire, there will be substantial increase in current

carrying capacity of OHE, higher thermal capability, reduction in voltage drop and longer life.

It will also be helpful for semi-high speed train operation.

(ii) Presently, 65 mm2 (19/2.10 mm) Stranded Cadmium Copper Catenary Wire are being used in

majority, over Indian Railways. Moreover, it is also a well know fact that Cadmium is

hazardous to human being and many countries have switched over from Copper Cadmium

and using either copper magnesium or copper tin Catenary wire for use in Electric Traction

system. Therefore, it is necessary to introduce alternate of cadmium in Indian Railways

Electric Traction system.

It is proposed to introduce the use of (i) 150 mm2 silver bearing Hard Drawn Grooved Copper

Contact Wire and (ii) 65 mm2 copper Magnesium Catenary wire with conventional OHE and 125

mm2 Copper Magnesium Catenary wire over high density routes of Indian Railways. ESC may further

deliberate.

Page 24 of 53

New Item

Item No. : 372

Subject : Strategies to improve throughput of Railway Electrification

energisation @ 2500 RKM/Annum.

Group : ELECT (RE)

Proposed by : Railway Board

RDSO Ref. :

RDSO’s Note:

The slow activities in the entire process of Electrification are:-

(i) Dropper, clipping, adjustments to OHE & SED, Tower wagon. Checking.

(ii) Casting of foundation

For speeding up activity at S. No. (i), RDSO have framed a specification for self propelled wiring

train. With the availability of this wiring train, it will be possible to do wiring of contact & catenary along

with dropping & clipping as well as OHE adjustment under one traffic block. Once proper adjustments

are made, SED and Tower Wagon joint checking will be easier and faster. This will greatly speed up the

process of electrification. Hence, it is recommended that a few sets of wiring trains should be procured for

RE.

Speed of casting of foundation can be increased either by doing mechanization or by increasing

number of gangs. However, mechanization of this activity is not recommended, as the machine will need

additional traffic block and the total working hours will get reduced.

Another item where problem is faced in doing electrification is dependence of RE on diesel

power for crane working. In order to remove this impediment, self propelled mast erection vehicle

(MUV - multi propose utility vehicle) is considered as a probable solution to speed up electrification.

Specification for MUV has been finalized. It is proposed that at least one such vehicle for each RE project

may be procured.


Page 25 of 53

New Item

Item No. : 373

Subject : Reduction in Electrical clearance for 25 kV AC traction.

Group : ELECT (RE)


RDSO Ref. :

RDSO’s Note:

Reduction in Electrical Clearance in 25 kV AC Traction

Electrical Clearances Followed by Overseas Railways:

1. The Railway Electric Traction Network over the world operates at different Specified minimum

electrical clearance requirements. The Table below gives an overview of the present figures for

Static and Dynamic clearances:

Railway Static Clearance (mm) Dynamic Clearance(mm)

Indian Railways(without track

raising)

250 200

Indian Railways(with 20mm

track raising permitted)

270 220

SNCF France 270 220

British Railways 250 150

2. 25 kV AC Electrical Clearances as per ‘American Railway Engineering and Maintenance of way

Association (AREMA)’ Manual.

Atmospheric

Condition

Normal Clearances (mm) Minimum Clearances(mm)

Static Dynamic Static Dynamic

Non- Polluted 270 205 205 155

Polluted 320 255 255 205

3. INTERNATIONAL STANDARDS: The genesis of electric clearances is given hereunder:-

Sl. No.

Item (Live to Structure Clearance)

UIC:606-2-1986/IEC:60913- 1988

Static (mm) Dynamic (mm)

(a) Basic Insulation (b1+b2) 70 70

(b) Distortion of Electrical Field (b4) 30 30

(c) Surge/Over Voltages (b5) 100 0

(d) Safety Margins (b6) 70 70

Total 270* 170

*In case of pollution, a margin of 50 mm is to be added.

Page 26 of 53

Thus basically, static electrical clearance is provided keeping in view the Surges and Over

voltages (200 mm) and safety margins (70 mm) is kept to accommodate the Pantograph Push up,

Rolling Stock bounce etc.

4. In DMRC reduced Electrical Clearances of 150 mm has been adopted in clear pollution free

environment, by providing 42 kV Lightning arrestors.

5. As per Addendum & Corrigendum slip No. 7 of IRSOD-2004 (issued on 14.03.2012), the Para 1

of Chapter V A : Electrical Traction [25 kV AC 50 Cycles], the earlier adopted long time

clearance & short time clearance of 320 mm & 270 mm respectively were deleted from the

‘Schedule of Dimension – 2004’.

This A & C Slip states as under:

Vertical & lateral distance between 25 kV live parts and earthed parts of fixed structures or

moving loads/rolling stock shall be as large as possible.

The minimum vertical and lateral electrical clearances to be maintained under

worst condition of temperature, wind etc. between any live part of the overhead equipment or

Pantograph and parts of any fixed structure (earthed or otherwise) or moving loads/Rolling

Stocks shall be as under:-

Static Clearance/Long duration (mm) Dynamic Clearance/Short duration (mm)

250 200

Note:

(a) Long Duration means when the conductor is at rest and Short Duration means when the

conductor is not at rest.

(b) A minimum vertical distance of 270 mm shall normally be provided between rolling stock and

Contact wire to allow for a 20 mm temporary raising of the track during maintenance. Wherever

the allowance required for track maintenance exceeds 20 mm, the vertical distance between

rolling stock and Contact wire shall correspondingly be increased.

(c) Where adoption of above clearances is either not feasible or involves abnormally high cost,

Permanent Bench Mark shall be provided to indicate the level of track to be maintained.

Conclusion:

Keeping in view all the above facts, the relaxation granted vide A&C Slip No. 7 (issued in March,

2012), it is recommended not to further reduce the clearances and maintain these as 250 mm for long time

and 200 mm for short time clearance.


Page 27 of 53

New Item

Item No. : 374

Subject : Right powering of freight and passenger trains to improve

speeds and reduce journey time.

Group : EDEE (Dev) & ELECT (TRS)


RDSO Ref. : El/3.1.39/1

RDSO’s Note:

Right powering of freight & passenger electric trains has been identified as one of the key areas

to improve reliability, average speeds & throughput on the existing infrastructure. Railway Board has

issued directives from time to time in regard to right powering of freight and passenger trains to improve

speeds and reduce journey time.

In compliance to CRB D.O. No. 2001/CRB/Misc.l5 date 4.9.2001; RDSO had issued Report of

Committee (Comprising of Sr. Executive Director/Electrical/RDSO, Executive Director/Track/RDSO,

Executive Director/Traffic/RDSO & Director/Motive Power/RDSO) on powering of freight trains on

graded sections vide Report no. TFC 77 in Jan 2002.The report has dealt with problems of stalling,

requirement of additional power and its cost implications. It is essential that there should be right

powering of trains in all weather conditions. In wet conditions bankers, multi operation of locomotives

should be planned so as to ensure right powering.

RDSO has issued Haulage charts for Freight & Passenger locomotives (Three Phase electric

locos) for fair and wet weather conditions vide letter no. EL/3.1.39/1 dated 10.10.2013 in form of

Technical Circular No. RDSO/2013/0114(Rev ‘1’)-2013 and vide letter noel/3.1.39/1 dated 02.09.2014 in

form of Technical Circular No. RDSO/2014/EL/TC/0128(Rev ‘0’-2014 for Conventional Freight &

Passenger Electric locomotives to ensure right powering of trains hauled by electric locomotives.


Page 28 of 53

New Item

Item No. : 375

Subject : Replacement of MCI Fitting with Forged Fittings.

Group : ELECT (RE)

Proposed by : RDSO

RDSO Ref. : TI/OHE/FTGFE/12

RDSO’s Note:

OHE Fittings (15 CORE controlled, 18 RDSO controlled i.e. total 33 Nos.) have already been

converted from MCI to Forged steel and most of these fittings are having 4 sources.

CORE and the Railways are advised to procure only Forged steel fittings in future which are

developed and appearing in CORE/RDSO Vendor Directory. This will go a long way in improving the

reliability of OHE.


Page 29 of 53

New Item

Item No. : 376

Subject : Changes required in the design of OHE portal foundations to

avoid infringement in working of track machines in the yard.

Group : ELECT (RE)


RDSO Ref. :

RDSO’s Note:

On the open route, in order to maintain the clearance of 2.575 m from foundation edge, the

implantation has been increased to 2.8 m with a cut on the foundation top. However, it is gathered that

generally the implantation adopted on open routes are 2.9 m as it is difficult to cast the foundation as per

the RDSO drawing (foundation with a cut on top).

2575 mm clearance from the foundation edge for the portals location requires 3400 mm

implantation of Portal Leg as against 3000 mm at present. Increasing the implantation will involve extra

expenditure. Situations may arise where the required track separation may not be available in the yard for

achieving 3400 mm implantation.

The requirement of increasing the implantation is due to higher clearance required for working of

Track machines (BCM). In this connection, it is to state that

(i) The Track Machine (TM) and Bridge & Structure (B&S) directorate of RDSO have jointly

submitted a report on working of Track Machine (BCM), wherein an implantation of 2.2 m

is found sufficient for BCM working.

(ii) In the yards, due to several other constraints like edge of platform, number of signaling

apparatus with lower implantation, points and crossings etc., track machines are unable to

work.

Keeping in view the above, increasing the implantation in yard will not serve any purpose

and will only increase the difficulty as well as cost in casting the foundation, also increasing

the cost of portals. Rather directions need to be issued from Railway Board for reviewing

the requirement of 2.575 m clearance for working of BCM, when only 2.2 m clearance is

considered sufficient by the Track Machine directorate of RDSO, which looks after the

working of machines.


Page 30 of 53

New Item

Item No. : 377

Subject : Guidelines for selection of polluted zone based on IS.131314 in

new electrification section.


Proposed by : SR

RDSO Ref. :


1.0 Railway Board vide letter no. 2002/Elect(G)/161/21 Vol.IIdt. 04.07.12 have issued following policy

guidelines for the use of 25 kV porcelain and composite insulators in AC traction system based on

Equivalent Salt Deposit Density test enumerated in RDSO’s SMI no. TI/MI/040, Rev. (0).

a) for vandal areas with ESDD ≤ 0.3 mg/cm2– Use of only composite insulators 1050 mm CD with

the approval of CEE. Procurement of insulators shall be identified & cleared by Sr.DEE of the

respective division with CEE’s approval.

b) for other areas with ESDD ≤ 0.3 mg/cm2– Use of Porcelain 1050 mm CD insulators.

c) for areas with ESDD > 0.3 mg/cm2 - Use of composite insulators of 1600 mm CD with the

approval of CEE after conducting ESDD test as per RDSO SMI. Till such time 1600 mm CD

composite insulators are developed, 1050 mm CD composite insulators are to be used.

2.0 RDSO vide letter no. TI/OHE/INS/GENL/14 dt. 24.04.14indicated that there is dynamic situation

available with respect to the pollution areas as well as stone pelting areas and hence issued guidelines

that CEE of Zonal Railway will decide the polluted section as well as stone pelting section for use of

porcelain and composite insulators on the site specific.

3.0 As per RDSO SMI, measurement of ESDD is to be carried out periodically every 3 months for about

one year for assessing the change in severity due to seasonal change. This method of identification of

polluted zone for new sections under electrification is practically not possible.

4.0 Hence following is suggested for the identification of various types of polluted zones:

a) Classification of various types of polluted zones, ESDD values at such places and the specific

creepage distance of insulators required to be used are specified in IS-13134 as furnished below.

Type of

pollution

Pollution

level

Minimum specific

creepage distance

(mm/kV)

Artificial pollution test -Severity

withstand value (Salt deposit density

(mg/sq.cm)

Type-I Light 16 0.03 to 0.06

Type-II Medium 20 0.1 to 0.2

Type-III Heavy 25 0.3 to 0.6

Type-IV Very heavy 31 ---

Page 31 of 53

b) Following areas have been identified for deferent types of pollution:

Type-I Areas without industries and with low density of houses equipped with heating plants;

Areas with low density of industries or houses but subjected to frequent winds and/or

rainfall;

Agricultural areas,

Mountainous areas; and

All these areas shall be situated at least IO km to 20 km from the sea and shall not be

exposed to winds directly from the sea

Type-II Areas with industries not producing particularly polluting smoke and/or with average

density of houses equipped with heating plants;

Areas with high density of houses and/or industries but subjected to frequent winds

and/or rainfall; and

Areas exposed to wind from the sea but not too close to the coast ( at least several

kilometres distant )

Type-III Areas with high density of industries and suburbs of large cities with high density of

heating plants producing pollution; and

Areas close to the sea or in any case exposed to relatively strong winds from the sea

Type-IV Areas generally of moderate extent, subjected to conductive dusts and to industrial

smoke producing particularly thick conductive deposits; Areas generally of moderate

extent, very close to the coast and exposed to sea-spray or to very strong and polluting

winds from the sea; and

Desert areas, characterized by no rain for long periods, exposed to strong winds

carrying sand and salt, and subjected to regular condensation.

5.0 Based on the above guidelines, Divisions can conduct field survey in new sections under

electrification and identify pollution type. Based on division’s identification, porcelain/composite

insulators can be used as noted below with approval of CEE.

Pollution Type ESDD in mg/sq.cm Type of insulators to be used.

Type-I 0.03 to 0.06 1050 mm CD porcelain

Type-II 0.1 to 0.2 1050 mm CD porcelain

Type-III 0.3 to 0.6 1600 mm CD composite

Type-IV --- 1600 mm CD composite

Vandal area in Type I & II pollution 1050 mm CD composite

Vandal area in Type III & IV pollution 1600 mm CD composite

6.0 This item can be deliberated by ESC.

RDSO’s Note:

Railway Board vide letter No.2002/Elect(G)/161/21 Vol. II dated 04.07.12 have issued clear

guidelines on the subject for selection of insulators. Wherever it is not possible to measure ESDD as in

the case of electrification of new lines etc, RDSO vide letter No. TI/OHE/INS/GEN/13 dated 19.06.2013

have issued guidelines for qualitative assessment of pollution zones in line with IEC 60815-1/IS/13134.

Moreover, if it is difficult to group the areas in two Zones for new electrification based on ESDD (i.e.

ESDD ESDD<0.3 & ESDD>0.3 mg/cm2), it will be further difficult to group the areas in 4 different

Zones as proposed by SR. Hence, the guidelines issued may be followed.

However, keeping in view the failure of composite insulators reported by railways and difficulty

in identifying the failed insulator causing heavy disruption to traffic, CEEs should be cautious in

identifying Polluted Zone and vandal prone sections.


Page 32 of 53

New Item

Item No. : 378

Subject : Development of Harmonic filter for 25 kV Traction Power

Supply system.

Group : ELECT (RE)

Proposed by : RDSO

RDSO Ref. :

RDSO’s Note:

On Indian Railway traction System, the THD value measured at 25 kV side for Voltage is in the

range of 1% – 11% and THD for Current is in the range of 16% - 60%, which is significantly higher than

the limits specified in CEA regulation 2007 (THD for Voltage should be less than 5% and Current should

be less than 8%).

Recently Tamilnadu State Electricity Board has imposed penalty on Southern Railways on

account of violation of harmonic distortion limit. Therefore it became necessary to install harmonic

mitigation equipments/filters at Traction substations to avoid penalty.

In this regard RDSO has prepared the Draft Specification for ‘Power Quality Restorer’ (Active

harmonic Filter+ DRPC) which was sent to Railway Board vide RDSO’s letter no. TI/PSI/DRPC/DEV/15

dated 23.01.2015 for approval. Active harmonic filter can be used with Dynamic reactive power

compensation (DRPC) equipment.

However, field performance of DRPC installed in Indian Railways is not satisfactory. In view of

poor performance of IGBT technology based DRPC it is considered to go for tuned passive harmonic

filter which is based on combinations of capacitors and inductors and can also be used with fixed

capacitor bank already in use in Indian Railways. Passive Harmonic Filter is cheaper and more reliable

option as compare to Active Harmonic Filter. To develop an optimum design of filter for Indian

Railways TSS, it is necessary to measure actual power quality/ harmonic data at different type of TSSs.

Hence it is decided to measure harmonics data for 7 days at 3 locations (Heavily loaded, Average loaded

& lightly loaded TSS). The instrumentation has been done at one TSS and measurements are under

process. After complete measurements, a suitable design of filter shall be developed.


Page 33 of 53

New Item

Item No. : 379

Subject : Development of Tools, Jigs and fixtures to carry out

maintenance under live line to reduce Power Block

requirement.

Group : ELECT (EEM)

Proposed by : WR

RDSO Ref. :


Item Description:

Dearth of skilled manpower has become serious constraint for the maintenance of TRD assets.

There is also limitation in obtaining traffic block and power blocks for maintenance of assets. Hence there

is strong need felt to explore mechanization and automation of maintenance practices, which would

improve supervision without need of additional manpower and power blocks.

Proposal:

Hotline Maintenance Tools and equipment tool kit suitable for 25 KV traction installations

comprising Insulated ladders, Conductive suit, hand tools/universal items, Insulated covers and blankets

and insulator cleaning and replacement under live line be developed to reduce the power blocks demand

and increasing the productivity.

RDSO’s Note:

If Western Railway have used insulated ladders, conductive suit etc, for carrying out maintenance

work, they may share their experience. It may clearly be indicated by WR that requirement of traffic

block is also reduced by use of such equipment. Activity wise detailed procedure for elimination of traffic

block may please be forwarded to RDSO for further examination & standardization.

In the knowledge of RDSO, Camtech had developed rudimentary system for hotline cleaning of

insulators. The same was used by Vadodara Division of Western Railway. Water jet pump with drum of

water is kept in Tower Wagon. During traffic block (without power block), insulators are cleaned with

pressurised jet water. As it involves traffic block, it was not found of much use and was not considered

for universal application on Indian Railways.

RDSO have made intensive search on internet for hotline maintenance of OHE, but no

worthwhile information could be traced.

RDSO have also interacted with various suppliers /maintenance agencies. They are undertaking

hotline maintenance of transmission lines in PGCIL where there is no constraint of space & traffic

beneath the transmission lines. But, the same is not possible in Railway as it will require traffic block.

This will not serve the purpose of reducing requirement of traffic block.


Page 34 of 53

New Item

Item No. : 380

Subject : Solar Panels in Passenger coaches.


Proposed by : ICF

RDSO Ref. :


Solar panels have been installed in one GS coach by Northern Railway. It is suggested that

provision of solar panels may be tried out in few more coaches by PUs to validate the efficacy of the

system duly keeping the existing train lighting system as back-up arrangement. RDSO may be entrusted

to issue specification for this system, so that PUs can carry out trails on few coaches.

RDSO’s Note:

RDSO has already studied and examined the solar panel modules installed in BG coach, one at

NR & other in WCR and submitted a report to Railway Board.

Technical parameters of solar panel provided in roof top of Broad Gauge coaches in Indian

Railways:

S.No Parameter NR WCR Science Express(coach

no. 12)

1 No. of solar panels on

roof top in non AC GS

coach

12 nos. on GS

coach

15 nos. on GS

coach

22 nos. on 3rd

AC coach

2 Wattage(Wp)/panel 300 Wp 300 Wp 160 Wp

3 Rigid/flexible Rigid Rigid Flexible

4 Coach Load (GS/GSCN) 2.2 KW 2.2 KW 2.2 KW

5 Average generation of

solar power in summer

(Kwh/day)

21.5 KWh (for 7-8

hrs in day time only)

19 KWh (for 7-8

hrs in day time

only)

9 KWh (for 5-6 hrs in day

time only)

6 Average generation of

solar power in winter

(Kwh/day)

2.5 KWh (for 4-5

hrs in day time only)

2.5 KWh (for 4-

5 hrs in day time

only)

1.2 KWh (for 4-5 hrs in

day time only)

7 Weight(including fixture

assembly)/panel(kg)

15 kg 15 kg 5 kg

8 controller Microprocessor

based (30A)

Microprocessor

based (30A)

N/A

9 Grid/Non Grid type

system

Non grid type,

battery available for

storage of solar

energy

Non grid type,

battery available

for storage of

solar energy

Grid type 3 KVA inverter

used, 230 V AC directly

fed to AC bus bar of coach

panel

Page 35 of 53

The solar panels mounted on the rooftop of the coaches is exposed to environmental conditions

e.g. pollution, dust, rainwater etc. which may corrode the fixing arrangement, lead to poor efficiency of

solar panels and water leakage to coaches. Thus in order to ensure safety and maintaining good efficiency

of solar panels, lot of maintenance and regular cleaning of solar panels is required. The weight of the solar

panel along with mounting fixture is around 365 kg. If the same train runs during night time also, then

there will be dead weight haulage cost without any solar power generation. In some train links, the

payback period will be more and scheme may not be often economically viable. Further, the amount of

energy that can be generated through solar panels in such type of train links may not meet the complete

requirement of broad gauge train lighting coach on day to day basis and also requirement throughout the

year.

ICF has taken up a project with Indian Institute of Science, Bangalore on solar power generation

on roof top of LHB non AC coaches. The report submitted by II Sc, Bangalore for solar power generation

has been examined. Two mono-crystalline flexible solar-voltaic (SPV) modules each of 190 W rating

were mounted on the roof top of a non AC LHB EOG coach. The report indicated that due to topography,

frequent change in direction of train, shadow effect of inclined mounting of solar panels on roof top etc,

the solar power generation is adversely affected. They have carried out the trial in June and July month of

2015 in southern part of India where incident solar radiation is more in comparison to northern part of

India where incessant rain in July to September month and foggy weather in November to January month

results into less incident solar radiation. Total solar power generated during day time is not adequate to

meet the electrical load requirement of non AC Broad Gauge coaches. Therefore, the present self

generating arrangement e.g. alternator, V belt arrangement etc. cannot be removed. Further, the report has

not taken into consideration the cost of hauling the weight of solar panel modules along with fixing

arrangement. The haulage of extra dead weight of solar panels with fixing arrangement throughout the

round trip which include non generation period also is resulting in negative net saving of diesel oil in

some of the cases.


Page 36 of 53

New Item

Item No. : 381

Subject : Centre for Developing 3 phase Maintenance expertise including

TCMS/TIMS.

Group : ELECT (G)

Proposed by : ICF

RDSO Ref. :


In order to reduce dependency on market and improve the system, there is a need to set up a

centre for developing expertise in maintenance of 3 phase technology and to develop it further including

developing TCMS/TIMS.

RDSO’s Note:

EMUs with IGBT based 3 phase propulsion system are being manufactured at ICF with electrics

from BHEL, Medha and BT. Rolling stock for Kolkata Metro under manufacture at ICF is also with

IGBT based 3 phase Electrics from M/s Medha. Fourteen rakes for Kolkata Metro with 3 phase Electrics

are also coming from M/s Dalian, China.

Apart from Control Electronics, Power Electronics and 3 phase Traction Motors, the 3- phase

propulsion Technology involves use of software in TCMS and Traction Control. All future rolling stock

would have such technology and software. There is limited knowledge/expertise with Railways in this

area. Hence, there is a need to develop a centre of excellence in Indian Railways.


Page 37 of 53

New Item

Item No. : 382

Subject : Creation of post against new assets against “Energy Bank”.

Group : ELECT (TRS), ELECT (G) & ELECT (EEM)

Proposed by : ECR

RDSO Ref. : CELE/ECR’s letter no. ECR/ELE/RS/033 dated 03.09.2015.


Additional Electric Loco and MEMU Rakes are getting added to the assets holding on account

of expansion of electrified section over ECR territories during the last three years.

Creation of posts for maintenance for these additional assets are becoming difficult on account of

non availability matching surrender in electrical department. Effort are being made to off load certain

activates to trade to compensate requirement of additional man power for maintenance of assets but the

outcome is not encouraging, may be on account of geographical location of these assets for maintenance.

Moreover, it is not possible to off load schedule activities to trade. So far only related repair/overhauling

and rehabilitation activities have been off load to trade. Absence of policy guideline for schedule

activities is also causing hindrance in getting proposal vetted by Accounts.

In order to overcome this situation, creation of Energy bank for electrical department is

necessary. Creation of Energy bank will provide matching money value which can be utilized for creation

of additional posts. Creation of Energy bank will be on year to year basis. Moreover relief enjoyed by

traffic department because of reduction in shunting work by operation of MEMU/EMU trains replacing

Loco hauled Passenger Trains should also be passed over to Electrical department for creation of

additional posts. A small detail has been worked out by ECR which is as below:-

1. Saving in cost of energy for traction :- (All Figure have been taken from ASS)

Saving on account of FUEL cost in freight train operation per 1000 GTKM in Rupees. (Details

given in Annexure-“A”).

For every Million ton of Coal loaded and transported with average lead of 456 Km, we need to run

285 pairs of Goods (Loaded/Empty) trains.(Average pay load per train 3500 T ).

Each loaded goods train has gross weight of 5200 tons approximately and each empty trains weighs

1700 tons, therefore cost of energy for transportation of 01 Million ton coal for a distance 456 Km

will be :-

By Electric:- Rs. 5,36,50,996.92 (Detail given at annexure-“c” for 2015-16)

By Diesel:- Rs. 9,21,74,259.96 (Detail given at annexure-“c” for 2015-16)

Saving in Energy cost by Electric Train operation= Rs. 3,85,23,263.04.

The difference in energy cost for transportation of 01 Million ton of coal to its destination by

electric Traction, w. r. t to Diesel traction and saving in cost (Fuel) thereof for IR will be Rs 3.85

Cr. in money value.

For a target incremental loading of 05 Million tons (for ECR) per year and considering 80%

is on Electric Traction, the saving will be Rs. 15.40 Cr. If 50% of this saving in energy cost is

Page 38 of 53

credited to Energy bank for creation of posts for additional incremental holding of locos of ECR,

sufficient no. of posts to maintain additional assets can be created.

2. Saving in cost of energy by working Mail/Exp Train on Electric Traction:-

Introduction of Electric Traction for working Mail/Exp over newly electrified territories not

only increase sectional capacity (because of high speed and acceleration) but Electric Locos are much

more energy efficient and cheaper compared to Diesel traction. The calculation in difference in cost

of energy between Diesel and Electric traction for Mail/Exp services has been calculated and

enclosed in Annexure-“B”.

The cost of energy for movement of one 24 coaches train (1191.1 Ton) in a day (considering that

loco/train covers 700 Km a day) by Diesel and Electric traction, will be Rs.1,61,523.00 & Rs.

95,232.17 respectively (w. r. t 2015-16).

Therefore saving in cost of energy will be Rs. 66,291.41 for every additional train when

worked on Electric Traction every day. Considering a electric Passenger locos earns 700

Kilometer a day, cost of energy for passenger loco operation by replacement of Diesel under wire,

IR will save Rs. 2.00 Cr. per year. If 50% of this is credited to energy bank, creation of post

against additional assets can be done for Electric Loco Sheds, New TRD assets etc. Saving in

energy will be significant with increase in population of WAG-9/WAP-7 locos in the coming

years. Creation of Energy Bank and crediting the same on year to year basis may be considered.

3. Saving on account of introduction of MEMU Trains:-

As and when MEMU service are introduced by replacing DSL/Electric Loco Hauled passenger

trains, shunting work at terminating stations (detachment/attachment of loco) gets eliminated. With

16 MEMU Rakes in service 51 number of Detachment/Attachment of Loco at terminating station

are avoided per day in ECR. For each shunting work minimum 02 shutting staff and 02 Porters are

deployed at the terminating stations for reversal of engine in every shift. Saving in this account at 12

terminating stations over ECR will be 100 shunting staff etc. Policy to credit these surrender staff

of operating department to Electric Department, when MEMU services are getting introduced in new

sections may be considered and policy guideline issued so that additional staff for creation of

maintenance of MEMU Rakes with matching surrender can be processed.

Annexure-A

Diesel Traction Train Converted in to Electric Train & MEMU:

Year

Electri

c Loco

holdin

g

MEMU Unit

(1 Unit=

01M/C+3T/C)

NEW Electric

Train Started

(in Pair)

New train

converted for

DSl To

Electric

(in pair)

New

MEMU

Train

New MEMU

Rake Converted

from Dsl Traction

2013-14 355 55 5 8 0 0

2014-15 360 59 2 3 0 6

2015-16

Up to July-15) 373 73 0 0 0 0

Page 39 of 53

Number of MEMU services in ECR Daily Basis/Terminating station wise:

Year PNBE GYA JAJ MKA MGS BXR ARA RPR BJU FTU KEU DNR TOTAL Yearly

2013-14 20 10 3 2 4 4 1 0 0 0 0 1 45 16425

2014-15 23 10 2 2 4 3 1 1 2 1 1 1 51 18615

2015-16

Up to

July-15)

23 10 2 2 4 3 1 1 2 1 1 1 51 18615

GTKMS in 1000:

Electric Diesel

Year 2013-14 2014-15

2015-16

Up to July-

15) Remarks

2013-14 2014-15

2015-16

Up to July-

15)

Remarks

Goods 60210754.8 59559281.94 20704459.27

Passenger 16330647.5 17035177.19 5717336

MEMU 2062980 2167569.53 790140.32

SEC/SFC:

Electric Diesel

Year 2013-14 2014-15

2015-16

Up to July-

15) Remarks

2013-14 2014-15

2015-16

Up to July-

15)

Remarks

Goods 10.07 10.28 10.28 1.91 1.9 1.9

Passenger 19.68 19.46 19.62 3.63 3.62 3.58

MEMU 19 19 19

Rs/Unit Cost:

Electric Rs/Unit Diesel Rs/liter

Year 2013-14 2014-15

2015-16

Up to July-

15)

Remark

s

2013-14 2014-15 2015-16

Up to July-15) Remarks

Electric 5.55 5.64 5.82 64.76 58.94 54.1

Annexure-B

Cost per 1000 GTKM:

Electric Diesel

Year 2013-14 2014-15

2015-16

Up to July-

15) Remarks

2013-14 2014-15

2015-16

Up to July-

15)

Remarks

Goods 55.89 57.98 59.83 123.69 111.99 102.79

Passenger 109.22 109.75 114.19 235.08 213.36 193.68

MEMU 105.45 107.16 110.58

Page 40 of 53

Money Value for Every Million Ton of loading average lead of 456 Kilometer:

Every Train (Coal) Loaded

= 3500 Ton For 01 Million Ton = 285 Trains

Total GTKM in '000

(Loaded & Empty) = 896724

Electric Diesel

Year 2013-14 2014-15 2015-16

Up to July-15) Remarks 2013-14 2014-15

2015-16


Good

s

50116559.

27

51991340.

14 53650996.92

For 01

Million

Ton

110917226.3

2

100420533.

86 92174259.96

For 01 Million

Ton

Saving in Money Value on Energy cost per million ton freight loading (Coal):

Year 2013-14 2014-15 2015-16


Goods 60800667.04 48429193.72 38523263.04 For 01 Million Ton

Load and GTKM Calculation One Mail/Exp Train of 24 Coaches an 16 Car MEMU RAKE

per 100 Kilometer:

Type of

Vehicle Engine

No of

Different

Coaches

Total

Weight

in Ton

lead=

100

kilometer

Total GTKM

in '000

Average per day

running kilometer

of one Electric train

Per day GTKM

of one Train

(In 1000 GTKM)

Passenger 1 24 1191.4 100 119.14 700 833.98

Operational Money Value for running the one Mail/Exp Train per day last three years:

Electric Diesel

Year 2013-14 2014-15

2015-16

Up to July-

15) Remarks

2013-14 2014-15

2015-16

Up to July-

15)

Remarks

Passenger 91090.63 91532.97 95232.17 196051.02 177940.31 161523.58

Saving in Money Value on Energy cost for Electric hauled Mail/Exp Train per Day:

Year 2013-14 2014-15 2015-16


Passenger 104960.39 86407.33 66291.41

Page 41 of 53

RDSO’s Note:

1. A SAG level committee nominated by Railway Board has issued a report vide no.

RDSO/2012/EL/RM/0159 (Rev ‘0’) in October 2012 on identification of maintenance activities to

be outsourced to achieve benchmarking of maintenance staff for Loco sheds set by Railway Board (4

per loco for conventional and 2.5 per loco for three phase). Activities to be outsourced have also

been indicated in the report. Moreover, Railway Board vide letter no. 2006/Elect (TRS)/441/8, dated

31.08.2015 has issued policy guidelines for AMC of equipments if staff is not available for

maintenance.

2. In spite of that if staff shortage is experienced and money value for these staff is not available, the

idea of creation of Energy Bank may be followed by Zonal Railways. However, associate finance

and personnel branch will have to be consulted for any decision in this regard.


Page 42 of 53

Page 43 of 53

New Item

Item No : 383

Subject : Adoption of GIS Substations.

Group : ELECT (RE)

Proposed By : CORE

RDSO Ref. :


Adoption of GIS substations in new electrification projects wherever availability

of Railway land is limited and not adequate for conventional TSS.

RDSO’s Note:

At present GIS is being used in metro railways. GIS can also be used in Indian Railways in

situation where there is severe space constraint, however the preference should be given to conventional

air insulated type TSS even if it is achieved by shifting TSS to 2-3 km in either side. Moreover, RDSO

has issued/approved different layouts requiring different sizes for the TSS. These different layouts could

be tried in case of difficulty in procuring the land of standard size.

RDSO vide letter No. TI/ PSI/DRG/TSS-SPC/Policy/11 Dated 07.05.2012 had sent a proposal to

Railway Board for use of GIS TSS in Indian Railways for approval. On this, Railway Board has sought

certain clarification from RDSO vide letter No.2010/Elect.(G)/148/3 pt. dated 31.07.2012. RDSO

submitted the reply of queries raised by Railway Board on 31.01.2013 vide this office letter No.

TI/PSI/DRG/TSS-SPC/Policy/13. Railway Board nominated a committee of Sr. EDTI/RDSO, CEE/ECR,

CEE/SER & CEE/SECR to examine the need of use of Gas based switching post due to space constraints

vide Board’s letter No. 2009/Elect.(G)/148/1 dated 15.05.2013. No sitting of the committee could be held

but in the meanwhile it was recommended during 58th ESC to take DMRC’s help if required. RDSO is in

the process of making draft specification for the GIS based substations based on technical inputs from

DMRC, DFCC and other organizations. The draft specification is likely to be submitted to Board by end

of November 2015.


Page 44 of 53

Part-II ANNEXURE-I

Review of Status of recommendations of the 59th ESC meeting held at Goa, KRCL on 6th

& 7th March’2014

Item

no.

Subject Recommendation of

ESC

Decision of Board Present Status obtained from

RDSO and concerned

directorate of Railway Board

345 LED lights in

coaches.

1. RDSO has already

issued specifications

for LED based

luminaries and so far

one source has been

developed and two

more sources are

under development.

RDSO shall develop

more sources, who

have supplied such

luminaries in the past.

2. ER, NR and WR shall

provide LED based

luminaries in one

complete rake of

Rajdhani Express of

their respective base,

whereas SCR will

provide in one

conventional rake.

The performance

shall be monitored

and feedback shall be

given to RDSO.

3. Actual cost of

product shall be

decided based on the

developmental orders,

placed by Railways.

ESC recommendation for

providing LED lights initially

on one rake of

(recommendation at para-2),

each by ER, NR, SCR and WR

is accepted.

RDSO has prepared and issued the

specification No.

RDSO/PE/SPECTL/D/0091 (Rev. 0)-

2008 with Amendment No. 1 for

Energy Efficient LED based Luminaire

Unit for Air Conditioned Coaches.

346 Increase in

alternator

capacity in

SGAC

Coaches.

1. Due to advancement

in technology, it is

possible to pack

30kW power in the

same frame size so

that conventional

alternator of high

capacity may be used

in SGAC coaches.

RDSO is required to

explore the

possibility.

2. Because of the space

constraints, only PM

alternator of 30kW

capacity can be used

in LHB AC3 coaches.

Accepted. 1. The Alternator manufacturers

were consulted for development

of the exiting 25kW Alternator

with modified Controller to

deliver higher (30kW) output for

ICF SGAC coaches. Seven (07)

manufacturers have shown

interest in such development.

Accordingly, a proposal vide

RDSO’s letter No.

EL/7.1.38/1/Conv. dated

28.03.2014 was sent to Railway

Board to issue suitable directives.

Railway Board vide letter No.

2006/Elect(G)/138/4 dated

16.04.2014 have asked certain

clarifications. RDSO vide letter

Page 45 of 53

Item

no.


ESC


RDSO and concerned


For evaluation of

technology and to

gain more experience,

ICF and RCF shall

provide 30kW PM

alternator in 10 T

RMPU fitted 10 nos.

of LHB AC3 coaches,

each.

no. EL/7.1.38/2/Conv. dated

16.06.2015 have sent the

clarifications to Railway Board.

Directive from Railway Board’s is

awaited.

2. RDSO have issued FRS No.

RDSO/PE/FRS/AC/0003-2012

(Rev.1) for 30kW Permanent

Magnet Alternator to be provided

in LHB AC Coaches to make

them self-generating. Prototype

testing of one manufacturer for

30kW Permanent Magnet (PM)

Alternator with controller has

been completed and the results are

found to be in line with RDSO’s

FRS. The prototype testing of

another manufacturer has also

been completed. The

environmental test results are

awaited from the manufacturer.

Speed certificate for oscillation trails

at 115kmph in LKO-FD-SHG of

Northern Railway and at 145kmph in

Agra-Lalitpur section of North Central

Railwayhave been issued by RDSO.

CRS sanctions are to be arranged by

NR & NCR.

347 Centralized

monitoring of

control of

RMPUs in

trains through

touch screens.

1. Wireless

communications shall

be adopted for

monitoring.

2. Each coach shall have

one microcontroller

based monitoring

system, which can

work in Master or

Slave mode as

selected in order to

make independent of

coach integrity.

3. RDSO shall develop

a specification for

this system.

4. A trial on five SGAC

coaches shall be

carried out by WR

and the feedback

shall be given to

RDSO.

5. Since the

microcontrollers are

already available in

LHB EOG AC

coaches, the same

ESC recommendations for

providing centralized

monitoring of control of

RMPUs in trains through touch

screens initially on 5 SGAC

coaches by WR and 1 Rajdhani

rake by NR is accepted on trail

basis.

1. RDSO has prepared Functional

Requirement of System (FRS) no.

for centralized coach monitoring

system(CCMS) of RMPUs for

LHB EOG Rajdhani/Shatabdi

trains and submitted it to Railway

Board for approval vide letter no.

EL/6.4.9 Dt. 14.02.2015.

2. Railway Board has directed RDSO

vide letter no. 2009/Elect(G)/138/4

dated 04.02.2015 to review the

FRS so that centralized coach

monitoring system from a single

central location inside the train.

Accordingly RDSO has modified

the FRS for centralized monitoring

of control of RMPUs of LHB AC

EOG trains and submitted it to

Railway Board vide letter no

EL/7.1.105/CCMS dated

07/09/2015.

At present there is no provision of

microprocessor based controller for

RMPU in SG AC coaches. The

scheme for the centralized coach

monitoring system of SGAC RMPUs

will also be developed after successful

Page 46 of 53

Item

no.


ESC


RDSO and concerned


system can be

developed faster. The

trial may be

conducted in one

Rajdhani rake of NR.

trials on LHB EOG Rajdhani/Shatabdi

trains.

348 Issues related

with Pantry

cars.

1. After getting the

recommendations of

the committee of

multi- disciplinary

team comprising

Electrical, Mechanical

and Commercial

Directorates of

Railway Board, for

deciding functional

requirements of pantry,

RDSO, ICF and RCF

will jointly prepare a

revise scheme.

2. After finalization of

the scheme, field trial

shall be carried out in

few trains before

regular cut in.

Report of Railway Board

committee to be put up to

Board for the acceptance.

Thereafter, ESC

recommendations together

with Directorates. Comments

are approved for

implementation.

RDSO has furnished the comments on

draft FRS of hot buffet car based on

air craft pantry dated 06.05.2014

prepared by RCF Kapurthala.

349 Provision of

Automatic

Door Closer

arrangement

with improved

Ventilation in

EMU coaches.

1. Two EMU rakes with

3-phase propulsion

system of BT make

can be modified by

ICF for the provision

of:

a. Automatic door

closer

arrangement.

b. Vestibules.

c. Windows to be

redesigned for

better ventilation.

2. CCTV along with

emergency

communication

between passenger

and Guard/Motorman

in ladies coaches in

one EMU rake can be

provided by WR. The

scheme can be jointly

decided by WR and

RDSO.

Approved in principle on trial

basis. The issue for provision of

automatic door closing system

in two EMU rakes with 3-phase

propulsion system of BT make

is still under consideration in

Board’s office. This will

require full Board approval.

350 Development

of High speed

and sensitive

Relays.

1. Efforts shall be made

to reduce the tripping

time as far as possible

within the limitations

of technology. Life of

Numerical Relays

shall also be defined

RDSO needs to develop

specification at the earliest for

high speed sensitive relays

based on international practices

to reduce the tripping time.

While this should be done

quickly by RDSO, the existing

High sensitivity relays have been

developed. RDSO vide letter No. TI/

PSI/ PROTCT/ POLICY/2013 dated

28.07.2014/ 08.08.2014 issued

guidelines for replacement of relays to

Zonal Railways.

Page 47 of 53

Item

no.


ESC


RDSO and concerned


in view of the life of

electronics

components, used

there in.

2. Zonal Railways shall

start using the latest

developed Delta I

Relay and Battery

Monitoring Relay.

relays & control panel should

be allowed to complete their

codal life, before they are

upgraded. Moreover, life of

numerical relays be defined by

RDSO based on manufacturer’s

data, duty cycle, extent of

derating & practices adopted by

TRANSCOs, DISCOMs &

PGCIL.

351 Retro fitment

of existing 8

wheeler Tower

Wagons with

instrumentatio

n to convert

them into

intelligent

Tower Cars for

monitoring

OHE

Parameters.

Efforts shall be made to

prepare specifications

for Retro fitment of

instruments to the

existing 8 Wheeler

Tower Wagons to

monitor OHE

Parameters.

Accepted. RDSO to develop

specifications quickly within a

month. Retro fitment of

instruments in existing tower

wagons may be done during

POH.

One tower wagon of each

division should be equipped

with such instruments initially.

RDSO vide letter No.

TI/OHE/MRI/14 dated 02.01.2015

have already submitted the

specification to Railway Board for

approval.

352 Maintenance

of Electric

locomotives

using Long

term

maintenance

service support

through PPP.

As a pilot project,

second BNDM shed

shall be considered on

appropriate model.

Approved in principle. SE Rly

to submit a model tender

document to operate BNDM

IInd

shed with bare minimum

requirement of manpower, duly

indicating schedule/un-schedule

maintenance supervision

activities to be undertaken by

Rly staff and outside agencies,

further supervision model, level

of responsibilities & cost

savings shall have to be

submitted for Railway Board’s

approval. Proper procedure to

be followed for taking approval

of Competent authority

consulting all stakeholders.

Feedback from SER is awaited.

353 Provisioning

of ALP along

with

Motorman in

MEMU train

services.

1. ALP is not required

in MEMU.

2. Guard shall be

substituted with

motorman in MEMU

also.

3. Front view camera

can be provided with

display in rear cab.

Accepted in consultation with

Safety Directorate of Railway

Board, it has already been

decided that Assistant Loco

Pilot is not required for running

of MEMU train service.

Zonal Railways to take action

accordingly.

354 Introduction of

Electronic

trade in direct

recruitment of

Group-C staff

of Electrical

department.

All new direct

recruitments of

supervisors and artisans

shall include Electronic

trade also. Necessary

amendments shall be

carried out in IREM.

1. For direct recruitment of JE-II

through RRB, Diploma in

Electronics is already

mentioned in the educational

qualification further in IREM

it is mentioned that Rlys can

even specify no. of candidates

Zonal Railways to take action

suitably.

Page 48 of 53

Item

no.


ESC


RDSO and concerned


from each discipline (e.g.

electronics).

2. Vide Rly Board letter no.

RRCB no. 01/2014 dated

17.01.2014 common written

exam for technician Gr.-III &

ALP has been started with

effect from notification

CEN01/2014 issued in

01/2014. The common

qualification include all

relevant trade of ITI, Railways

can therefore indicate their

requirement of electronics

trade accordingly while

placing indents to RRB.

3. Southern Railway vide CEN

no. 01/2014 has already

advertised the vacancies of

Technician Gr. III electrical

with Electronics trade. Other

Railways can also process

their recruitment accordingly.

355 Review of

Unit Exchange

Spares norms

of Electric

locomotives.

Proposed norms shall

be followed.

Accepted. Zonal Railways to take action.

356 Bench

marking of

Manpower of

Electrical

Assets.

1. Yardsticks already

exist and same shall

be followed. The

report submitted by

SAG level committee

(Convener RDSO) for

Elect (TRS) is under

consideration of

Board. Suitable

directives shall be

issued by the Railway

Board, in this regard.

2. Detailed proposal

may be prepared for

revision of yardstick,

along with

outsourcing of TRS

and TRD activities.

For TRS:

- Manpower yardstick were

issued in the year 2006 duly

taking into account almost all

improvements in design and

maintenance practices hence

same can continue to be

followed as also recommended

by ESC.

- At present IR is facing severe

constraints of manpower and

other resources because of

which creation of new posts by

Railways is not materializing.

Therefore till situation

improves, Railways to achieve

a benchmark of 4.0 man/loco

(which is close to IR’s average

manpower available per loco)

bridging the gap by carrying

out some maintenance

activities through expertise

available with OEMs/trade.

- RDSO to standardize model

tender documents/templates

including technical

specifications and STRs for

1. RDSO vide letter no. EL/3.6.4/02

dated 26.10.2012 furnished the final

report of the committee bearing no.

RDSO/2012/EL/RM/0157(Rev. ‘0’)

dated 25.10.2012.

2. Railway board vide Letter

no.2005/Eiect(TRS)/ 480/2/Pt.VI,

dtd: 02.06.15 decided that the man

power planning norm for

maintenance of three phase locos in

electric loco sheds would be 2.5

persons per three phase loco.

A draft report on “outsourcing of TRD

activities has been prepared and e-

mailed to the committee members i.e.

CEE/WR, CEE/SER. Committee of

the two CEEs and EDTI (Co-ord.)

have to deliberate and finalize the

report. It is proposed to submit the

committee’s recommendation to

Board by November 2015 end.

Page 49 of 53

Item

no.


ESC


RDSO and concerned


different Railways.

- RDSO after interaction with

Railways can identify new

maintenance activities which

can be added along with likely

sources to the existing list of

repair/reconditioning of major

equipment.

- As yardstick issued in 2006

does not cover three phase

locos, a new proposal for the

same may be processed at

Railway Board similar to done

by Mechanical Department

vide letter no.

2007/M(L)/466/3(1505)

(Yardstick) dated 30.08.2010.

For TRD:

- Recommendation as contained

in para (2) regarding

outsourcing of TRD activities

are accepted.

- After deliberation of the report

submitted by SAG Committee,

instructions have been issued

vide Board’s letter no.

2008/Elect(G)/150/12 dated

15.05.13 advising that there is

no change in yardstick and non

power block activities of TRD

can be outsourced

commensurating shortfall in

manpower.

- The committee consisting of

Sr.EDTI/RDSO, CEE/WR and

CEE/SER nominated vide

Board’s letter no.

2008/Elect(G)/150/12 dt

20.05.13 should finalize the

framework for outsourcing

activities for TRD including

preparation of schedule of

quantity and linking

outsourcing activities with the

reduced availability of

manpower.

357 Codal life of

IGBT

propulsion

systems.

Life of electronic

equipment is world

over taken as 5 years.

This is based on

acceptable reliability

and also obsolescence.

RDSO is of the opinion

that being costly

equipment we may

1. The codal life of traction

Converter Aux. Converter &

VCU is stipulated as 18 years

by Railway Board letter RBA

no. 25/2006 dated 24.05.2006

with concurrence of Railway

Board Finance.

2. Policy for rehabilitation of

PCB’s/card after 6 years has

1. The Issue has been examined by

RDSO however, unlike electronics

of GTO based locomotives; the

electronics of IGBT based

propulsion system have completed

life of 3-4 years only. In this short

span of time, it is difficult to

identify modules/cards requiring

replacement/rehabilitation after 5-6

Page 50 of 53

Item

no.


ESC


RDSO and concerned


accept life of 10 years,

extending the life by

rehabilitation of low

power/ control circuit

after 5-6 years. IGBT’s

shall be replaced when

it fails.

After 10 years complete

converter/equipment

shall be replaced with

the new one of

prevailing new

technology. A proposal

for the same will be

sent to Railway Board.

already been approved by

Railway Board vide letter no.

2007/Elect.(TRS)/138/9 pt

dated 16.12.2008.

3. RDSO to submit detailed

proposal clearly indicating

modules/cards requiring

replacement or rehabilitation

after 5-6 years. Complete

replacement of traction

converter after 10 years (i.e. 1st

POH of passenger locos and

2nd

IOH of freight locos) needs

to be further examined &

justified in view of the cost

implications.

years. Moreover, the issue of

maintenance of IGBT based

propulsion system has been

deliberated by the committee of

Director/RDSO,

Dy.CEE/D&D/CLW &

Sr.DEE/TRS/AQ and report no.

RDSO/2014/EL/IR/0164 Rev.’0’

has been submitted to Railway

Board vide letter no.

EL/11.5.5/1/IGBT dated

06/01/2015.

2. SAG level committee nominated by

Board has recommended for

replacing of GTO counter by IGBT

during rehabilitation of locos after

18 years.

Approval of Railway Board is

awaited.

358 Use of pure

carbon strips

on

pantographs.

Trails shall be carried

out in Main line & Sub-

urban Sections. After

trial suitable decisions

shall be taken.

Accepted. Trials be conducted

with pure carbon strips on locos

and EMUs/MEMUs on

following identified sections:

Waltair-Kirandul (KK line)-

Elect locos

Chennai-Gummidipundi

section- EMUs

Pure carbon strips has been provided

on five (05) pantographs by Velachery

Car Shed of Southern Railway in

September 2014. Pure carbon strips

has also been provided on five (05)

pantographs by ELS/CNB/NCR.

359 Provision of

one High rise

pantograph in

all new Freight

Locomotives

produced by

CLW.

Checking of OHE with

2032 mm Panto Pan

with Tower Wagon

shall be carried out in

next four months. After

obtaining necessary

confirmation from

Railways, one high rise

Pantograph, in all new

locomotives, shall be

provided.

1. Accepted.

2. CLW has already been

advised to cut in High reach

pantographs in all WAG-9

locos.

3. The cost differential between

conventional and high rise

pantograph should be brought

down ay addition of new

sources.

4. RDSO should also quickly

finalize the employment

schedule and design of high

rise OHE.

1. Four vendors namely, M/s Stone

India, M/s Contransys, M/s Schunk

India & M/s Faiveley have been

included in approved vendor list no.

EL-M-7.1-1 issued by Electrical

Directorate.

2. Revised specification with Panto

Pan width with 2030 mm is under

finalization.

3. RDSO vide letter No TI/CIV/MS/14

dated 17.04.2014 has issued

‘Employment schedule’ for high rise

OHE.

360 Provision of

Power Quality

Compensating

Equipment.

It is recommended to

install dynamic

Harmonic mitigation

Equipment having

inbuilt feature of Power

Factor Correction,

taking care of lagging

& leading Power

Factor.

1. Accepted.

2. RDSO being the member of

recently nominated committee

by CEA should finalize the

recommendations for the

review of regulations duly

addressing the issues raised by

Railways.

3. RDSO should develop the

specifications for the

equipment as advised vide

Board’s letter no.

2008/RE/170/1 dated

28.05.13.

The issue has been taken up with

CEA. They will issue necessary

guidelines.

RDSO vide letter No.

TI/PSI/DRPC/DEV/15 dated

23.01.2015 have submitted draft

specification for Power Quality

Restorer to Railway Board.

Page 51 of 53

Item

no.


ESC


RDSO and concerned


4. SR should propose new work

immediately for undertaking

trials of harmonic mitigation

equipment.

5. SR to expedite trial one no.

equipment on new section

being electrified by CORE.

361 Identification

of Polluting

Zones & stone

pelting prone

area.

1. Railways shall

identify the patches

of stone pelting &

polluting zones.

2. Railway board’s

directives already

exist for use of type

of insulators in these

areas.

1. Accepted.

2. RDSO should compile the data

receive from zonal Railways

and circulate it to

CORE/RVNL for compliance.

3. Zonal Railway may also plan

implementation of board’s

policy dated 04.07.12 for

polluted zones during

replacement.

On the basis of data collected from

Zonal Railways, RDSO vide letter No.

TI/ OHE/ INS/GEN/14 dated

24.05.2014 recommended Railway

Board that CEEs of Zonal Railways

may decide polluted & stone pelting

sections.

362 ‘’Support

Services

System’’ for

maintenance

of OHE

network

Detail proposal may be

prepared for revision of

yardstick, along with

outsourcing of Traction

Distribution field

activities.

Accepted particularly for new

RE sections. RDSO to develop

comprehensive for OHE & PSI

activities duly linking the

shortfall in man power.

Along with the draft report on

outsourcing of TRD activities”. The

“support services system” for

maintenance of OHE network has also

been prepared and e-mailed to

committee members i.e. CEE/WR,

CEE/SER. This will also be

deliberated upon by the committee

members (i.e. the two CEE’s and

ED/TI/Co-Ord/RDSO). The report is

proposed to finalized and submitted to

Board by November, 2015 end.

Page 52 of 53

Part-III ANNEXURE-II

List of new items proposed by Railways/ PUs but not featuring in main

Agenda for discussion

S N Item description Proposed by

1. Cab design and Crash worthiness of cab of MEMU. SER

2. LT compartment door in Aero-dynamic design EMU & MEMU. SER

3. Augment the hauling capacity of trains from 24 coaches to 26 coaches. SER

4. Implantation of Traction Structures in new Electrification Works. SCR

5. AOH periodicity of 4 wheeler tower car. SCR

6. Provision of enhanced capacity AT in new Sub-station. SCR

7. Availing traction power on Open access basis. SCR

8. a) Falling of 33 KV power line crossings on OHE causing disruption of complete rail

traffic-Conversion of 33 KV power line crossings in to UG cable-cost bearing.

b) Modification of 33 KV overhead power line crossing by underground cable on

electrified or to be electrified section.

SCR &

ER

9. Specification for Metal halide Lamps & fittings, DG set (7.5 KVA to 75 KVA), High

mast Tower lighting system and Solar pumps.

SCR

10. Disconnection of local DISCOM supply from LC gates and IBS located in Double Line

Electrified section where Inverter/UPS backup supply has been provided by S&T Dept.

SCR

11. Codal life of Batteries used in Traction Substation and Switching Post vis-a-vis those

used in coaches.

SECR

12. Specification of time limit of Automatic Fault Locator (AFL) feature in SCADA

system. As per RDSO specification, time limit is not specified.

SECR

13. Elimination of sectioning boards in TPC Room to avoid its expansion consequent to

electrification of new sections.

SECR

14. Mid Term Rehabilitation of MEMU coaches. WR

15. Air conditioning of Running Room. WR

16. Policy regarding CMC of IGBT loco at the time of procurement for entire codal life. WR

17. Provision of 100% redundancy in equipments SIV/MPCS/VCD in Conventional locos. WR

18. Protection scheme adopted in Mumbai Suburban area should be followed for non

suburban area with Auto Signaling system.

WR

19. Earthing and bonding code for PSC girder bridges. WR

20. ROR calculation of RE proposal based on PGCIL connectivity to Rly Traction

Substation.

WR

21. Development of RMPU with brushless DC motor based technology. ICF

22. Reversible cycle RMPU. ICF

23. Display system in Passenger coaches. ICF

24. Smoke detection in Passenger coaches with Alarm system. ICF

25. Centralized Monitoring systems for Locos and EMUs. ICF

26. Use of SCADA in Building management system. ICF

27. Roadmap for switchover to Propulsion. CLW

28. Online monitoring of critical parameters in Electric Locomotives. NCR

29. Event recording in voice & video in the cab of Electric Locomotives. NCR

30. Provision of Stainless steel covers for under-slung equipments. NFR

31. Power factor improvement of RMPU inverters. NFR

32. Involvement of private sector in renewable energy projects. NFR

33. Improvement in design/technology done in Coaches on trial basis. NWR

34. Construction of Tower wagon siding with shed and pit line at OHE depots in Railway SR

Page 53 of 53

Electrification projects.

35. Setting up of a dedicated Cell at Railway Board for perusing issues raised by

SERC/SEB.

SR

36. Guidelines for selection of polluted zone based on IS.131314 in new electrification

section.

SR

37. Standardization of AMC schedule, Rate and Scope of work for 25 kVA inverters. SR

38. Standardization of maintenance schedule for AC & Non-AC coaches based on current

requirement.

SR

39. Enhancement of 25 kVA Inverter capacity. SR

40. Standardization of Battery and Alternator in Janshatabdhi coaches. SR

41. Replacement of ON-Board type 25 kVA inverters. SR

42. Outsourcing of non-core activities. SR

43. Implementation of SLAM in all electric loco sheds of Indian Railways. WCR

44. Provision of spare loop for phase and field wire in 25 KW alternators. WCR

45. Conversion of first AC coach up to year 2012 with two plants. WCR

46. Attending of warranty failure by equipment manufacturer. WCR

47. Fixed POH workshop for WCR. WCR

48. Common arrangement for manual of RRU/ERRU of different makes. WCR

49. Repairing of BLDC fans of different make. WCR

50. Theft of cable in LHB coaches. ECR

51. Development of 2x25 kV Ac traction power supply system. TI

52. Procurement policy for supply of TRD materials (excluding contact & catenary wires)

through works contract as per vetted estimate.

ER

53. Dress Code for escorting staff (electrical) of AC coaches. ER

Documents

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS ... - Indian … for 60th... · ... Three Phase Electric Locomotive- 2 Pairs are in service ... WAG 9 18.02.2011 (i ... Indian Railways are