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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
147 KMPH Balancing speed on 150 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
153 KMPH Balancing speed on 200 grade
141 KMPH Balancing speed on 150 grade
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)
Energy consumption by simulation
(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)
Energy consumption by simulation
(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
ESC may further deliberate.
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
Note of proposing Railway:
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.
ESC may further deliberate.
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)
Proposed By : Railway Board
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.
ESC may further deliberate.
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.
Note of proposing Railway:
(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.
ESC may further deliberate.
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)
Proposed By : Railway Board
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.
ESC may further deliberate.
Page 22 of 53
New Item
Item No : 370
Subject : Real time condition monitoring of OHE, PSI installations and
transmission lines.
Group : ELECT (RE)
Proposed By : Railway Board
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.
ESC may further deliberate.
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.
Group : ELECT (RE) & ELECT (EEM)
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.
ESC may further deliberate.
Page 25 of 53
New Item
Item No. : 373
Subject : Reduction in Electrical clearance for 25 kV AC traction.
Group : ELECT (RE)
Proposed by : Railway Board
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.
ESC may further deliberate.
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)
Proposed by : Railway Board
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.
ESC may further deliberate.
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.
ESC may further deliberate.
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)
Proposed by : Railway Board
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.
ESC may further deliberate.
Page 30 of 53
New Item
Item No. : 377
Subject : Guidelines for selection of polluted zone based on IS.131314 in
new electrification section.
Group : ELECT (RE) & ELECT (EEM)
Proposed by : SR
RDSO Ref. :
Note of proposing Railway:
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.
ESC may further deliberate.
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.
ESC may further deliberate.
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. :
Note of proposing Railway:
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.
ESC may further deliberate.
Page 34 of 53
New Item
Item No. : 380
Subject : Solar Panels in Passenger coaches.
Group : ELECT (RE) & ELECT (EEM)
Proposed by : ICF
RDSO Ref. :
Note of proposing Railway:
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.
ESC may further deliberate.
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. :
Note of proposing Railway:
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.
ESC may further deliberate.
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.
Note of proposing Railway:
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
Up to July-15) Remarks
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
Up to July-15) Remarks
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
Up to July-15) Remarks
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.
ESC may further deliberate.
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. :
Note of proposing Railway:
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.
ESC may further deliberate.
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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.
Subject Recommendation of
ESC
Decision of Board Present Status obtained from
RDSO and concerned
directorate of Railway Board
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