minutes - indian railways

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GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

MINUTES of

63rd

Meeting of

ELECTRICAL STANDARDS COMMITTEE (ESC)

held at

Diesel Locomotive Works (DLW), Varanasi

on

20th

& 21st

September-2019

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

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INDEX

S

N

Subject Group Proposed

by

Item

No.

Page

No.

Members Present 3

General Proceedings of meeting 5-6

Part – I NEW ITEMS

1. Preparedness of Railways for push-pull operation of

trains.

ELECT.(TRS) RB 424 7-9

2. Adequate availability of Electric trained crew for newly

electrified sections.

ELECT.(TRS) RB 425 10-11

3. Automatic activation of TELS on vulnerable identified

bridges using GPS in locomotives.

ELECT.(TRS) RDSO 426 12-15

4. Increase in workshops for repair of 3-phase traction

motors.

ELECT.(TRS) NR 427 16-17

5. Incorporation of facility for online transfer of DDS

messages on three locos equipped with RTIS.

ELECT.(TRS) NR 428 18-19

6. 160 kmph OHE up-gradation- options available. T.I. RB 429 20-21

7. Courses module at IRIEEN- In light of new advances in

electrical department.

EEM RB 430 22-23

8. New Technological Up-gradation and Advances – in

TRD and ‘G’ services.

T.I. RB 431 24-25

9. SCADA requirement and up-gradation needed- In light

of open access.

T.I. RB 432

26

10. Procurement Policy of Lift and Escalator. EEM RB 433 27--28

11. Review of Height of top member of gauge at LC gates in

Electrified sections – amendment to ACTM.

T.I. SWR 434 29-30

12. Replacement of Overhead Track Crossing Up to 66 kV

by underground cable and use of monopole in place of

tower.

T.I. NWR 435 31-32

13. Standardisation of luminaries fittings for PFs, Street

light, Yards, Washing lines & Circulating areas &

Railway colony.

EEM NR 436 33-34

14. Standardization of Electrical vehicle charging station at

Railway station & their running policy.

EEM NR 437 35-36

15. Tower Wagon Maintenance. T.I. NR 438 37-38

16. Creation of man power for TRD maintenance of

additional assets by transferring man power of Diesel

loco maintenance proportionately to the extent of

reduction in Diesel locos.

T.I. SCR 439 39-40

17. Elimination of one power car from HOG compliant

mixed trains.

ELECT (G) RB 440 41-42

18. Digital Train Communication Network (TCN) for

EOG/HOG trains.

ELECT (G) RB 441 43-44

19. Electric power supply voltage (110 or 230V) in

passenger area of departmental coaches.

ELECT (G) RB 442 45

20. Various issues related to reliability of Metro Railway,

Kolkata.

ELECT(G) RB 443 46-47

Other Issues (Non agenda items) Discussed. 48

Part - II Review of Status of recommendations of the

62nd

ESC meeting. Annexure-I 50-58

Part – III List of new items proposed by Railways/PUs but

not featuring in main Agenda for discussion. Annexure-II 59

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MEMBERS PRESENT

S.No. Name(S/Shri/Smt.) Designation

Railway Board

1. Rajesh Tiwari Member Traction

2. Manju Gupta Add. Member Electrical

3. Kishore Kumar EDEE/RS

4. R.K.Jain EDEE/DEV

5. Jaideep EDEE/G

6. B.S.Bodh EDEE/RE

RDSO

1. O.P.Kesari PED/SE

2. Sanjeev Swaroop PED/PS

3. Sudhir Ranjan EDTI(Co-ord)

4. Dinesh Kumar ED/PS&EMU

Railways

1. A.K.Singhal PCEE/DLW

2. N.K.Gupta PCEE/ICF

3. Sanjay Deep Director/IRIEEN

4. Anand Dev PCEE/NFR

5. R.K.Atolia PCEE/NWR

6. Alok Gupta CAP/CORE

7. B.Rai PCEE/NER

8. Avnesh Kumar Gupta PCEE/WCR

9. Rakesh Tiwari PCEE/ECR

10. A.A.Phadke PCEE/SCR

11. Shailendra Kumar Singh PCEE/NR

12. M.K.Gupta PCEE/RWF

13. S.P.Vavre PCEE/CR

14. Raj Narayan PCEE/NCR

15. S.N.Dubey PCEE/SECR

16. Sanjeev Bhutani PCEE/WR

17. Ram Prakash PCEE/CLW

18. Prem Chand PCEE/RCF

19. B.G.Mallya PCEE/SWR

20. C.S.Jeenger PCEE/ER

21. B.Panda PCEE/ECoR

22. R.K.Gupta PCEE/SR

23. Ashim Majumdar CEE/CON/Metro

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Part-I (Technical Session)

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PROCEEDINGS OF THE MEETING 63rd Electrical Standards Committee (ESC) at Diesel Locomotive Works (DLW), Varanasi

1. Inaugural Session PCEE/DLW Address: PCEE/DLW welcomed all the Members of Electrical Standards Committee (ESC). DLW, Varanasi have taken all the efforts for the smooth conduction of ESC meeting and comfortable stay of participants. However, if any lapses are noticed, the same may be brought to the notice for corrective action. DLW successfully adopted to manufacturing of electric locomotives and met the expected production target. PED/SE/RDSO Address: At the outset, PED/SE expressed hearty thanks to the team of officers and staff of DLW for making excellent arrangements for meeting. Electrical Standards Committee is a highest forum of electrical engineers for discussion on matters related to electrical engineering, as used in Indian Railways. The first meeting of Electrical Standards Committee took place in Shimla in the year 1935 which was chaired by Mr. A.F. Wilson, Chief Electrical Engineer of Madras and Southern Maharashtra Railway, as known at that time. Thereafter, this meeting had been held regularly. The Electrical Standards Committee has contributed a lot by way of useful deliberations and decisions, which helped the electrical engineers for improving the transportation system for Indian Railways. During the Electrical Standards Committee meeting, the issues pertaining to reliability of assets and its maintenance, technological upgradation or switching over to a new technology, recruitment, training, standardisation of electrical assets etc. are discussed to provide better services to our passenger as well as freight customers. For this meeting, total 42 items were proposed by various Zonal Railways and Production Units. Out of that, total 20 items have been included in the agenda for discussion. The items, which could not be included due to limited time, are available in Part-III of agenda booklet. Some of these items may be discussed, if time permits with the permission of Chair. Additional Member Electrical Address: Consequent upon 100% electrification, expectation from Electrical Engineers to deliver in their area of work has increased. The training of newly recruited ALPs should be ensured in electric traction so that operation on newly electrified territories is taken over smoothly. Open access should be utilized to reduce the energy cost. Outsourcing of the maintenance activities should be adopted on need basis. AMC should be limited to items which are highly technical in nature and where skilled manpower is not available with Railways. Maintenance in critical and safety area should be done in-house. Ways and means for condition monitoring should be adopted for predicting the failures and adopting need based maintenance. Passenger amenities like lifts & escalators should be maintained in good fettle. IREEN has big responsibility for training Electrical Engineers in various fields of electric traction including high speed. Field officers should be advised to carry out more inspections in field to take care of asset maintenance. IRIEEN should interact with Bureau of Energy Efficiency (BEE) regarding latest development in Energy area and technology up gradation. They may also be in touch with DMRC, DFCCIL, NHSRCL, so that its knowledge regarding use of modern technology gets updated.

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GM/DLW Address: DLW/Varanasi extended a heart welcome to all the delegates. GM/DLW thanked Railway Board for choosing DLW as a venue for Electrical Standards Committee meeting, which is the highest forum of electrical engineers for discussion and deliberation on matters related to electrical engineering for Indian Railways. In this meeting, future action plan will be decided to take Indian Railways forward and making it capable of meeting the challenges. Member Traction Address:

DLW/Varanasi has contributed a lot towards production of electric locomotives and for that

purpose, it deserves congratulations. As the operating ratio is not at expected level, efforts should

be made to reduce staff as well as fuel cost. Electric traction is an energy efficient mode of

transport, therefore, by adopting 100% electrification, energy bills are likely to reduce substantially.

Expectations of passengers are increasing day-by-day with the upgradation of technology,

therefore, electrical engineers, have to innovate and provide better services at least cost. Lifts and

escalators as well as cleanliness of the stations are the important passenger amenities and it

should be given proper attention to avoid passenger complaints. Development of composite

converters for 3-phase locomotives should be expedited so that WAP5 locos are turned out with

hotel load converters on regular basis. Since production of electric locomotives has increased,

there is a need to widen the vendor base. Wherever approved sources are less than three, more

efforts are required for those items. At the same time, vendor approval process has to be critically

examined and it should be expedited to ensure faster vendor development. Wide vendor base will

lead to economy in procurement as well as improvement in quality.

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Technical Session

New Item

Item No. : 424

Subject : Preparedness of Railways for push-pull operation of trains.

Group : ELECT (TRS)

Proposed by : Railway Board

RDSO Ref. :

RDSO’s Note:

i) In a normal Multiple Unit (MU) operation, the wired communication is established between

the front and the rear loco through UIC control cables. The operational data are

communicated between the front and rear locomotives based on the established

communication protocol. However, in the concept of Push-Pull operation, the front and rear

locomotives are operated in Multiple Unit (MU) formation separated by the coaches in

between. Thus, the principle of working of Push-Pull is same as that exists in MU operation

but with rear loco at a distance and without connection of MR & BC equalizing pipes.

ii) To achieve Push-Pull operation, software logic and MU hardware installed in the

locomotive have been optimized. The scheme is as below:

iii) Indian Railways has started the operation of Train no. 22221/22222 Special Rajdhani

Express from CSTM to NZM on synchronized Push-Pull concept. In synchronized Push-

Pull concept, the locomotives are connected on the both ends of the rake and are operated

such that the tractive and electrical braking efforts are always synchronized.

iv) RDSO has prepared a modification sheet no. RDSO/2019/EL/MS/0477 (Rev.0) dated

18.06.2019 to elucidate the modification required to facilitate operation of WAP5/WAP7

locos in Push-Pull mode. PS&EMU Directorate issued the modification to be carried out in

coaches vide modification sheet no. RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’).

v) Generic Speed Certificate has been issued vide RDSO letter no. MC/LHB/COACH/Push-

Pull-Gen dated 12.07.2019 for operation of Special Rajdhani Express & similar trains

comprising maximum 22 numbers of LHB AC EOG variant coaches (including two LHB

Generator Vans) in Push-Pull mode operation up to maximum speed of 130 kmph.

vi) Railway Board has also communicated sanction vide letter no. 2019/CEDO/Push Pull/0/1

dated 13.08.2019.

vii) RDSO has issued speed certificate for Special express trains comprising 24 LHB AC/non

AC (EOG) coaches for conducting coupler force including jerk, EBD and COCR trials.

WAP7/WAP5 WAP7/WAP5

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viii) For conducting COCR trial for operation of train above 120 kmph and upto 130 kmph,

Sanction of General Manager for conducting COCR based on the JSC signed by all

concerned departments will be required. Zonal Railways shall specify the train composition

and route details for conducting COCR trial.

ix) RDSO has issued a compendium (Report no. RDSO/2019/EL/RM/0188, Rev. 0) on push-

pull operation for better understanding of push-pull operation in short.

Deliberations:

Based on satisfactory trials, generic speed certificate has been issued by RDSO vide

No.MC/LHB/COACH/push pull-Gen dated 12.7.2019. Thereafter, Railway Board have also

accorded sanction vide letter no. 2019/CEDO/Push Pull/0/1 dated 13.8.2019.PCEE/WR pointed out

frequent failures due to communication failures while working Rajdhani trains by using existing

cables meant for miscellaneous purpose like P.A. system etc. for the use of S&T department. It was

also felt necessary that reliable and redundant communication system is essential for reliable

operation of trains in Push-Pull mode. Therefore, it is necessary to carry out the Coach Wiring as

per the modification sheet no. RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’) issued by PS&EMU

Directorate of RDSO. This modification sheet is as per the scheme approved by Railway Board

vide letter no. 2007/Elect(TRS)/440/15 Pt. dated 09.05.2019. Members expressed that redundant

and reliable Coach wiring should be done to ensure proper communication in between front & rear

loco.

PCEE/ECR informed that the contract for the Coach Wiring has been awarded by ER and

work is likely to be completed by Oct’2019. Thereafter, ER will send the proposal for COCR to

RDSO duly complying with all the conditions as stipulated in Railway Board letter

2019/CEDO/Push Pull/0/1 dated 13.8.2019. A copy of compendium on Push-Pull operation was

given all the PCEEs for ready reference.

Members also pointed out for making suitable provision for indication of door

closing/opening if locos in Push-Pull mode are connected with rake comprising of the coaches

whose doors are operated by the guard of the train centrally. It was also pointed out to work on the

interchangeability among various types of propulsion system in Push-Pull mode. At present,

multiple operations of M/s Medha and M/s BHEL have already been tested. Similar efforts are to be

made for other makes also.

Use of DPWCS for push-pull operation was also discussed. It was pointed out that no where

in world, passenger operation is done with wireless communication in push–pull mode.

Recommendations:

(i) Zonal Railways to plan and complete the coach wiring as per the modification sheet no.

RDSO/PE/MS/AC/0080-2019 (Rev. ‘0’) issued by PS&EMU Directorate of RDSO in

compliance to Railway Board guideline issued vide letter no. 2007/Elect(TRS)/440/15 Pt.

dated 09.05.2019

(ii) After comply with the conditions as per Railway Board letter no. 2019/CEDO/Push Pull/0/1

dated 13.8.2019. Zonal Railways may send the proposal for COCR for speed above 120

kmph and upto 130 kmph to RDSO.

(iii) RDSO/CLW should work and finalise the scheme for interchangeability among various

makes of propulsion system.

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Railway Board’s decision:

(i) (i) & (iii) may be accepted. Zonal Railways, all PUs (CLW, DLW, DMW, ICF, RCF, MCF)

to ensure compliance by 31.03.2020 under advice to this office.

(ii) It is a reliability improvement measure and should not be considered as mandatory

requirement for induction of push-pull trains. It may further be noted that very first train

(train no. 22221/22 CSMT-NZM Rajdhani Express) was introduced on 13th

Feb’2019 and

still running with same rake without any operational difficulty.

(iii) RDSO to ensure compliance of directives advised in the meeting held on 30.10.19 at

Railway Board, with minutes circulated vide Railway Board letter no. 97/Elect(G)/114/Pt.1

dated 27.11.19. RDSO to examine and consider the option of utilizing both types of

connectors in locomotives and coaches for more flexibility in communication network.

RDSO to ensure compliance by 31.03.2020.

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New Item

Item No. : 425

Subject : Adequate availability of Electric trained crew for newly

electrified sections.

Group : ELECT (TRS)


RDSO Ref. :

RDSO’s Note:

1. The electric loco conversion training should be planned well in advance keeping with the

target date for commencement of electric traction.

2. Adequate numbers of instructors should be made available in Zonal Training Centres for

imparting training.

3. Special courses may also be arranged by Zonal Railways in training centres as per need.

Deliberations:

1. Large numbers of ALPs have joined recently. Therefore, ALPs training has to be planned

properly. It was noted that duration of ALP training is different over Zonal Railways.

Moreover, there is inconsistency in policy of giving diesel and electric loco training to

ALPs. Since Electrification is planned for 100% routes, the training of ALP in electric

traction is now essential. Training in diesel traction should be decided by Zonal Railways as

per the local need. Duration of 36 working days training to ALP was considered adequate as

most of the Zonal Railways are following it.

2. Zonal Railways pointed out that psycho test is being conducted at entry level as well as

when LP is promoted to work Rajdhani/ Shatabdi type super fast trains. There is no need of

psycho test at any other stage.

3. Training Centre should be equipped with necessary models and facilities for electric loco

training. Adequate number of instructors should also be available in training centres for

training the ALP in electric traction. Zonal Railways were also requested to use existing

training centres of loco sheds for training the ALPs by deputing suitable number of

instructors in these training centres. It will enhance the training capacity.

4. Where ever engine km earned by electric traction is more than 50%, PCEEs should shift the

crew control to Sr.DEE/Operations in that division.

Recommendations:

(i) Uniform period of 36 working days for initial training to ALPs should be followed by Zonal

Railways.

(ii) All ALPs must be given training in electric traction during their initial training.

(iii) Zonal Railways may upgrade or create training facilities as per the need.

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May be accepted. EDME (Tr.) may process the case for Board’s approval.

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New Item

Item No. : 426

Subject : Automatic activation of Tractive Effort Limiting Switch (TELS)

on vulnerable identified bridges using GPS in locomotives.

Group : ELECT (TRS)

Proposed by : RDSO

RDSO Ref. :

RDSO’s Note:

1. Introduction:

In a normal course the maximum TE generated by WAG9H is about 500 kN. TELS (Tractive- Effort

Limiting Switch) is a feature available in 3-phase electric locomotives to limit the tractive effort to 300 kN.

For the purpose of limiting the TE, a spring loaded switch has been provided on ‘C’ panel on the driver desk

of 3-phase electric locomotives. It has two stable positions namely ‘ON’ & ‘OFF’. The nomenclature used

for this switch is ZTEL. The location of ZTEL is given in fig-1 & fig-2 below:

TE/BE meter for Bogie1 &2

ZTEL Switch

Fig1: Location of ZTEL on Driver Desk

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TE/BE meter for Bogie1 &2 ZTEL Switch

Fig 2: Close up of Driver Desk

2. Function of TELS:

The main function of TELS is to limit the TE as per the operational requirements. Whenever the

Tractive Effort is to be restricted within 300 kN, LP operates the switch by bringing master controller to ‘O’

and putting ZTEL in ‘ON’ position. After the operation of ZTEL switch, if LP brings master controller to

max position the generated TE will be limited to 300 kN only. When this switch is in ‘OFF’ position there

will not be any limitation of TE. This TE effort limitation function is implemented in the software of 3-phase

electric locomotive. Whenever, the driver operates ZTEL switch a 110 V signal is generated and is sent to

VCU. The software application in VCU limits the maximum TE to 300 kN.

3. Loco operation on distressed bridges:

Engineering department has identified distressed bridges, where TE has to be limited to 30 T/loco.

Earlier Bridge manual (Para 224 of A&C Slip No.34 dated 04.10.2016) provided following guidelines for

operation of loco with higher TE on such distressed bridges as under-

(i) For allowing higher powered locomotives on old bridges, the TE may have to be limited

(30T/loco) for multiple loco operations.

(ii) TE may be limited by TELS (if provided) OR by controlling the TM current (If TELS is not

provided).

Caution indicator for TE limitation, Indicator for TE limit operation & termination indicator for TE

limitation shall be provided as under:

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Case-I: In case of multiple locos in front only X

*= 100 m.

Case-II: In case where multiple locos are provided in mid or rear of train.

X*= Train length upto last Engine + 30 m.

As the operation of TELS is done by the LP, Engineering Department has contended on occasions if

system of TELS is entirely foolproof. They have questioned what if the LP forgets to operate the TELS

while negotiating the distressed bridge.

The solution to obviate such apprehensions is the provision of GPS enabled tractive effort limitation

system.

4. GPS enabled tractive effort limitation system:

In order to eliminate the possibility of overlooking the operation of TELS by mistake by LP the

entire system of tractive effort limitation can be made automatic by providing GPS enabled Tractive Effort

limitation system (GETELS).

5. The components and operation of the GETELS:

The components of the GETELS and its operation shall be as follows:

a. GPS receiver

b. SSD memory containing the GIS location of the distressed bridge.

c. Requisite hardware and software to continuously compare the GIS locations of the distressed bridge

with the current location of the locomotive. It will generate a signal of 110 V DC in case the current

location is within 500 meter of the location (or any suitable programmable location) of the upcoming

distressed bridge.

d. This generated 110 V signal shall be interfaced with the VCU in place the existing TELS signal.

e. The existing application in the VCU shall limit the max TE to 300 kN. Thus, no changes in the VCU

software shall be required.

f. As the VCU shall be interfaced only with the hardwired 110 V signal, the proposed GETELS shall

be interoperable.

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In this way, whenever the locomotive shall be within a predefined location of the distressed bridge

the VCU will receive 110 V signal, which will be used to limit the maximum TE of the locomotive to 300

kN.

Block Diagram of propose system

Deliberations:

Some of the PCEEs pointed out that LP would follow the instructions as given in bridge

manual. There is no need to doubt that Loco Pilot would not obey the instructions displayed near

bridge meant to operate TELS to control the Tractive Effort of locomotives. However, there was

other school of thought for minimizing the human intervention to the extent possible. GPS enabled,

tractive effort control will not need any change in loco control electronics. Since arrangement is

simple, it can be provided in few locos on trial basis to see its efficacy.

Recommendations:

RDSO shall prepare Functional Requirements Specification (FRS) for GETELS and based

on this CLW will provide it in 5 locos on trial basis for field trials. Based upon the performance,

decision will be taken for its proliferation duly consulting PCEEs of Zonal Railways. Railway Board’s decision:

May be accepted for commencement of trials along with stringent implementation of

providing caution orders to LP/ALP for locations identified as vulnerable bridges.

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New Item

Item No. : 427

Subject : Increase in workshops for repair of 3-phase traction motors.

Group : ELECT (TRS)

Proposed by : NR

RDSO Ref. : EL/3.2.182

Note of proposing Railway:

At present there exist only TMW / NKRD for repair of 3 phase TMs which are quite

distant. With increasing 3-phase locos, there is need to increase workshops to four / five in

nos., which may take care of sheds nearer to them.

RDSO’s Note:

1. Traction motor rewinding for conventional locomotives is presently carried out by

TMW/NKRD, TMS/CNB, KPA & TATA.

2. At present only TMW/NKRD is carrying out repairs of 3 phase traction motors and with

increasing loco holding of 3 phase locomotives, more workshops may be developed for

repair of 3 phase traction motors.

3. Railway Board had already allotted rewinding of 60 Hitachi TM and 100 3-phase TM to

DMW in 2019-20.

4. Present shop capacity for rewinding of 3-phase traction motors is :

TMW/NKRD - 192 stator + 350 Rotors

DMW - 100 stator + 100 Rotors

5. There is already one sanctioned work for ‘Extension of TM Shed Kanpur for rewinding of

Three Phase Traction Motors of Electric Locomotives’ (Pink Book item no. 500 of 2011-12,

Pink Book item no. 637 of 2017-18, Pink Book item no. 672 of 2018-19) at a cost of Rs.

14.07 Crore.

6. KPA & TATA may also be upgraded for repairs of 3-phase traction motors.

7. If arising exceeds the shop capacity, possibility of rewinding of three phase traction motors

through trade may also be explored.

Deliberations:

Sufficient capacity is already available. Moreover, trade is also in a position to meet the

requirement of repair of TMs. Members were unanimous that there is no need to establish any new

workshop for TM repair of 3-phase locomotives.

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Recommendations:

(i) NCR should expedite the development of repair facilities for 3-phase loco TMs as per

sanctioned estimate.

(ii) There is no need to develop any additional workshop for 3-phase TMs repair. However,

Kanchrapara and Tata Nagar may develop facilities for 3-phase TM repair as per the need.


(i) & (ii) may be accepted. Existing workshops to implement the review and streaming of

processes by removing bottlenecks to improve the productivity. Workshops to take steps for

commencing the repair of 3-phase traction of EMU/MEMU. Target date of implementation-

31.3.2020.

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New Item

Item No. : 428

Subject : Incorporation of facility for online transfer of DDS messages on

three locos equipped with RTIS.

Group : ELECT (TRS)

Proposed by : NR

RDSO Ref. :


On-line transfer of DDS generated on three phase locos to PPIOs is possible through GPRS.

Since coaching three phase locomotives are being equipped with RTIS, which provides location of

the locomotive / train through satellite and the equipment has additional channel for transfer of

additional small data, DDS generated on 3-phase locos can be easily transferred on line for ease of

the sheds and operations.

RDSO’s Note:

There is possibility for online transfer of DDS messages on three phase locomotives

equipped with RTIS. The scheme requires suitable interfacing of DDS with RTIS which will be

evolved duly consulting the matter with CRIS. As per CRIS during meeting at ELS/GZB,

bidirectional flow of contextual messages is possible through RTIS but is restricted to control

stations. The scope of RTIS will be further enhanced to address the proposal.

Deliberations:

At present about 2300 locos have been provided with RTIS. CRIS have indicated regarding

their willingness to develop the system for transfer of DDS data on their server by using existing

RTIS & GSAT-6 satellite.

However, various modalities require detailed study as given below:

(i) Identification of data to be transferred.

(ii) Format of the data required at CRIS server.

(iii) Compatibility for data transfer with various makes of propulsion system.

For above, a detailed proposal from CRIS is required indicating the feasibility and its cost.

Thereafter, decision should be taken in this regard.

Recommendations:

RDSO should interact with CRIS for getting the details for transfer of DDS data as proposed

by NR and apprise the Railway Board for needful action.

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May be accepted. RDSO may formulate action plan for interfacing of VCU with RTIS and

on-line transfer of DDS data. Target date of completion- 31.03.2020.

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New Item

Item No. : 429

Subject : 160 kmph OHE up-gradation- options available.

Group : T.I.


RDSO Ref. :

RDSO’s Note:

When Gatiman express was introduced in Palwal-Agra Section at 160 kmph, there were

several cases of Panto entanglement at turnout locations. RDSO report no.

TI/Report/OHE/2016/00114 on the rubbing marks on Pantographs during run of Gatimaan Express

at 160 kmph prepared by CEDE/NR, CEDE/NCR and EDTI (Co.ord.)/RDSO was sent to Railway

Board vide this office letter no. TI/OHE/HS/10/04 dated 08.06.2016.

Railway Board accepted the recommendation of the report and issued guideline for OHE

modification to the NR and NCR, vide letter no. 2003/RE/161/1 Vol-III/pt dated 13.06.2016. Based

on successful trial run of Gatiman express, Railway Board issued the guidelines to Zonal Railways

for running one or two trains on trial basis on Delhi-Mumbai & Delhi-Howrah Route.

Number of trains, which can be run at 160 kmph are limited by the OHE capacity of 600

Amp. For running more trains Up-gradation of OHE capacity will also be necessary. Number of

trains will depend upon type of signaling- Automatic or absolute block. One 24 coach train, at 160

kmph may require 10 MVA power. Hence more than one train will overload existing OHE of 600

A, 15 MVA capacity.

For up-gradation of OHE following option are available:

CATENARY WIRE 65 SQ. MM Cd Cu

CONTACT WIRE (i) 107 Sq. mm HDGC contact wire-600Amp

(ii) 107 Sq.mm Silver Bearing Copper Contact wire 785Amp

(iii) 150Sq.mm Copper contact wire-800 Amp

FEEDER WIRE

ARRANGEMENT

Provision of 234 sqmm all aluminum spider conductor (Feeder

Wire) current carrying capacity 665 Amp.

PSI Up-gradation:

• On the basis of the study for Power Supply requirements based on the calculations results,

following assessment is arrived at:

• The existing 2 X 21.6/30 MVA 25 kV system can cater maximum 4 (2 each in both lines)

nos. of HS trains through one TSS feed. The far end voltage in this condition will be 24.9

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kV. If the number of trains is increased beyond this the transformer current will exceed its

rated current.

• The power supply can be augmented by providing one additional 21.6 MVA transformer

and using the two 21.6/30 MVA transformer for feeding separately on both sides of PTFE,

while the third one will be stand by. In this condition the TSS can power maximum 10

trains (5 each in both lines) through one TSS and the far end Voltage in this condition will

be 22.7 kV.

• For further augmentation of the TSS 3X30/40 MVA transformers can be provided in place

of 3X21.6/30 MVA transformers. In this condition this TSS can power maximum 14 trains

(7 each in both lines) through one TSS and the far end voltage in this condition will be 22

kV.

Deliberations:

It was decided that 150 sq.mm copper feeder wire on new masts will be preferable for

enhancing the capacity of OHE instead of spider conductor. For power supply augmentation,

reduction in size of sub-stations and AT stations will be required, if 2x25kv system is to be adopted.

TSS capacity augmentation of 25 KV system can also be achieved by providing a 3rd transformer

of 21.6/30 MVA in the existing sub-stations so that separate transformers feed on both sides of

insulated overlap/PTFE and 3rd transformer can act as standby. Augmentation of infrastructure for

receiving required amount of power at each TSS will also have to be done depending upon the

requirements on case to case basis.

Recommendations: (i) RDSO to study the actual enhancement in capacity with provision of feeder.

(ii) RDSO to study & finalize layout for TSS & AT stations for 2x25 kV system with reduced space

requirement.

(iii) Concerned Zonal Railways to submit details of power supply system, including transmission lines,

to RDSO.


May be accepted.

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New Item

Item No. : 430

Subject : Courses module at IRIEEN- In light of new advances in electrical

department.

Group : EEM


RDSO Ref. :

RDSO’s Note:

Course modules on following topics may be developed at IRIEEN:

(a) EEM:

BMIS, SCADA, Smart Metering, smart Grid, Pump automation, Modern Switch Gears, packaged

type sub-stations, lifts escalators, green building, renewable energy-solar, wind etc.

(b) T.I.:

Standards & traction technology for high speed (200 kmph & above).

(c) Elect.(TRS):

End of train Telemetric (EOTT), Distributed Power Wireless Control System (DPWCS), Train

Collision Avoidance System (TCAS), Train Protection Warning System (TPWS), Remote

Diagnostic System (RDS), procedure certifications for Introduction of new rolling stock and State of

art of electric loco technology.

Deliberations:

(i) The Committee members were of the view that all the items related to new technology, current

development related to Energy Management and softwares being used for Indian Railways in its day

to day operation should be included in the course module of IRIEEN. Some of the topics in this area

are Electricity Act, Energy Conservation, Energy Audit, FOIS, CMS, Rail Saver, TMS package and

should be considered for inclusion in the new module.

(ii) Railway Board desired that experts from Bureau of Energy Efficiency (BEE) and other Institutes

may be called as Guest Lecturer for imparting training on current topics related to Energy

Management. The modules for Probationers and posted other officers should be updated separately.

(iii) Director/IREEN however pointed out that the response of the Zonal Railways in sending the

nominated officers for different trainings is very poor, although the matter is followed up regularly

before commencement of any course with the Zonal Railways. Sometimes, even the nominations are

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not made. Only a few Railways are particular about sending officers for training and many a times

the training is required to be cancelled, if the number of participants is less than three.

Recommendations:

(i) IRIEEN should consider upgrading of training modules for Probationers and posted officers

separately based on the latest developments/technology in use on IR as mentioned above.

(ii) Zonal Railways should assist IRIEEN in development of training modules for new topics and send

their officers to IRIEEN for imparting training and generating more interest in the subject among the

trainee officers.

(iii) Outside experts/Guest Lecturers from BEE and other Institutes should also be called regularly by

IREEN on recent topics/subjects.

(iv) Simulators for 3 phase electric loco and other rolling stock may be procured and installed by

IRIEEN for giving hands on training to the trainee officers.


May be accepted with slight correction in point (iv),

(iv) Models for 3-phase electric loco and other rolling stock may be procured and installed by

IRIEEN for giving hands on training to the trainee officers.

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New Item

Item No. : 431

Subject : New technological up-gradation and advances – in TRD and ‘G’

services.

Group : T.I.


RDSO Ref. :

RDSO’s Note:

Development of Copper Magnesium Catenary Wire:

• In 25 kV traction system, cadmium copper catenary wire is used in OHE.

• As Cadmium is hazardous and not environment friendly, world over railways are using other alloy like

Copper Magnesium or Copper Tin in place of Copper Cadmium.

• RDSO have prepared a draft specification (TI/SPC/OHE/CAT(Cu-Mg)/0150(11/2016)) for Copper

Magnesium Catenary Wire and got approval of Railway Board for further development.

• Expression of Interest (EOI) was called for development of Copper Magnesium Catenary Wire.

• As per response of EOI, Select Panel of 15 Vendors was formed and deliberations on draft specification

and STR were taken. Based on this final draft specification and STR was issued.

• Prototype testing of two firms namely M/s APAR Industries Ltd. and M/s VTL has been conducted and

test results are as per RDSO specification.

• Mechanical and Electrical Properties like Tensile strength, Resistance of Cu-Mg catenary wire are

similar to Cu-Cd catenary wire

• CORE (200-225 MT) and ECoR (75-100 MT) have been advised to procure Cu-Mg catenary wire and

put on field trials.

Development of spring type regulating equipment:

• Railway Board Vide letter no. 2014RE/161/19/Vol.1 (FTS: 144644), New Delhi dated 31.12.2015

instructed that “RDSO may finalize the specification of spring type ATD and develop sources for the

same.”

• In compliance of the above, the specification no. TI/SPC/OHE/SPRING ATD/ 0110 (03/2012) for

Spring based Auto Tensioning Device has been finalized on 28.01.2016.

• Application: Applicable for places where space is constraint like tunnel/Viaduct.

• Two Firms, M/s D2 Engineering Seoul Korea and M/s Pfisterer Ltd. applied for manufacturing and

supply of Spring ATD, in which M/s Pfisterer Ltd. were rejected due to non submission of compliance of

documents as per ISO.

• Proto type test has been carried out of M/s D2 ENGINEERING Co. Limited Seoul, South Korea. Test

reports are under scrutiny.

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Development of Automatic Phase Switching Section (APSS) for 25 kV single phase 50 Hz AC

traction power supply system:

• The APSS has been developed to facilitate automatic changeover of supply coming from different

phases as soon as the electric loco/EMU negotiates the IOLs meant for phase separation. No neutral

section is required in APSS for separation of different phase supply at SP and hence, loco pilot can run

the train at desired speed without any hassle and stress and without worrying about DJ ON/OFF.

Deliberations:

i) Development of copper magnesium catenary wire: CORE enquired about the locations for trial.

It was suggested that CORE may do trial at places near RDSO/LKO and ECoR may decide the

location of trial in areas having high corrosive atmosphere.

ii) Development of spring type regulating equipment:

The prototype test has been successfully carried out during 15th

to 19 April’2019 and 17th

to 19th

July’2019 for spring ATD of M/s D2 Engineering, Seoul, Korea. The field trial approval is in

progress.

(iii)Development of Automatic Phase Switching Sections (APSS) for 25 kV Single phase 50 Hz AC

traction power supply system:

The trial has been successfully completed. However, it was felt that ASPS should be installed

in some more locations to prove its utility and performance.

Recommendations:

(i) The trial for 65 sq.mm. Cu-Mg catenary wire may be conducted by CORE/ ECoR as already

advised.

(ii) Ductability test should also be included in the specification, if not available.

(iii) Central Railway shall provide one set of Automatic Phase Switching Section (ASPS) in each

division.


May be accepted with following correction in point (i) & (iii):

(i) The trial for 65 sq.mm. Cu-Mg catenary wire may be conducted by CORE/ECoR as already

advised. CORE & ECoR to conduct trial by Nov’2020.

(iii)Central Railway shall provide one set of Automatic Phase Switching Section (APSS) in each

division. CR to provide one set by Nov’2020.

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New Item

Item No. : 432

Subject : SCADA requirement and up-gradation needed- In light of open

access.

Group : T.I.


RDSO Ref. :


• Energy management system is already explained in section-9 of SCADA specification no.

TI/SPC/RCC/SCADA/ 0130 (Rev.2) issued in July 2016. Load profile parameters required

for open access is available at RCC.

• It is not feasible to upgrade old SCADA to meet the requirement of OPEN access.

Deliberations:

It was informed by RDSO that specification No. TI/SPC/RCC/SCADA/0130 (Rev’2’),

effective from 26.7.2016 contains all the required provisions to suit open access. However, SCADA

systems procured through older specifications may need replacement in order to implement the new

features. It was informed by EDRE/Rly. Board that instructions regarding maintenance of OFC

links between switching stations & Railway stations have been issued by Board. Recommendations:

(i) Replacement of SCADA system may be taken up by the railways going in for open access,

on need basis.

(ii) A committee of ED/TI/ RDSO & ED/Tele/ RDSO has been constituted by Rly. Board for

looking into issues of availability of E-1 channel. Railway Board’s decision:

May be accepted.

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New Item

Item No. : 433

Subject : Procurement Policy of Lift and Escalator.

Group : EEM


RDSO Ref. :

RDSO’s Note:

1. Zonal Railways are procuring lifts & escalators through open tenders till development of

approved vendors by RDSO.

2. RDSO had formulated specification for Lift/Elevator during 2013. The

modification/improvement in this specification based on stakeholder’s feedback was made in

2016. This specification has still not been validated since board has directed ZRs to procure

lifts as per CPWD system/specification.(ref.: Railway Board’s letter no.

2013/Elect(G)/150/13/Pt II dated 13.06.2019). Zonal Railways have to procure lifts as per

CPWD specifications vide Railway Board’s letter no. 2015/Elect(G)/150/2 dated 07.04.2015. It

is suggested that procurement of Elevator/Lift should be done as per RDSO specification no.

RDSO/2013/EM/SPEC/0016 (Rev ‘0’), Amendent.1 for two to three P.Os for stations, which

are less sensitive. Based on the experience of first few procurement of Elevator/Lift as per

RDSO specification the necessary changes in the specification may be made and further

procurement over Indian Railways may be done as per RDSO specification.

Escalators are being procured as per RDSO specification no. RDSO/PE/SPEC/TL/0095

(Rev.2)-2017.Escalator is being procured from open tender. Prototype test of Escalator has

been delegated to Zonal Railways vide SN 3(d) of Railway Board’s letter no.

2003/Elect(G)/161/1/Vol-III/Pt dated 03/05.12.2018.

Deliberations:

(i) RDSO informed that at present CPWD specification is being used for procurement of lifts by

Zonal Railways and for escalators, the existing practice is to procure as per RDSO

specification. Suggestions for eligibility criterion in tender specifications have been sent to

Railway Board.

(ii) Railway Board informed that eligibility criteria for lifts and escalators to be included in the

tender specification are under finalization and would be issued shortly.

(iii) The Committee members were generally of the view that we should use generic specification

for lifts and escalators and should not have a specification which is too restrictive in nature and

inhibits participation by prospective bidders.

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Recommendations:

(i) The existing practice of procurement of lifts as per CPWD specification and procurement of

escalators as per RDSO’s specification may be continued by Railways. However, the

performance of these equipment by different suppliers may be monitored by Zonal Railways

and feedback given to RDSO regularly.

(ii) Zonal Railways may follow the eligibility criteria for procurement of these items once it is

notified by Railway Board.


May be accepted with slight correction in point (i) & (ii):

(i) The existing practice of procurement of lifts as per CPWD specification and procurement of

escalators as per RDSO’s specification may be continued by Railways. However, the

performance of these equipment by different suppliers may be monitored by RDSO/Zonal

Railways and feedback given to RDSO regularly.

(ii) Zonal Railways may follow the eligibility criteria for procurement of these items.

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New Item

Item No. : 434

Subject : Review of Height of top member of gauge at LC gates in

Electrified sections – amendment to ACTM.

Group : T.I.

Proposed by : SWR

RDSO Ref. :


As per item 11.2 (e) of Appendix-VIII of ACTM Vol. II (Page no. 151) the height of top

member of height gauge shall not exceed 4.67 metre and further Pare 3 (iii) of Chapter V-A of

Schedule-I of IRSOD-2004 stipulates that minimum height of contact wire from rail level at LC

gates to be kept at minimum 5.5 metre.

At few places, State Authorities have seriously objected for erecting height gauge at 4.67

metre especially on highway roads, City suburbs, road leading to industrial belts etc. during

electrification and have demanded for higher height. Railway Board has also mentioned regarding

request received from Ministry of Commerce for raising height of the boom gauge at LC so that

trucks of height upto 4.75 metre can pass, vide letter no. 2008/Elect(G)/161/8 Punct dated

02.05.2019.

There have been cases where top member of the height gauge has got dislodged /damaged

because of the movement of container with height more than 4.7 metre.

As per the dimension given in ACTM, for contact wire height and height gauge, a clearance

of 830 mm (5500 mm – 4670 mm) is to be maintained between lowest OHE conductor and top

member of height gauge. In view of the revised long time clearance from 320 mm to 250 mm,

clearance of 830 mm can be further reduced by 70 mm, i.e. clearance of 760 mm can be adopted

instead of 830 mm.

Further, as per latest guidelines, height of the contact wire adopted in open section is 5.8

metre from the rail level. If this height is maintained even at LC gate, it gives a flexibility of further

300 mm for height of height gauge.

Therefore, it is proposed that the height of top member of LC gauge above the road shall be

maintained so that it will be lower by at least 760 mm from the contact wire i.e. it shall be between

5040 to 4740 mm, depending upon the locations where wire height is maintained between 5.80

metre to 5.50 metre. Even if height of contact wire is maintained at least at 5.50 metre as at present,

the height of LC gauge can be kept as 4740 mm.

Accordingly relevant Para in ACTM are required to be amended. In this connection a

proposal has been sent to Railway Board vide letter no. SWR/EL/T-601 dated 6.07.2016.

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RDSO’s Note:

Vide RDSO’s letter no. TI/OHE/GA/2018 dated 06.08.2019, following proposal for changes in the

height gauge have been sent to Railway Board:

a) Clearances of height gauge from ground has been fixed at 4.77 m.

b) Following drawing of height gauges has been revised:

1. TI/DRG/CIV/H.GAUGE/RDSO/00001/14/0 (Mod. B) for standard plan height gauge for level

crossing (for clear span 7.3 m to 10m).

2. TI/DRG/CIV/H.GAUGE/RDSO/00001/05/0 (Mod. A) for standard plan height gauge for level

crossing (for clear span 7.3 m).

3. TI/DRG/CIV/H.GAUGE/RDSO/00002/05/0 (Mod. A) for standard plan height gauge for level

crossing (for clear span 7.3 m upto 12.2 m).

c) Draft A & C Slip no. to ACTM Vol II Part I for modification in Proforma 10.02 (Para 21020) &

ACTM Vol II Part II Appendix-VIII, Para 11.2 (e).

Deliberations:

RDSO informed that recommendations have already been submitted to Railway Board vide

letter no. TI/OHE/GA/2018 dated 06.8.2019.

Recommendations:

Railway Board has issued Advance Correction Slip no. 30. Same will be again reiterated.


May be accepted.

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New Item

Item No : 435

Subject : Replacement of overhead track crossing up to 66 kV by

underground cable and use of mono pole in place of tower.

Group : T.I.

Proposed By : SECR

RDSO Ref. :


As per Regulation for Power Line Crossings of Railway Track 1987-

(i) All Track crossings up to 11 kV are to be underground.

(ii) Track Crossings up to 33 kV may be modified to underground cable.

It is creating confusion for the executing agencies whether to modify 33 kV overhead Lines,

which already has sufficient clearance as per IRSOD. Now reliable cables are being

manufactured up to 132 kV and are being used by Vidyut Prasaran Nigams. Moreover,

Right of Way is a major problem in the inhabited areas and difficult to erect towers and

Overhead crossings.

It is, therefore, proposed to:

(i) Use underground cables up to 66 kV Power Line Track Crossing modifications.

(ii) Use of Mono-Pole in place of tower.

RDSO’s Note:

1. As per Addendum & Corrigendum slip no. 20 of IRSOD (BG), Revised 2004 & Addendum

& Corrigendum slip no. 27 to ACTM Vol. II Part II appendix-IV-1994, upto and including

11 kV, power line crossing should be by underground cable.

Further as per Para no. 7 of chapter no. 4 of AC Traction manual Volume II, Part II-

“Regulation of power line crossing of Railway Tracks” – All low, medium and high voltage

upto and including 11kV crossing(s) shall normally be done by means of underground

cable(s). While for voltage higher than 11kV, crossings may be overhead lines or

underground cables, the use of underground cable to the extent possible would be

advantageous particularly for 22 kV and 33 kV system.

Underground cable installation is expensive. There are large no. of existing 33 kV overhead

crossings. Replacement of these by underground cable will increase cost of electrification.

It is easier to detect and repair faults in overhead lines. The overhead lines are better suited

to carry higher voltages compared to the underground cables, which are limited by the

expensive construction and limited heat dissipation. For these reasons, the underground

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cables are mostly used for transmitting up to 33 kV. For 33 kV line protection system with

fast acting Relay & CB are mandatory.

Existing 33 kV overhead power line crossing can continue, if clearances are available as per IRSOD.

New power line crossings, upto 33 kV can be provided with underground cable instead of overhead

lines on case to case basis with the approval of PCEE of the Railway.

2. In power line crossing various clearances is checked for the compliance of IR SOD/ACTM. The

suitability of the Mono pole for the power line crossing should be checked in the light of guidelines

given in the annexure A.4.01 of Appendix IV of ACTM Volume II, Part-II. Mono poles have

following advantages over Tower.

a) Requirement of Small foundation.

b) Issue of ROW is less.

c) Fast & easy erection.

Dis-advantages:

a) For erection purpose crane is required at site.

b) It is more expensive than Tower.

Deliberations:

Presently, it is mandatory to replace 11 kV overhead track crossings without cable while

doing the electrification of the section. It was discussed that 33 kV/66 kV overhead track crossings

in electrified sections are frequently failing causing serious disruption to traffic and these should

also be considered for replacement with underground cable.

Recommendations:

RDSO to submit the draft A&C slip to include 66 kV overhead crossings also, as ‘desirable

to be converted into underground cable crossing’.


May be accepted with following:

RDSO to collect data and study the impact on execution of on-going works. New 33 kV

overhead crossings, however, if laid by DISCOMs/SEBs should be of underground cable crossings.

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New Item

Item No. : 436

Subject : Standardization of luminaries fittings for PFs, Street light, Yards,

Washing lines & Circulating areas & Railway colony.

Group : EEM

Proposed by : NR

RDSO Ref. : EL/EM/0122/ESC


As on date the dimension of different size pole and different watt fitting is not standardised,

difficulty being faced at the time of replacement.

RDSO’s Note:

Several kinds of luminaires/ fittings are available in market & new fittings, etc. are getting

developed with technological advancements. Therefore, replacement by same luminaires or fittings

at the time of replacement will not be appropriate in most of the cases and earlier fittings will not be

available in the market itself in many cases.

Hence such standardization is not desirable. Furthermore selection of fittings has to take

local conditions into account like max / min temperature, wind condition, corrosion prone section

(costal region), proneness to theft etc.

Therefore, selection of luminaires/ fittings may be left to PCEE to suit local conditions.

Deliberations:

(i) It was discussed and considered by the group that the technology for luminaires/fittings to

be used by Indian Railways is changing at a very fast pace and its requirement also depends

on the climatic conditions, geographical locations where they would be used. Therefore its

standardization may not be useful for the Railways. Each Platform, Yard, Washing lines,

Circulating areas, Railway Colony etc has its own peculiarity and design and uniform

specification may not help in such conditions.

(ii) Illumination levels in Lux have already been defined by Railway Board at important

locations/assets of Railways in its communication in February, 2019, which may be

followed by them.

Recommendations:

The existing practice of procurement of luminaires/fittings by different Zonal Railways

depending upon their requirement may be continued.

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May be accepted with slight correction:

The existing practice of procurement of luminaires/fittings by different Zonal Railways

depending upon their requirement may be continued. Zonal Railways to take decision as per site

requirement.

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New Item

Item No. : 437

Subject : Standardization of Electrical vehicle charging station at Railway

station & their running policy.

Group : EEM

Proposed by : NR

RDSO Ref. : EL/EM/0122/ESC


Different size, wattage, facility etc. charging station available in market.

RDSO’s Note:

Board vide letter no. 2011/Elect(G)/150/3(Dup) dated 21.08.19 has advised Zonal Railways

to download the policy issued by MoP for setting up of e-charging stations at Railway Stations and

Railway Office complexes preferably near parking area.

Currently, there is no standard for defining design requirement of electrical vehicle charging

station. However, International Electro-Technical Commission has classified these charging

stations in four modes depending upon connection scheme and speed of charging. As per Ministry

of Power (MoP) circular no. 12/2/2018-EV dated 14.12.18 Public charging station shall have one or

more electric boards with installation of all the chargers models as follows:

Table

Charger type Charger connectors* Rated voltage (V) No. of charging

points/no. of connector

guns (CG)

Fast CCS (Min 50kW) 200-1000 1/1 CG

CHAdeMO (Min 50kW) 200-1000 1/1 CG

Type -2 AC (min 22kW) 380-480 1/1 CG

Slow/Moderate Bharat DC-001 (15kW) 72-200 1/1 CG

Bharat AC-001 (10kW) 230 3/3 CG of 3.3kW each

The standard specification of the equipments/product to be used in charging infrastructure

considering the interoperability of the device is being developed by BIS. The safety standard

requires are also being developed by Central Electricity Authority (CEA). The protocol for

verification of equipment with respect to standard is being developed by ARAI, ICAT.

Till these agencies prepare necessary technical requirements, the Zonal Railways may

identify suitable locations and density/penetration of charging. It is estimated that for two charging

stations minimum 200 kW additional load will be added. The capacity of existing transformer and

cabling requirement may be assessed for enhancement in order to connect these additional loads.

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Commercial vehicle charging place may be developed at Railway Station. The facility may

be developed by Railway and its operation may be outsourced with collection of usage charges

depending on energy consumption and fixed charges based on the expenditure incurred in

development of facility.

Deliberations:

(i) RDSO informed that this being a new item, there is no specification for the same at present.

However, Ministry of Power and Department of Heavy Industry under Ministry of Heavy

Industry have issued certain guidelines and its specification is being developed by Bureau of

Energy Efficiency (BEE). Some Zonal Railways informed that contractors who have been

allotted parking area at Railway Stations have tied up with concerned State Government and

started providing the Electrical Vehicle charging stations at some places, where subsidy is

availed and Non Fare Revenue (NFR) also gets generated.

(ii) It was generally felt by the Committee Members that this item is a new item and we should

wait for some time before its specification can be developed by Railways.

Recommendations:

(i) The matter will be pursued with BEE for finalization of specification by them. Zonal

Railways may be permitted to continue provision of EV Charging stations at vehicle

targeting locations and share their experience with RDSO/Railway Board.

(ii) Zonal Railways should develop adequate power supply arrangement for installation of this

equipment.


May be accepted with slight correction in point (ii) as follows:

(ii) Zonal Railways should develop adequate power supply arrangement for installation of this

equipment, as per requirement.

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New Item

Item No. : 438

Subject : Tower Wagon Maintenance.

Group : T.I.

Proposed by : NR

RDSO Ref. :


The number of OHE depots & Tower Wagons is going to almost double in near future due

rapid electrification. However, the Shed/Workshop presently nominated for POH for Tower

Wagons are already getting over loaded and are not able to meet the requirement of POH/ Major

repair of tower wagons. In the recent cases of axle breakage in two Tower Wagons in Northern

Railway, even the drawings of axle were not available in EMU Car Shed/GZB & RDSO.

EMU/Cars Shed/GZB as well as DMW Patiala have not been able to repair the same for past more

than one year. Therefore, ESC may deliberate on the future course of action.

RDSO’s Note:

In view of the mission 100% electrification, the population of Tower Wagons for attending

break down/maintenance of electrified routes will increase significantly. Considering

electrification of 65000 RKM of Indian Railway BG Network in the next few years there

will be approx. 1000 Tower Wagon in service. If periodicity of POH is taken as 6 years then

every year 167 Tower wagon will required to be POHed. Therefore, it suggested that a

diesel/electric loco shed may be nominated for POH of Tower Wagons. Review of

periodicity of POH is also under consideration at RDSO. However, even after review, the

no. of Tower Wagon is going to increase manifold.

USFD test on axles of Tower Wagons to be carried as per RDSO’s SMI no. TI/MI/0043

Rev.2 (for 8-Wheeler) & TI/MI/0052 Rev.’0’ (for 4-Wheeler).

As per RDSO’s Specification for 8-W DETC and 8-W DHTW, complete set of drawings to

be supplied by Tower Wagon manufacturer to the purchaser with Tower Wagon. Therefore,

required drawings may be obtained from Railways/manufacturer of tower Wagon.

Deliberations:

It was discussed that due to sharp increase in the number of tower wagons as a result of

100% electrification, it is necessary to develop facilities for POH of tower wagon as the existing

system of using workshops and EMU sheds for POH of tower wagon is not able to cater to the

requirements. The practice of ‘safe to run’ examination by Mechanical Department is also required

to be reviewed. Periodicity of POH of Tower Wagon also needs to be reviewed.

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Recommendations:

A committee consisting of EDRE/Railway Board, ED/TI/ RDSO (Convenor), CEDE/NCR &

CEDE/NWR is nominated to deliberate on the issues and submit recommendations.



A committee consisting of EDRE/Railway Board, ED/TI/ RDSO (Convenor), CEDE/NCR

& CEDE/NWR is nominated to deliberate on the issues and submit recommendations. Committee

to submit report by 31.03.2020.

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New Item

Item No. : 439

Subject : Creation of man power for TRD maintenance of additional assets

by transferring man power of Diesel loco maintenance

proportionately to the extent of reduction in Diesel locos.

Group : T.I.

Proposed by : SCR

RDSO Ref. :


With electrification of new sections there is an increase in TRD assets which calls for

creation of proportionate man power required for end to end maintenance. The proportion of

Electric loco hauled trains would increase, with corresponding reduction in Diesel loco hauled

trains. Railways have already started the exercise to take up maintenance of electric locomotives in

diesel sheds as per the Board guidelines vide lt. no.2016/Elec(TRS)/138/17 dated 17.1.17 and

28.9.2017 and RDSO Technical circular no. 0138.

Progressively with increasing electrification the infrastructure as well as the existing man-

power of diesel loco sheds will transform to a resource for electric locomotives and traction

distribution (TRD). As diesel locos in diesel shed are being replaced with Electric locos, there is a

reduction in the man power required for maintenance, as the electric loco requires less maintenance

compared to diesel loco, ultimately accounting to saving in men required for maintenance. Hence,

there is a saving in man power by the difference in number of men required for maintenance of

diesel loco vis-a-vis electric loco. This man power saved can be utilized as a man power bank for

creation of maintenance staff for TRD for the newly electrified sections.

For a clear understanding of the proposal, let us assume that the men required for

maintenance of a diesel loco is ‘A’, and the men required for maintenance of electric loco is ‘B’,

and also assuming that ‘N’ diesel locomotives are replaced with electric locomotives then:

Man power saving for ‘N’ diesel locomotives replaced with electric locomotives is say ‘S’,

‘S’ = (A-B)*N.

This surplus man power bank ‘S is proposed for utilization towards creation of manpower

required for maintenance of TRD assets.

The committee may deliberate on the proposal which accounts for creation of man power

required for TRD maintenance.

RDSO’s Note:

There is one school of thought to outsource all PSI activities and some OHE activities and the

yardstick to be revised suitably to reduce the requirement of posts to minimum.

of 59

Deliberations:

Yardstick for maintenance staff required for mainline OHE has been reduced from 0.45 staff

per TKM to 0.22 staff per TKM. Posts required as per latest yardstick are to be created after

adjusting the surpluses at other divisions/railways.

Recommendations:

Vacancies to be transferred to other Railways requiring new creations.



Vacancies to be created as per laid down policies from time to time.

of 59

New Item

Item No. : 440

Subject : Elimination of one power car from HOG compliant mixed trains.

Group : ELECT (G)


RDSO Ref. :

RDSO’s Note:

As per decision of Rolling Stock Directorate of Railway Board, one of the power car has

been decided to be replaced by a SLRD equipped with HOG switch board cabinet but without DA

sets, from the mixed trains running on HOG system. One power car on other end will be retained.

Under emergent condition arising due to discontinuity in both the 750 V feeders & failure of

HOG loco/OHE will result into non-working of even ventilation system in AC coaches. (existing

battery-75 Ah is not adequate to feed blower motor for required period of time).

Non working of blower will lead to suffocation in AC coaches & consequent agitation from

the passenger.

To provide working of Air-conditioning for at least 3 hrs & ventilation for over 5 hrs.

Proposal to provide 1100/650 Ah battery & 2/1, 25 kVA inverters as stand by in EOG/HOG

AC coach is therefore agreed to keeping the passengers comfort in view.

Since in non AC coaches, 120 Ah battery is already available which can cater lighting & fan

load for over 3 hours, no changes are required.

Since this is an important technical issue hence comes under the ambit of Railway Board

order 2019/O&M/8/3 dated 18.07.19.

Deliberations:

(i) Committee members were of the view that to avoid inconvenience to passengers even under

extreme exigency, it is desirable to provide one power car on each end. Number of DA set

per power car can however be one or two depending on the train hotel load.

(ii) Provision of power cars on each end can however be reviewed in case of train being hauled

by locos in push pull mode. In that case only one power car to take care of OHE failure for a

limited period of time.

(iii) In case, one of the power car is planned to be replaced by SLR, it would be necessary to

provide adequate battery backup for working partial AC for about 3 hrs in AC coaches. For

this standard capacity battery along with 25 kVA inverters can be provided.

of 59

(iv) The trials with permanent magnet alternator developed for FIAT bogie up to 130 kmph may

also be pursued. It may be utilized for RAs on LHB platform.

Recommendations:

(i) For mixed trains planned to be provided with SLR in place of one of the power car,

provision of adequate capacity battery & 25 kVA inverter may be made in AC coaches.

(ii) Push-pull operation of trains to be proliferated.


(i) It is recommended that one power car may be eliminated from HOG compliant LSLRD

coach.

(ii) A committee consisting of CESE/ER as Convener and CESE/NR, CESE/WR,

Director/TLAC system design/RDSO as members has been formed to frame guidelines for

working of such trains (TDC: 31.01.2020).

(iii) 25 kVA inverter may not be provided in AC coaches. In its place 300 Ah battery to be

provided for light/fan & blower motor for ventilation. RDSO should study & give its

feedback. This may facilitate removal of one power car also (TDC: 30.06.2020).

of 59

New Item

Item No. : 441

Subject : Digital Train Communication Network (TCN) for EOG/HOG

trains.

Group : ELECT (G)


RDSO Ref. :

RDSO’s Note:

Day by day more & more automated sub systems like automated door control, CCTV

surveillance, fire detection & suppression system etc. are being introduced on LHB variant of

coaches. Moreover, Railway is also working on push pull hauled trains.

To provide effective train communication for all automated systems and also to cater

requirements of push-pull mode operation, proposal to provide train communication with

appropriate redundancy and integrating all the existing and future requirements will be good step.

It is however, worth pointing out that with the adoption of TCN, flexibility of any coach

detachment/ attachment will be lost as it will require updation in TCMS, the modalites for which

will have to be worked out.


order 2019/O&M/8/3 dated 18.07.19.

Deliberations:

(i) TCN may be developed for coaches with DDU/HMI placed in end coaches (SLR or power

car).

(ii) Only safety related signals viz. all doors closed indication (if automated doors provided),

fire alarm, air spring failure indication etc should be interfaced with VCU of locomotive.

(iii) Provision of TCN will however reduce the flexibility of attachment /detachment of

individual coach.

Recommendations:

TCN as per international standard & open protocol may be developed.


(i) TCN may be developed for coaches with Digital Display Unit (DDU)/Human Machine

Interface (HMI) placed in power car or LSLRD.

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(ii) Safety related inputs like all doors close indication (if doors available), Fire alarm,

Passenger Chain pulling, air spring failure.

of 59

New Item

Item No. : 442

Subject : Electric power supply voltage (110 or 230V) in passenger area of

departmental coaches.

Group : ELECT (G)


RDSO Ref. :

RDSO’s Note:

As per RDSO’s code of practices for electric wiring/prevention of fires in coaches

(EL/TL/48, EL/TL/56, ELPS/SPEC/EOG/01-March’1994) only 110 DC/AC (nominal voltage) is

permissible in passenger area. It is however indispensable to provide, supply/ appliances working

on 230 V & above in departmental coaches which run under the direct supervision of Railways

trained staff.

It is therefore recommended that necessary amendment in the RDSO code of practices may

be authorized.


order 2019/O&M/8/3 dated 18.07.19.

Deliberations:

(i) Any voltage higher than 110V AC/DC poses fire & Electrical safety hazard.

(ii) Even in inspection cars, all appliances/sockets should be 110 AC/DC operated.

(iii) No voltage higher than 110V AC/DC should be accessible to passenger/ human beings in all

type of coaches including inspection car & departmental coaches.

Recommendations:

RDSO’s code of practices should be strictly followed for all type of coach including RAs &

departmental coaches.


(i) In all coaches carrying passenger should have 110 V DC/AC supply or less.

(ii) In coaches carrying Railway staff can have power supply upto maximum of 230 V AC.

Necessary precautions should be taken while using it.

of 59

New Item

Item No. : 443

Subject : Various issues related to reliability of Metro Railway, Kolkata.

Group : ELECT (G)

Proposed by : Kolkata Metro

RDSO Ref. :

RDSO’s Note:

Presentation was made by PCEE/Metro/Kolkata highlighting the following problems in

recently received rakes from ICF;

a) Door system

Different operating mechanism viz belt driven, pneumatic & Electric operated.

Different values of obstruction test gap.

Different door operating logics.

b) Brake system

Here too there is no standardization in respect of brake & compressor management.

c) PA/PIS & CCTV

Standardization of PA/PIS & CCTV specification along with their integration with safety

loop is required. Moreover, emergency talkback also to be standardized.

d) Location of 3rd

rail current collector shoe in rake equipped with Medha Electrics is just

below the door. This needs to be relocated to avoid any mishap.

e) The high speed circuit breaker with faster response time to be provided in the rake to avoid

tripping of TSS HSCB.

f) For traction simulation study & L/R measurement, Metro sought, RDSO authorization to get

study & measurement done through any of the IITs at their end.

Recommendation:

(i) RDSO in consultation with ICF & respective manufacturers will make all out efforts to

resolve the problems highlighted by PCEE/Metro.

(ii) RDSO has no objection for Metro getting traction simulation study & L/R measurements

done through any of the IITs.


(i) RDSO should prepare specification for door mechanism of Kolkata Metro TDC:

31.03.2020.

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(ii) Brake system and compressor management should be standardized by RDSO for Kolkata

Metro (TDC: 31.03.2020).

(iii) PA/PIS & CCTV should be integrated with TCMS. This should be formed part of the

specification (TDC: 31.03.2020).

(iv) Shifting of TRCC depending upon platform should be studied by RDSO & detailed

comment may be given (TDC: 31.03.2020).

(v) RDSO should study & submit the detailed comments about TCCU bogie for traction

protection in BHEL AC rakes (TDC: 31.03.2020).

(vi) RDSO should study & submit the detailed comments about tripping of TSS HSCB (TDC:

31.03.2020).

(vii) Kolkata Metro should get traction simulation study L/R measurement done through any of

IITs as recommended by RDSO (TDC: One year from date of approval).

of 59

Other Issues (Non agenda items) Discussed

1. PCEE/ECoR pointed out that adoption of Doppler Radar System of slip-slide control should

also be tried in electric locomotives since it is working satisfactorily in WDG4 loco. It was

pointed out by RDSO that this system was tried long back but could not be successful.

However, it was decided to try this again in some electric locomotives. CLW may give some

developmental orders for slip-slide control by Doppler Radar System for trials.

2. Orders of composite Converters should be expedited by CLW to accelerate its development and

proliferation.

3. MTR’s Points

i) Wherever there are less than 3 venders for any items, efforts should be made to develop

more sources for the same.

ii) RDSO & PUs should decide on the trial period of components of equipment and the

trials should not continue for a very long period.

iii) Vendor approval process should be stream lined and done in a time bound manner with

monitoring of each stage by officers. For this, check sheets for each stage need to be

developed.

iv) There were discussions about introduction and monitoring of energy consumption for

Traction and non-traction area as one of the KTIs of DRMs in the field, so that its proper

control can be exercised.

4. Electrification of washing lines

It was discussed that electrification of washing lines is necessary to eliminate need of shunting

of coaching rakes by diesel locos. Railway Board instructed that top/full wiring of washing lines

should be done as per available standard designs.

5. Provision for non-electrified territories in SOD.

It was discussed that since IRs have gone for 100% electrification, there is no need of any items

in the SOD pertaining to non-electrified routes. RDSO to initiate draft A&C Slip

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Part-II (Review of Items of 62

nd ESC)

of 59

Part-II ANNEXURE-I

Railways remarks against decision/recommendation of the 62nd

ESC Meeting held at

Ernakulam, Southern Railway on 10th

& 11th

May’ 2018

Item

no.

Subject Recommendation of ESC Decision of Board Present Status obtained from

RDSO and concerned

directorate of Railway Board

403 Battery

operated cum

25 kV shunting

loco.

Group is of opinion that this is a good development

for IR & will eliminate lot of problems in yards like

noise pollution, fuelling, air pollution etc. As the

group has also suggested that initially the

development should be with 3000 Ah battery. Once

it is developed, better technology option for battery

like Li-Fe-Sulphate, fuel cell may be thought of. As

far as battery rating is concerned, that will be further

reviewed after development of prototype. There can

be two versions –one with 3000 Ah battery & other

with 1000 Ah. Both versions may be used as per

requirement.

Accepted. WCR: ELS/TKD has already

converted one loco using one

over aged WAM4 loco with 199

Ah battery for shunting

operations inside shed. This loco

can be operated in 25kV AC as

well as battery mode.

ELS/ET is indigenously

converting one WAM4 loco into

battery operated cum 25 kV

shunting loco. It is in final stage

of commissioning.

404 Push Pull

operation of

Electric

Locomotive.

1. Rajdhani/Shatabdi type trains should be operated

with push-pull operation equipped with EP

assisted brake system to get more benefit in

terms of time saving in

acceleration/deceleration.

2. Use of DPWCS may be tried during trial.

3. Manning of rear loco by a tech staff is also a

necessity to take care of technical requirement

which a guard may not be able to do properly.

Accepted. SWR:

The JSC is under preparation for

permitting push pull operation of

Rajdhani over DMM-SBC

section. GM’s sanction is

expected to be obtained during

May 2019.

NR:

All 3-phase locos equipped with

MICAS based VCU and HOG

have been made fit for Push Pull

application.

WCR: 04 locos (two pair) of

ELS/TKD shed have been

modified for push pull operation

so far.

Two locos 30620 & 30628 ABB

full propulsion with HOG

(working) have been made ready

for push pull. However software

yet to be released by ABB.

Hence locos working on line

with push pull circuit but without

software.

loco no. 30645 & 30604 (Micas

VCU) with HOG have been

made compliant and released for

working.

No other locos with Micas VCU

and HOG which can be made in

pair.

ECR: At present 04 nos. of

Gomoh based WAP7 locos are

equipped with Micas S-2 control

system. out of which, 03 nos. of

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Item

no.


RDSO and concerned


locos have been provided with

push pull operation system and

provision of provision of push-

pull in 4th

one is under progress

& is likely to be completed

within a week. Further 10 nos.

(05 pairs) of Gomoh locos are

equipped with DPWCS and all

are working in pairs.

NCR: No. holding of WAP5

locos.

405 Indigenous

development of

Radio

equipment for

Distributed

Power

Wireless

Control System

(DPWCS).

1. RDSO should develop indigenous Radio

equipments for DPWCS as well as specification

to achieve Interoperability with standard DMI &

common communication protocol.

2. The licensing from WPC to be processed for

changed frequency band of 424-430 MHz by

CLW.

3. CLW will turnout the locos after carrying out the

necessary wirings for DPWCS to reduce

commissioning time in Zonal Railways.

4. Specification for brake system of 3-phase loco

should have provision of separate port (RS

485/Ethernet) for interfacing of DPWCS with

brake system.

Accepted.

406 a) Pan

India

maintenance

schedule (IA,

IB and IC

only) for

Electric

Locomotives.

b) All

Electric Locos

to be attended

in the nearest

Electric Loco

Sheds for

attending all

defects not

involving

lifting and also

for attending

schedule

maintenance of

IT, IA and IB.

This proposal is not accepted. Existing system of

maintenance should continue.

Agreed. This item is closed.

407 Provision of

EP Assist

Brake System

in Electric

Locomotives.

1. EP assisted brake system should be provided in

3-phase locomotives for faster

application/release of brakes. This will also

ensure additional safety feature in train

operations.

Accepted. Railway

Board vide letter no.

2005/Elect(TRS)/44

0/18/1 Pt. dated

27.03.2018 has

In compliance to Railway

Board’s letter no:

2005/Elect(TRS)/440/18/1 Pt.

dated 27.03.2018, RDSO

specification for EP assisted

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Item

no.


RDSO and concerned


2. The JPO should be processed only after trial, so

that if any shortcomings are noted .Same will be

addressed. ED/Carriage and ED/PS&EMU will

be consulted for JPO. The draft JPO will be sent

to Zonal Railways for comments before

approval.

already advised

RDSO to firm up

specification and

CLW to provide EP

assisted brake in 20

locos.

brake system no.

RDSO/EL/Spec/2018/0138 Rev

‘0’, April 18 was issued. CLW

has been informed to provide

EP assisted brake system in 20

locos vide RDSO letter no

EL/3.2.19/EP Assist dated

04.04.2018.

408 Hosting, of

Remote

Diagnostic

System (RDS)

and GPS data

of for Electric

locomotive on

Railtel portal

along with

failure portal

developed by

RDSO on

Railtel Server.

RDSO should interact with RAILTEL for hosting

the remote diagnostic data for electric locomotives

with a provision for accommodating the proposed

GPS data from Electric Locomotives. The format

for data display on RAILTEL server may be

standardized in consultation with Zonal Railways.

Accepted.

409 Creation of a

centre of

excellence for

technical

know-how and

guidance on 3-

phase locos.

Basic training centers of Zonal Railways in Electric

Loco Shed & other places under control of

Electrical Department should be upgraded for

imparting training to supervisors as well as Artisan

staff in hardware as well as software used in Rolling

stock as well as TRD installations.

Accepted.

NR: Sheds themselves are

facing crises of expertise &

therefore, it may be prudent to

develop center of excellence at

CLW.

WCR: 3-phase loco related

training facilities are being

developed in BTC of WCR

Sheds (ET & TKD).

ECR: At present there is no any

training centre for imparting

training to the supervisors &

staff of TRS/GMO is available in

the shed. However, a basic

training school for imparting

training to the Artisan staff of the

shed is under development stage,

which will be completed by end

of March’2020.

NCR: NCR has Electric

Training Centre, Kanpur to

impart training to LPs/ALPs,

supervisors, artisan staff as well

as TRD staff. The Training

centre has Computer Based

Training (CBT) system with 50

nos. computers for effectively

imparting training to running and

maintenance staff.

410 On-board

Surveillance

and Data

Recorder

(OSDR) for

CLW should provide RDS & CVVRS in Electric

locomotives. Any further up-gradation may be

taken after evaluating the performance of existing

arrangements.

Accepted. SCR: CVVRS provided in

32101 loco of ELS/KZJ is not

properly working since

commissioning.

Rear camera-2 and Panto-2

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Item

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RDSO and concerned


Electric

Locomotives.

camera are frequently not

working even after replacement

by firm. The quality of audio

recording was found to be very

poor and it is not audible.

Performance is being reported

to CLW from time to time.

WCR: Item pertains to CLW,

however locally On-board Crew

Audio-Video recorder has been

provided in two nos. WAP4

loco for trial by ELS/ET.

411 Up-gradation

of existing

OHE from 160

kmph to 200

kmph.

Existing OHE and Panto Contact Wire interaction is

fit for 160 kmph. Sample simulation study of OHE

and power supply system for Mathura-Hindaun

section of Kota Division was recently conducted by

M/s ALSTROM. RDSO to also study the parallel

operations of TSS open delta arrangement for power

supply for augmentation. RDSO mentioned that

simulation study of OHE/PSI for 160/200 kmph for

various types of rolling stocks is including train sets

in Delhi-Howrah section, work amounting to

Rupees one crore approximately is to be sanctioned

under powers of DG on out of turn basis. Requisite

fund may be allocated by Railway Board for getting

the work sanctioned. Simultaneously, action has

already been initiated for finalization of assumption

and deliverables in consultation with Railway

Board. Various TDCs are as under:

Sanction for work/estimate: 15.06.2018.

Preparation of bid documents: 25.06.2018

Tender invitation/opening: 27.07.2018.

Award of contract/completion: 31.08.2018/

31.12.2018.

RDSO to expedite

completion of

simulation study.

Target is

31.10.2018.

1. Sanction of DG has been taken

for two works-

a) Power Supply simulation

b) Dynamic simulation of OHE

Panto interaction.

Tender has been discharged on

27.03.2019 due to bidders have

not fulfilled the minimum

eligibility criteria & Tender

committee has recommended to

call global tenders.

2. Vide this office letter dated

04.04.2019 technical approval of

Railway Board sought. Reply

awaited.

3. Vide this office letter dated

07.05.2019, RB was requested to

take prior approval of Election

Commission for floating global

tenders as model code of conduct

of election commission is in

forced due to parliament election

is in process.

412 Reduction in

the cost of RE

work.

This proposal has been given by TI

Directorate/RDSO directly to Board.

Proposal has been

received and

Board’s in

Principal approval

communicated to

RDSO.

CORE may finalize the list of

such items at their end & final

approval may be taken from

Railway Board.

413 Low cost OHE

design.

This proposal has been given by TI

Directorate/RDSO directly to Board.

Proposal has been

received and

Board’s in

Principal approval

communicated to

RDSO.

1. Railway Board vide letter no.

2017/RE/161/29 (3241642)

dated 18.05.2018 had advised to

RDSO to issue formal

instructions to Zonal Railways

and executing agencies so that

cost of new electrification work

can be reduced.

In this regard RDSO vide this

office letter no.

TI/CIV/MS/18/17 dated

18.05.2018 had issued the

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Item

no.


RDSO and concerned


instruction to Zonal Railways.

2. This office letter no

TI/PSI/RELAY/POLICY/02

dated 23/24.05.2018 regarding

relay setting guidelines in low

density routes.

3. Similarly RDSO has instructed

railways vide this office letter no

TI/CIV/MFNDS/18 dated

28.03.2019 regarding use of

cylindrical type foundation.

4. Vide this office letter no.

TI/CIV/FNDS/2017/01 dated

26.09.2017 RDSO issued the

guidelines for use of buried

foundation for OHE

Mast/Portals.

WCR: Low cost OHE design

has been implemented in

Vijaypur-Maxi and Guna-

Gwalior section on WCR).

414 a) Strategies for

increasing

open access

including

provision of

metering CT

and PT for

open access

power.

b) Metering at

important

feeders for

energy

monitoring &

energy

efficiency

requirements.

For the layout of CTs and PTs in the existing TS for

ABT metering, drawing to be revised to suitably

locate CT/PT without any increase in TSS area by

reducing the distances between various equipments,

whenever possible. For new TSS, suitable drawings

may be issued separately.

a) PCEEs to go

whole hog to

ensure open

access power

flow in the

balance States of

West Bengal,

Uttar Pradesh,

Tamil Nadu,

Karnataka,

Kerala, Andra

Pradesh,

Telangana,

Odisha,

Chhattisgarh &

Punjab.

b) Cross-subsidy

charge are not

due to be paid by

Indian Railway

being a deemed

Licensee

(Electricity Act,

Regulation).

c) Training of staff

in open access;

Course in

IRIEEN &

capacity

development

programme by

REMCL.

d) Timely provision

a) SWR started availing power on

open access from 25.10.17 for

RWF and traction substations ie

BWT, WFD, SMWA, BID, Y &

Martur of C.Railway. SWR also

got NOC from KPTCL for

directly availing power on open

access for all future TSS in

Karnataka.

NR: Power flow in Uttar

Pradesh through Open Access

started on 08.07.2018. Issuance

of NOC for power flow in the

state of Punjab is under process

and to be issued shortly.

WCR: Open access is fully

implemented by WCR.

b) NR: Cross subsidy is not being

paid. However, charges being

levied by State Utilities not as

per CERC guidelines in Open

Access are being contested by

REMCL on behalf of Railways.

WCR: RVPNL/Jaipur had filed

a petition for levy of open access

charges like cross subsidy

surcharge and additional

surcharge on unit drawn by

Indian Railway vide petition No.

of 59

Item

no.


RDSO and concerned


of CT, PT &

ABT meters by

Zonal Railways

and Railway

Electrification

organizations

like CORE,

RVNL etc.

e) RDSO to issue

drawing for new

substation and

guidelines for

existing

substations.

RERC/1452/2019. WCR in

consultation with REMCL had

defended the case; however

RERC’s order went against

Railway. RERC order is being

challenged in Hon’ble APTEL.

c) NR: This item pertains to

IRIEEN & REMCL. However,

presently no regular training

course is being provided by

IRIEEN or REMCL for training

of staff in Open Access.

d) NR: Being provided by NR as

well as RE/RVNL.

WCR: Work of provision of CT,

PT & ABT meter is being carried

by MPPTCL in MP area while

work of provision of CT, PT and

ABT meters has been completed

by Railway in Rajasthan area i.e.

Kota division.

e) The TSS drawing for provision

of CTs & PTs for ABT metering

has been revised and issued vide

this office letter no

TI/PSI/POLICY/18 dated

26.07.18.

SCR: Work has started in TSS’s

located in Telangana state.

Efforts are on for

implementation of open access in

Andhra Pradesh also.

ECR: Open access being availed

in DVC (75 MW) & Bihar (50

MW). NOC for additional 50

MW from BSPCL &15 MW

from DVC is pending.

NCR: 07 nos. TSS of NCR in

UP state are yet to be taken

under open access. NR as

coordinating nodal agency for

UP state has been requested for

the same. Cross subsidy charges

are not being paid by CR.

415 Tower Wagon

Maintenance

schedule and

its

implementatio

n

For NR/NER/NCR/NWR POH and rehabilitation of

tower wagon will be done at DMW Patiala. For

other Zonal Railways, this activity will be carried

out in Zonal Railways; this activity will be carried

out in Zonal Railway Workshops. Different

practices are being followed in Zonal Railways for

TXR fitness of tower wagons. In some Railways, it

is monthly, whereas in other Zonal Railways, three

a) USFD every year

as per SMI, both

for 4W and 8W.

b) Railways to

implement

instructions

issued by RDSO

as per SMIs

a) NR: USFD checking of tower

wagon axles is being carried

out over all the divisions.

WCR: USFD is being done

yearly as per SMI. ECR:

Maintenance of 4 W Tower

wagon as per SMITI/MI/0052

(Rev. 0) and 8 W Tower

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Item

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RDSO and concerned


monthly committee to be nominated by Railway

Board for standardizing the periodicity. Workshops

to procure the tower wagon spares.

including USFD.

c) Maintenance of

tower wagons at

DMW, Patiala

has been started

to cater to the

increasing load

of tower wagon

numbers.

d) Committee of

EDTI/RDSO,

CEDE/WR is

nominated for

deciding the

TXR checking

periodicity.

wagon as per SMITI/MI/0043

(Rev. 1) is being done.

b) NR: Divisions have been

advised for following RDSO

SMIs including USFD.

WCR: RDSO’s instructions

being implemented.

c) NR: No programme for POH

of tower wagons at DMW

Patiala has yet received by

NR (For

NR/NER/NCR/RE(UMB, JP

and LKO)POH of 105 nos.

Tower Wagon is still being

done at EMU car Shed GZB).

WCR: POH of 8W TW is

being done at Dahod

workshop, while POH of 4W

TW is being done at

WRS/KTT. POH of Engine

& transmission system of 4W

TW is being done by

divisions. NCR: POH of

NCR TWs is carried out at

JHS/WS for 4-wheeler Mark-

II & others including 4-

wheeler Mark-III, IV & 8

wheeler at EMU/Maripat.

KGP/WS has also allotted a

quota of 4 no. 8-wheeler TWs

of NCR in 2019-20.

d) RDSO: A meeting of

committee members (EDTI &

CEDE/WR) is schedule on

15.05.2019 in RDSO, to

study the schedule for TXR

checking for different similar

rolling stocks, in order to

decide the TXR checking

periodicity for tower wagons.

SCR: TXR checking is being

done monthly over SCR.

416 Modification

of TSS

Drawings.

For the layouts of CTs and PTs in the existing TSS

for ABT metering, drawings to be revised to

suitable locate CT/PT without any increase in TSS

area by reducing the distances between various

equipment, wherever possible. For new TSSs

suitable drawings may be issued separately.

RDSO to issue the

revised drawings

and guidelines.

The TSS drawing for provision

of CTs& PTs for ABT metering

has been revised and issued vide

this office letter no

TI/PSI/POLICY/18 dated

26.07.18

417 Provision of

only one

number Retro

Reflective

number plate

in each

kilometer at

SWR recommended for one number retro reflective

OHE number plate in each kilometer, whereas other

Zonal Railways recommended for provisions at

every mast as per recent Railway Board’s directives.

Railway Board’s

existing directives

to be strictly

adhered to.

WCR: Being provided at each

mast as per Board’s directives.

Vide letter no.

2001/Elect(G)/170/1 dated

22.11.16.

NCR: NCR has provided retro

reflective number plates on each

of 59

Item

no.


RDSO and concerned


the beginning

of kilometer

and not on

every OHE

mast.

locations as per Railway Board

guidelines.

418 Replacement

of Overhead

Cross Feeders

at SP/SSP/TSS

locations by

under-ground

cables to avoid

up and down

power block as

well as to

improve

reliability.

This item has already been discussed during 30th

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

taken to insure mandatory power blocks required for

maintenance rather than changing the standard OHE

cross feeding arrangement.

Proposal of SCR

not accepted as

already decided in

30th MSG (Tr.D)

meeting.

This item is closed.

419 Cadre of

Tower Wagon

Driver to be

made part of

Running Staff.

This is an establishment matter and dropped from

ESC.

Accepted. This item is closed.

420 3-Phase

propulsion

system for

Tower Car and

manufacturing

on LHB

platform.

To be given by TI Directorate/RDSO.

Not accepted.

421 Guidelines for

installation of

Solar Plants on

vacant Railway

land.

1. Identification of land for solar power plant to be

done by Zonal Railways.

2. Scheduling of power is to be decided by Zonal

Railways.

3. Feasibility of net metering to be decided by

Zonal Railways in consultation with State

Electricity Authorities.

4. Based on above, Zonal Railways will send

proposal to Railway Board for approval.

Instructions for

actions to be taken

by Railways for

Solar Plant on

vacant Railway

land already issued

from Railway

Board vide letter

no.

2009/Elect(G)/150/

13/Pt. I dated

18.04.2018

NWR:

As per Railway Board’s letter

no. 2009/Elect(G)/150/Pt-I,

dated 18.04.2018, Vacant land

have been identified. 03 SAG

level committee has been formed

to finalized the land on which

Solar Plants be erected.

NR: 1. As regards land for solar PV

land installation, it is informed

that availability of land with long

term clearance commitment is

practically nil. However, in

Diwana 2 MW land based Solar

based PV in under progress.

2. As regards to schedule of

power, power supply

organization is having severe

shortage of manpower and needs

to be strengthened with energy

management cell which can

study and compile power

demand and forward the same.

3. Net metering installation is

being coordinated with

of 59

Item

no.


RDSO and concerned


concerned Electricity

Authorities. However, recently

Uttar Pradesh State Regulatory

Commission has withdrawn this

for Railways.

The proposal for above referred

points is already in Railway

Board.

ECR:

1. Details of 480 acre Railway

vacant land for harnessing solar

energy have been already sent to

Railway Board vide this office

letter no. ECR/ELE/G/201, dated

10.12.2014. Feasibility of these

lands will be examined

according to Railway Board’s

letter dated 18.04.2018.

2. To be injected at suitable point in

Railway Power supply network.

422 Enhancing

codal life of

internal wiring

in buildings

from 10 years

to 25 years.

The codal for wiring with copper conductor should

be as under:

i. 20 years for non-coastal areas.

ii. 15 years for coastal areas.

With copper

conductor life

should be 25 years

for internal wiring

of buildings.

NR: As regards to codal life for

wiring: with copper conductor of

20 years for Non Coastal areas

and 15 yrs for Costal areas is

appropriate.

ECR: Railway Board’s

directives for enhancing codal

life to 25 years for copper wiring

will be followed.

423 Diesel to

Electric loco

conversion.

Members expressed that conversion of WDG3A

and WDG4 loco should be done since it is

beneficial to Indian Railways.

Accepted. NR: After conversion of 02

diesel locos (WDG3A & WDG4)

into electric locos (WAG10 &

WAG11) respectively have been

received from DLW. WAG10

electric locos have been

introduced for revenue service

and Railway Board’s 1st sanction

for WAG11 is awaited from

RDSO.

of 59

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. Requirement of LIs for Assistant Loco Pilots SWR

2. Review of TRD maintenance schedule NWR

3. Posting of Electrical Officer in Diesel sheds NWR

4. Broadening of vendor base for loco items and spares CR

5. (i) Holding of Push-pull loco by Zonal Railways

(ii) Feasibility of modification in conventional loco for Pull Push operation

(iii) Maintaining of spare push-pull compliant coaches at Coaching Maintenance Depot

CR

6. Development of Fire Detection Unit (FDU) in conventional locomotives CR

7. Switching of administrative control of loco operation from Diesel to Electric NR,SCR

8. Re-homing TCN propulsion locos so as have not more than two makes in a shed NR

9. Review of the utility of undertaking POH of 3-phase locomotives in workshops NR

10. Umbrella sanctions for RSP & M & P items. NR,SCR

11. Infrastructural facilities to homed 300 electric locos in sheds. NR

12. Development of higher capacity compressors to fit on the existing footprints/ available

envelope for conventional and three phase locomotive

NR

13. Development of AC to DC power converter for conventional locomotives NR

14. Design / Facilities on washing line for inspection for push- pull rakes. NR

15. Guideline for Provision of Lift & Escalator manning NR

16. Standardization of Electrical vehicle charging station at Railway station & their running policy NR

17. Emergency Telephone Socket NR

18. Power procurement under Open Access NR

19. Proliferation of C-DAC VCU DLW

20. Use of Doppler radar based Slip –Slide control in 3-phase electric locomotives DLW,ECoR

21. Integration of wired and wireless options for distributed power control DLW

22. Conversion of GTO based propulsion system to IGBT based propulsion system for WAG-9 in 2nd

POH

SCR

23. Linking of reliability parameter like FRPCPY for implementation of penalty in AMC SCR

24. Rescheduling IT schedule of WAG-9HC locos WCR

25. Out sourcing of OHE maintenance during Breakdown WCR

26. Improvement of OHE current carrying capacity SECR

27. Development of technical Institute for Training on OHE upkeep and maintenance SECR

28. Vendor approval of Traction Substation equipments including of Transformers according to the

upper voltage rating

CORE

29. a) Use of PVC pipe at SP/SSP instead of Concrete cable trenches

b) Use of pre-casted concrete trenches at TSS instead of in- situ casting of cable trenches

CORE

30. Bifurcation of Workshop Plan Head (4200) as Motive Power and Rolling stock. SCR

31. Authority of EIG SCR

32. Event Recorder with short and long term recording facility ECoR

33. Introduction of 2x25 kV OHE system in East Coast Railway ECoR

34. Introduction of Cylindrical foundations in OHE system for Electrification works ECoR

35. Withdrawal of engineering restrictions in Solar Plant Installation ECoR

36. Homing of Electric locos in Diesel sheds. RB

37. Uniformity in major schedule of WAP5 and WAP7 electric locomotives. RDSO

38. Use of TM speed sensors for speed indication. RDSO

39. Real time measurement of electric locomotive parameters. CR

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