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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

REPORT

OF

COMMITTEE FOR

IMPROVEMENT OF RELIABILITY

OF

3-PHASE LOCOMOTIVES OVER INDIAN RAILWAYS

Report No. RDSO/2016/EL/IR/0170 August 2016

RESEARCH DESIGN AND STANDARDS ORGANISATION

MANAKNAGAR, LUCKNOW – 226 011

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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

REPORT

OF

COMMITTEE FOR

IMPROVEMENT OF RELIABILITY

OF

3-PHASE LOCOMOTIVES OVER INDIAN RAILWAYS

Report No. RDSO/2016/EL/IR/0170

August 2016

Sh. Suresh Kumar

Director/Elect/RDSO and

Convener

Sh. Vipin Kumar

Dy.CEE/D&D/CLW

Sh. K. Thourya

Sr. DEE/TRS/LGD

Sh. M. K. Sinha

Sr. DEE/TRS/GZB

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INDEX SN Description Page No.

1. PREAMBLE 5

2. CHAPTER – 1 HOLDING ALONGWITH FAILURE ANALYSIS OF 3-PHASE LOCOMOTIVES OVER INDIAN RAILWAYS

7

3. CHAPTER – 2 REVIEW OF EXISTING RELIABILITY ACTION PLAN OF 3–PHASE LOCOMOTIVES

10

4. CHAPTER – 3

COMPARISON OF MAINTENANCE PRACTICES OF DIFFERENT SHEDS OVER INDIAN RAILWAYS

13

5. CHAPTER - 4 ENHANCEMENT OF LEVEL OFMACHINE ROOM PRESSURIZATION

24

6. CHAPTER - 5 RADIATOR

30

7. CHAPTER – 6 SPEED SENSOR

32

8. CHAPTER – 7 ISSUES RELATED TO IGBT BASED TRACTION AND AUXILARY CONVERTERS

37

9. CHAPTER – 8 IMPROVEMENT IN THE LOCO CONTROL SOFTWARE AND OTHER MEASURES

44

10. CHAPTER – 9 RELIABILITY ACTION PLAN

48

11. Annexure-1 FAILURE OF DIFFERENT EQUIPMENTS FOR 2014-15 TO 2016-17 (APR-JUN)

55

12. Annexure-2 COMPREHENSIVE SHED WISE STATUS OF IMPORATANT RAPs

59

13. Annexure-3 TOT DOCUMENT ON MACHINE ROOM PRESSURIZATION

60

14. Annexure-4 SHED WISE IGBT CONVERTER POPULATION

61

15. Annexure-5 LIST OF IMPORTANT SMIs

63

16. Annexure-6 LIST OF IMPORTANT TCs

64

17. Annexure – 7 COPY OF LETTER NO. EL/3.1.35/10 DATED 10.04.2016

65

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PREAMBLE

1. Indian Railways imported 22 WAG9 locomotives and 11 WAP5 locomotives from M/s.

ABB, Switzerland in 1996-97. CLW started manufacturing these locomotives by

procuring GTO based Power Converter, Auxiliary Converter & MICAS based Vehicle

Control Unit (VCU) from ABB, Switzerland. These equipment were subsequently

indigenized by M/s. BTIL, M/s. NELCO, M/s. BHEL and M/s. CGL through transfer of

technology. Subsequently, considering the obsolescence of GTO technology and

inherent benefits of Insulated Gate Bipolar Transistor (IGBT), Indian Railways has

migrated to IGBT technology for Traction Converter and Auxiliary Converter of 3-Phase

locomotives.

2. The development of IGBT traction converter (SR) has been successfully done by M/s.

BHEL, BTIL, ABB. The auxiliary converter (BUR) was developed by M/s. BHEL, CGL, ABB.

Presently, IR has switched over to use of 100% IGBT based converters on locomotives

being manufactured at CLW. The IGBT is a state-of-the-art-technology.

3. At present most of the IGBT converters are under warranty. Accordingly, the issues of

reliability of the IGBT converters are being taken up with the suppliers. Consistent

efforts by RDSO and CLW are resulting in the improvement of the reliability of the

locomotives.

4. The reliability of the 3-Phase locomotive has always been a cause of concern due to

high rate of failure of electronic cards of Power Converter, Auxiliary Converter and

Central Electronics which adversely affect the reliability and availability of these

locomotives. It is observed that at present the maintenance practices for the 3-Phase

locomotives under different maintenance sheds are not uniform. The best maintenance

practices among the sheds need be standardized. It is also observed that steps taken by

RDSO in the form of Reliability Action Plan (RAP) need to be expedited.

5. Railway Board vide letter no. 2016/Elect(TRS)/138/1 Pt.3 dtd. 04.01.2016 constituted a

committee of following SG/JAG officers of RDSO, CLW and Zonal Railways for improving

the reliability of 3-Phase locomotives on IR. The nominated committee members are:

(i) Sh. Suresh Kumar, Director/Elect/RDSO – (Convener)

(ii) Sh. Vipin Kumar, Dy.CEE/D&D/CLW

(iii) Sh. M. K. Sinha, Sr. DEE/TRS/GZB

(iv) Sh. K. Thourya, Sr. DEE/TRS/LGD

6. The committee has following terms of references:

(i) Analysis of respective equipment failures and maintenance practices.

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(ii) Comparison of maintenance of practice of best performing sheds with most

deteriorated sheds for observing lapses including utilization of infrastructure

available in shed.

(iii) Identify areas for improvement and action plan with time lines.

7. Following maintenance sheds have been visited in order to study the failures of various

equipment, also compare the maintenance practices followed by them and to arrive at

a common reliability action plan which can be implemented to improve the reliability of

three phase locomotives over IR:

a. ELS/GZB

b. ELS/TKD

c. ELS/AQ

d. ELS/TATA

e. ELS/BIA

f. ELS/GMO

In addition, the inputs have also been given by Sr. DEE/TRS/LGD as a member of the

committee against the maintenance practices in ELS/LGD. The same have been taken

into consideration while formulating the consolidated reliability action plan.

8. The committee studied the performance of the sheds vis-à-vis the maintenance

practices being followed by them and the infrastructure available for

troubleshooting/maintenance of different equipment, consolidated Reliability Action

Plan (RAP) have been drawn with time lines for improving the reliability of the 3-Phase

locomotives.

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CHAPTER – 1

HOLDING ALONGWITH FAILURE ANALYSIS OF 3-PHASE LOCOMOTIVES OVER INDIAN RAILWAYS

1. Holding of 3-Phase locomotives over Indian Railways

The shed wise holding of 3-Phase locomotives as on 30.04.2016 over IR is as given in Table– 1.1.

Table – 1.1

Railway Shed WAP5 WAP7 WAG9 WAG9H Total

CR AQ - 15 89 56 160

CR KYN - - 1 62 63

ECoR WAT - - - 29 29

ECR GMO - - 77 58 135

ER HWH - 21 - - 21

NCR CNB - - - 5 5

NCR JHS - - - - 0

NR GZB 47 79 - - 126

NR LDH - - - 8 8

SCR LGD - 54 73 42 169

SECR BIA - 11 - 57 68

SER TATA - - 2 71 73

SR RPM - 47 - - 47

WCR TKD - 31 30 29 90

WR BRC 47 2 - 8 57

TOTAL 94 260 272 425 1051

2. Methodology adopted for failure analysis

The committee has observed that seven sheds namely, ELS/AQ, BIA, GMO, GZB, LGD, TATA and TKD combined are maintaining more than 75% of total population of 3-Phase locomotive over IR as shown in the Table – 1.2 below. Accordingly, the maintenance practices of ELS/AQ, BIA, GMO, GZB, LGD, TATA and TKD have been examined. Out of these sheds, ELS/AQ, GMO, GZB, LGD and TKD are having longest experience of maintenance 3-Phase Locomotives. While the ELS/BIA and ELS/TATA are maintaining the 3-Phase locomotives for less than 5 years and are still learning and building the necessary knowhow and infrastructure to maintain 3-Phase locomotives. During the study, only those equipment and their maintenance practices have been considered by the committee which have major contribution in affecting the reliability of three-phase locomotives.

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The holding of 3-Phase locomotives in ELS/AQ, BIA, GMO, GZB, LGD, TATA and TKD as on 30.04.2016 is as given in Table-1.2.

Table-1.2

Railway Shed WAP5 WAP7 WAG9 WAG9H Total

CR AQ - 15 89 56 160

ECR GMO - - 77 58 135

NR GZB 47 79 - - 126

SCR LGD - 54 73 42 169

SECR BIA

11 - 57 68

SER TATA - - 2 71 73

WCR TKD - 31 30 29 90

Total 47 190 271 313 821

3. Identification of equipment with high failure rate

The failures of different equipment of the locomotive for year 2014-15, 2015-16 and 2016-17 (upto 31 May'16) is given in Annexure - 1 which shows that Traction Converter both GTO and IGBT based, Auxiliary converter both GTO and IGBT based, VCU, Sensors and Radiator constitute majority of the failures. It is also evident from the failure data that ‘Transient Failure' cases are very high during the 2014-15 and 2015-16. It is also observed that the transient failure cases have reduced considerably during the first two months of 2016-17 due to special attention given by the sheds for the machine room, filter and radiator cleaning besides sensitizing the staff about the special needs for the maintenance of the 3-Phase locomotives. The FRPCPY of major and important equipment over 2014-15, 2015-16 and 2016-17 (upto 31 May'16) is as given in Table-1.3 and Fig. 1.1 below.

Table-1.3

Equipment 2014-15 2015-16 2016-17

(upto 31 May)

GTO (SR) 8.4 8.2 2.7

IGBT (SR) 19.4 6.2 5.3

GTO (BUR) 2.1 5.1 0.9

IGBT (BUR) 0 4.4 1.8

Sensors 2.7 2.8 2.9

VCU 3.6 4.1 4

Transient Failure 4.7 4.8 1.1

Radiator 0.1 0.7 1.7

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Fig. 1.1 – FRPCPY of major and important equipment

4. Conclusion

Based on the above data it is evident that SR, BUR, VCU, Sensors and Radiator have the major contribution in affecting the reliability of the 3-Phase locomotive. Though the radiator itself does not have the high failure rate, it indirectly affects the reliability. For example, any laxity in the cleaning of the radiator leads to performance degradation by way of reduction in the output power or in case of sever choking, it may lead to converter/transformer oil high temperature and consequent isolation of bogie. Further, the cases of transient failures also need to be addressed which are the consequence of transient malfunctioning of the SR, BUR or VCU control electronics. Thus, in this report, the committee has strived to formulate the reliability action plan for the following equipment:

a. Traction Converter (SR) both GTO and IGBT b. Auxiliary Converter (BUR) both GTO and IGBT c. Vehicle Control Unit (VCU) d. Speed Sensors e. Radiator As indicated above the majority of the failures are contributed by both GTO and IGBT based Traction Converter, Auxiliary Converter both GTO and IGBT, VCU, Sensors and Radiator. IGBT based converters have been introduced recently and most of the equipment are under warranty for which the RDSO and CLW are closely monitoring the reliability issues with the manufacturers from time to time. Accordingly, the reliability issues and their respective reliability action plan of IGBT based traction and auxiliary converter have been discussed separately in CHAPTER – 7.

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

18.0

20.0

GTO(SR)

IGBT(SR)

GTO(BUR)

IGBT(BUR)

Sensors VCU Foundnormal

Radiator

8.4

19.4

2.1

0.0

2.73.6

4.7

0.1

8.2

6.25.1

4.4

2.84.1

4.8

0.7

2.7

4.7

0.9 1.6

2.94.0

1.1 1.7

2014-15

2015-16

2016-17(upto 31May)

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CHAPTER – 2

REVIEW OF EXISTING RELIABILITY ACTION PLAN OF 3–PHASE LOCOMOTIVES

1. Review of existing RAPs of different sheds There is a paradigm shift in the loco control system of 3-Phase loco vis-à-vis conventional loco. Indian Railways took time to absorb the complete know of the maintenance of 3-Phase locomotives. Still there are some equipment whose performance could not be stabilized. Time to time reliability action plans have been formulated by RDSO to improve the reliability of these equipment. The comprehensive shed wise status of implementation of RAPs is given in Annexure- 2. There are several important RAPs which are yet to be completed by sheds. Their non-completion is a contributory factor towards the poor reliability of the locomotive. The overall status of important RAPs across is given in Table – 2.1.

Table-2.1

SN Work RDSO Ref. No. TOTAL

*T **D

1. Use of 8 Amps rating reed relay

RDSO letter no. EL/11.5.5/5 dtd. 28.12.12.

1015 516

2. Avoiding low pressure zone above hood ventilator.

RDSO/2014/EL/MS/0434 'Rev-0 dated 28.03.2014

991 790

3. dB level of output of fibre optic transmitters.

SMI/257 ELS/TATA and HWH to start.

4. Partial blocking of opening duct of BUR.

MS-385 880 880

5. Prov. of cab redundancy in WAG9/9H and WAP/7

MS/0429and MS/0435 940 353

6. Modified cooling radiators for SR.

RDSO L/N EL/11.5.5/5 dt. 15.02.10.

784 734

7. Shifting of MCB-100 to HB-2 panel.

MS/0367 903 858

8. Rehabilitation of PCB cards RDSO guideline no. ELG/2008/01, Rev. ‘1’ dated 13.08.09

271 145

9. Changing ECSX make crystal with FOX make crystal in Processor cards

MS_391 Completed

10. Ungrounding Pin No. 8 & 11 in NS/AS controller card.

MS/0378 dated 29.05.09 Completed

11. Replacement of EPROM in locomotives after 6 years

ToT guideline 380 145

* T-No. of locos for which the modification required. **D-No. of locos in which modification done

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From the above table it is evident that a lot of efforts are still required by the sheds to complete the RAPs and to reap their benefits in terms of improvement in reliability. Some of the important pending RAPs are discussed here.

2. Replacement of 5A Reed relay by 8A reed relay:

This RAP was formulated after detailed study of some of the Input/Output (I/O) relays which have more duty cycle. The contacts of existing 5A relay use to get melt and stuck in URB 512 I/O card. So it was decided to replace this 5A relay by 8A relay. The same rendered good performance. Railways have been advised to change the relay of compressor, air drier and unloader in digital I/O card (URB512D15) vide letter no. EL/11.5.5./5 dated 28-12-12 as given in Table-2.2. However, it is observed that some of the sheds have still not implemented same even after lapse of more than three years.

Table-2.2

SN Relay No. and position

Control Processor Equipment

1 K248 HBB-2 BECP Unloader Valve

2 K252 STB-2 Compressor contact

3 K252 HBB-2 Air Dryer

3. Implementation of cab redundancy in WAP-7 and WAG-9

As per the existing loco control logic of 3-Phase locomotives, any problem in STB/HBB card or their I/O card in the VCU leads to isolation of the corresponding cab as the functions of some of the I/Os were not redundant in the original locomotive design by ABB. This logic was modified by RDSO/CLW and provision of redundancy in the I/Os of

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STB/HBB processor cards has been provided after providing redundant I/O connections with suitable software modification. This is an important modification as implementation of the same enables the normal operation of the loco in case of failure of STB/HBB processor card. CLW has already regularly cut-in this modification in all locomotives manufactured since 2014-15. All the sheds need to take an urgent action to implement this modification on locomotives produced before cut-in date of CLW.

4. Rehabilitation of PCB cards

This is a very important work to be carried out for the PCB cards of the locomotives. Vide RDSO guideline no. ELG/2008/01 REV ‘1’ dated 13.08.2009 it was intimated that after every 6 years of the field operation of the PCB cards there is deterioration in the performance of some of the components like electrolytic capacitors, EPROMs, optical transmitter and receiver, etc. Such components have been identified and action plan was prepared to carry out the rehabilitation of the PCB cards along with replacement of these components. It is observed that the electrolytic capacitors use to leak after 6 years operation and the leakage not only leads to change in the capacitance value but the leaked oil damages the tracks of the PCB board. The changed value of capacitors may cause intermittent misbehavior of the PCB cards and sometimes on permanent basis. Similarly, the replacement of the EPROM after 6 years is very important as these EPROMs have a limited charge retention life. The aged EPROMs are a major source of the lifesign missing problem being experienced frequently on the locomotive. Thus, the timely replacement of EPROMs is very essential for the reliable operation of the locomotive. Further, the performance of optical transmitter and receiver deteriorates with time. Their timely replacement is very essential for reliable communication between different electronic racks and to transmit/receive the optical signal by the gate drive unit for GTOs firing. Similarly, there are other RAPs whose completion will definitely help in improvement of overall reliability of the locomotives.

Thus, following is recommended:

a. All the sheds should complete the existing RAPs in a strict time bound manner. b. The replacement of EPROMs should be taken up on the priority. Special drive should

be taken by the sheds to replace all the EPROMs with operational life of more than six years.

c. The sheds should identify PCB cards with the leaky capacitors. If possible they should be replaced with the healthy ones before it causes further damage.

d. Work for cab redundancy should be taken up by Railways in major schedule.

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CHAPTER - 3

COMPARISON OF MAINTENANCE PRACTICES OF DIFFERENT SHEDS OVER INDIAN RAILWAYS

1.0 Introduction

The infrastructure along with the testing facilities available in combination with the skill and know-how available with the shed form the backbone of the maintenance practice in the shed. In orders to have proper maintenance/troubleshooting of the 3-Phase locomotives sheds must have certain basic infrastructure. However, while analyzing the availability of the infrastructure in different sheds the committee has observed that even some of the old sheds do not have all requisite infrastructure. Thus, there is a need to equip all the sheds maintaining 3-Phase locomotive with the required infrastructure. Further, there is a need to sensitize the staff about the fact that the 3-Phase loco needs different maintenance paradigms which may not be same as those applied for the conventional locomotives. While our sheds have done a remarkable achievement by absorbing the know-how of the conventional locomotives same is lacking in case of the 3-Phase locomotive baring a few example.

2.0 Basic Infrastructure in Sheds

For maintenance of the 3-Phase locomotives, availability of the following setup/infrastructure is essential:

2.1 Basic infrastructure for loco troubleshooting

Loco Diagnostic System (LDS)

Set of Loop Boxes with Sub-D and Gimota Circular Connector

Dedicated system for storage of Diagnostic Data Set (DDS) and PCB Database

System of interconnected electronic racks

2.2 Basic infrastructure for Testing of PCB cards, Sensors, etc

Setup for testing the WRE Module

Setup for testing of WRE gate drive

Setup for testing of SAP card

Setup for testing of pressure Sensors

Setup for testing of temperature sensor

Setup for testing of Speed Sensor with VVVF drive

2.3 Other infrastructure

PCB handling and infrastructure for electronic lab

GTO valve set repair infrastructure as per RDSO SMI for the sheds which undertake the GTO valve set repair.

Industrial type of vacuum cleaner

Pressure jet for cleaning the radiator and air filters

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3.0 Basic infrastructure required for loco troubleshooting

The position of availability of these items in various sheds is as given in Table – 3.1 below:

TABLE – 3.1

*only partial quantity is available. W- Working T- Total

3.1 The loco diagnostic system (LDS)

a. Faulty vis-à-vis healthy LDS

The LDS is a basic requirement for the maintenance and troubleshooting of the locomotives. Most of the sheds are not having LDS in good working condition. Only 22 out of the total of 57 LDS are in working conditions across all the sheds. Thus, at present for a total of about 1050 3-Phase locomotives there are only 22 functional LDS, ie, on an average for about 50 locomotive there is only one LDS which is abysmally low. Sheds which are having defective LDS will not be able to troubleshoot but also will tend to use EPROM writer for downloading the software which has its own serious repercussions. b. Function of an LDS

The LDS, also called docking station, is used as a bus station to access the loco process and MVB data and to download the hex code in loco control processors. LDS is a basic requirement for a shed to carry out troubleshooting of the loco problems as well as to have a reliable software code downloading in the system.

SN Item AQ BIA BRC HWH GMO GZB KYN LGD RPM TATA TKD

1 Loco Diagnostic System (LDS)

W 2 3 1 1 1 1 2 5 4 1 2

T 6 5 4 2 8 7 3 7 6 4 7

2 Set of Loop Boxes with Sub-D and Gimota Circular connector

Yes Yes* Yes* Yes* Yes Yes No Yes Yes No Yes*

3 Dedicated computer for storage of DDS

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

4 System of interconnected electronic racks

Yes Yes Yes No No Yes No Yes No No Yes

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The software used in LDS is MicTools which is old DOS (Disk Operating System) based. It has got many limitations like the customized hardware which is not available in the market. It is based on DOS so is inherently slow. There are other limitations like limited numbers of signals which can be logged at a time, signals can’t be viewed graphically online. The tools used for software programming, viz, MicProject, is not user friendly and working on this requires high skills. The MicTools has an in-built program for downloading the software in the locomotives. Downloading the loco software through LDS is the best way, as at the end of the download, it checks the integrity of the downloaded data. However, due to faulty LDS, sheds are dependent on the EPROM writers to download the software in the EPROM. This is not a correct practice as EPROM writers do not check the integrity of the downloaded data in the way as MicTool does. Any incorrectly downloaded bit in the EPROM may lead to triggering of the spurious error message which might lead to intermittent failures and subsequently transient failures.

c. Following needs to be followed by the sheds scrupulously:

There should be at least 1 LDS for every 25 locomotives in sheds.

The loco software, other than the minimum software should be downloaded only with the help of LDS.

The proper connection of LDS with VCU should be ensured.

EPROM writer should never be used for downloading the loco software. Its use should be limited to minimum software only.

d. Development of windows based diagnostic tools

In order to do away with the inherent problems in the LDS, CLW has taken up a project to develop the Windows based diagnostic tool. This diagnostic tool has following features:

It is based on Windows operating System.

The software can run on any laptop with Windows OS, thus, there will not be any hardware dependence.

User friendly

Signals can be viewed graphically online.

Software coding, compiling, troubleshooting will be user friendly. Present status: PO has been placed on M/s BTIL for 50 sets. The firm has supplied the prototype set and the bulk supply expected to start from Sept/Oct '16. e. Pre-requisite of the regular use of Windows based diagnostic tool

The DOS based source code to be ported to windows based platform.

To port the present DOS based OS files called minimum software into the Windows compatible format.

To generate the HEX code on the windows platform.

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The HEX code along with the minimum software should be tried in different variant of 3-Phase locomotive across different nominated sheds. The trial should be for at least one month.

After the successful trial, the same can be cut-in across all the variants in all the maintenance sheds.

Imparting the training to the maintenance sheds and CLW staff.

Thus, following is recommended:

a. There should be at least 1 LDS for every 25 locomotives in sheds. b. The adoption of the windows based diagnostic tool should be done at the

earliest. c. Sheds to get the minimum number of defective LDS repaired to maintain and

troubleshoot the locomotives till the time the windows based LDS are made available.

3.2 Set of Loop Boxes with Sub-D and Gimota Circular Connector

Availability of loop box is a basic minimum requirement for physically accessing the signals for the troubleshooting of the locomotives. Without the loop box, it is not possible to assess the signals and thus to check the healthiness of the interfaces including those of different sensors. From the Table – 3.1, it is clear that most of the sheds are not having loop boxes while BIA, BRC, RPM and TKD do not have complete sets of the loop box. The committee has found that that there is no guidelines about the types of the loop boxes a shed should have. Therefore, some sheds are having only two to three loop boxes while others are having full sets as being using in CLW. Committee has also observed that there are some loop boxes which are required only at the commissioning stage of the locomotive at CLW and therefore, are not required by the sheds. The committee has studied the requirement of the loop boxes for different test purposes at the sheds for troubleshooting and found that the bare minimum requirement of the loop boxes in each shed shall as given in Table – 3.2.

TABLE-3.2

SN No. of pin Description Quantity (Nos.)

1 09 Sub-D type connector 6

2 15 Sub-D type connector 6

3 25 Sub-D type connector 2

4 50 Sub-D type connector 1

5 05 Sichem circular Gimota connector 4

6 13 Sichem circular Gimota connector 4

7 19 Sichem circular Gimota connector 4

8 35 Sichem circular Gimota connector 2

9 37 Sichem circular Gimota connector special type for pneumatic panel

1

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SN No. of pin Description Quantity (Nos.)

10 22 Sichem circular Gimota connector 2

11 61 Sichem circular Gimota connector 2

Thus, following is recommended: a. All the sheds holding 3-Phase locomotives should have recommended sets of the

loop box sets as per Table – 3.2. b. Loop boxes should be utilized for effective troubleshooting of the locomotive.

3.3 Dedicated computer system for storage of DDS and PCB database

Diagnostic Data Set (DDS) contains the background data of the important parameters of the locomotive at the time of a fault. The sheds are supposed to download the DDS during all the inspection schedules or any unscheduled withdrawal of the locomotive. Keeping the loco wise storage of the DDS in chronological order will help in building the history of the locomotive. Not only their storage, but also their easy retrievability should be ensured by the sheds. For this purpose, dedicated PCs should be maintained by each shed for storage of the DDS. Their time to time backup should also be ensured. Similarly, the history of PCB cards should be maintained by every shed. Most of the sheds are maintaining the history of PCB cards. However, ELS/GZB should give a special focus on maintaining the PCB database, as presently there is no way to trace the history of the PCB cards.

LGD shed has made good effort by devising a mechanism to store, maintain and retrieve the DDS of each locomotive. They have made the DDS available on the LAN which can be accessed on any PC/Laptop hooked to the LAN. BIA, LGD, BRC and TKD also have made efforts to store the DDS. All the sheds may have similar mechanism as adopted by LGD, as the availability of the DDS on the net with necessary tools for reading it can make DDS accessible by any maintenance section in the shed.

Thus, following is recommended:

a. All the sheds holding three phase locomotives should have dedicated PC base

system to store the DDS. They should maintain the history of the locomotives in chronological order.

b. The database of the PCB cards should be maintained properly by each shed. c. The system should be LAN based, so that the DDS can be accessed through any

PC/Laptop with proper access rights on Railnet by different sections. d. The sheds should formulate proper system for routine back up of the DDS and

PCB database to avoid any eventuality.

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3.4 Set up of interconnected loco electronic bus stations

The reliability of the PCB cards and the sensors and different equipment may be improved by testing them in the loco-like environment before their installation in the locomotives. For this purpose RDSO has issued TC/134 which gives details about the installation of interconnected loco electronic bus station.

This system has following utilities: a. Using this system, the faulty cards can be identified. b. This system is very useful in downloading the loco software in the electronic lab

rather than in locomotive. c. This system can be used to test the functionalities of various sensors like

temperature, pressure, current & speed sensor. It can also be used to test the equipment like master controller, Fire detection unit, etc, without requirement of a locomotive.

d. TC/134 also described detailed usage of this set up which will be very helpful for the sheds to improve the reliability of the loco electronics, sensors and other identified equipment.

The schematic of the setup is as follows:

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Interconnected loco electronic bus stations at ELS/AQ

At present only, LGD, AQ, BIA, TKD and BRC have this arrangement, however, its use to its full capabilities should be ensured. Presently, sheds are more dependent on conventional methods like using multi-meter to test the sensors.

Thus, following is recommended:

All the maintenance sheds should have setup of interconnected electronic rake as per recent RDSO TC/134.

The maintenance staff should be encouraged to use this setup for testing the PCB cards, particularly the processor cards.

The maintenance staff should be encouraged to download the loco software in the processor cards on this set up.

The maintenance staff to be encouraged to test the sensors and other equipment on this set up.

Standard protocols may be used by sheds for testing of the individual sensor/equipment.

4.0 Basic infrastructure for Testing of PCB cards, Sensors, etc

RDSO has issued guidelines from time to time about the availability of test setups in each shed for proper examination of the PCB cards, modules, sensors, etc. The details of availability of the test setup in different sheds is Table – 3.3.

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TABLE – 3.3

The above mentioned test setups are essentially required by sheds in order to test various PCB cards, WRE module, gate unit and various sensors before putting them on the locomotive. However, from the above table it is evident that several sheds do not have the test setups. Even those sheds which are having the test setup, there is no guideline about the periodicity of use of these setup. There is need to standardize the periodicity of use of these setups.

During interaction with TATA shed, it was clear that even though they have the test facility for testing the gate unit, the staff was not very well conversant with its usage and benefits. Thus, it is felt that the staff of new sheds should be imparted training for proper understanding, working and usage of these setups. There is a need to take urgent action to establish the above mentioned test setup by each shed. The staff should be given proper training for understanding and operating them. As ELS/AQ and ELS/LGD have created all the test facilities and have enough expertise, it is recommended that the staff from the sheds which still don’t have these facilities should be sent to AQ for training purpose. There should be a time bound program to create these test facilities in the sheds. In order to standardize the test setup, RDSO has issued TC/135 which elaborates the test setups and the periodicity of their use.

Thus, following are recommended:

a. All the sheds holding three phase locomotives should have test set up as per TC/135.

There should be a time bound program for the sheds to create all these test setup.

SN

Item AQ BIA BRC HWH GMO GZB KYN LGD RPM TATA TKD

1 Testing of WRE Module (SMI/261)

Yes No Yes No No No N/A Yes No No Yes

2 Testing of WRE gate unit card (SMI/256)

Yes No Yes No Yes Yes N/A Yes No No Yes

3 Testing of SAP card (SMI/260)

Yes No No No No Yes N/A Yes Yes No Yes

4 Testing of pressure Sensors

Yes Yes Yes No Yes No No Yes No Yes Yes

5 Testing of temperature sensor (SMI/260)

Yes No No No No Yes Yes Yes No No Yes

6 Testing of Speed Sensor (SMI/252)

Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes

7 Setup for testing of SR gate drive (SMI/263)

Yes Yes Yes No No Yes Yes Yes No Yes Yes

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b. The staff in the new sheds do not have proper understanding of these test setups. Staff of such sheds should be trained by ELS/AQ and ELS/LGD for understanding and usage of these test setup. Technical experts of the ToT partners should also be invited for taking up these trainings.

c. The periodicity of the testing should be as per TC/135.

5.0 Other Infrastructure The shed wise position of other infrastructure is as given in Table – 3.4.

TABLE – 3.4 Item AQ BIA BRC HWH GMO GZB KYN LGD RPM TATA TKD

PCB handling and infrastructure for electronic lab

Yes Yes Yes No Yes Yes No Yes No No Yes

GTO valve set repair facilities as per RDSO SMI/265 for the sheds which undertake the GTO valve set repair.

Yes No No No Yes Yes No Yes No No Yes

Industrial type of vacuum cleaner Yes Yes Yes Yes No Yes No Yes Yes No Yes

Water Pressure jet for cleaning the radiator and air filters

Yes Yes Yes Yes Yes Yes No Yes No Yes Yes

5.1 Handling of PCB cards and infrastructure for Electronic lab

The PCB cards with micro controllers have enhanced capabilities over simple “solid state” type PCB cards. One consequence of these added capabilities is a need for added care in handling these boards, as static electric charge beyond permissible levels may damage the microcontrollers and other sensitive integrated circuits.

Following care should be taken for proper storage and handling these PCB cards during their replacement:

a. Store the PCB card in the climatic control chamber with anti-static packaging. b. Eliminate static body electric charge by using wrist straps or bracelets

connected to ground. c. Wearing of anti-static cloth and shoes in the Card handling and storing

chambers/labs d. Use of anti-static floor mats and other measures like proper grounding of the

furniture to minimize shock loads e. Proper grounding of all fixtures and instruments should be ensured. f. Proper cleaning of hands before touching a PCB card.

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g. Use of anti-static bracelets/ring while touching a PCB card. h. It’s a good practice to touch the cabinet of the machine to discharge any

possible build up of static electric charge, just before touching the board. i. Handle the PCB card only by their outer edges.

RDSO has issued Technical Circular No. TC/0091 (Handling & Cleaning of Printed Circuit Board (PCB)). It elaborates the system of handling, cleaning and storing the PCB cards. Handling and storage of the PCB card should be given due care as ESD is the biggest enemy. Most of the time, the damages caused on account of ESD are on microscopic scale and they are not visible to the naked eyes. As such damages are not visible, the importance of the damage caused due to the ESD is not appreciated by the staff. However, it plays an important role in the reliable performance of PCB cards and deteriorates the service life.

AQ, GMO, GZB, LGD, BIA and TKD have created a fairly good infrastructure for storage of the PCB cards along with air-conditioned room. However, the staff need to be sensitized about the importance of proper storage and handling the PCB cards. It has been observed by the committee, that generally the staff do not use the antistatic work suit and they are not in the habit of using the wrist straps while working on the PCB cards. There is a need to issue the anti-static work suit to the concerned staff and the use of wrist straps should be made compulsory. Handling of the PCBs should only be done by nominated staff. There is a need to monitor this at appropriate level.

GMO and AQ have magnifier and video microscope arrangement for visual checking of the PCB cards. These are very helpful tools for checking the dry soldering, condition of the electronic components and mechanical damage to the components. TATA and HWH need to create proper storage facilities and to make their staff sensitized to the importance of proper handling of PCB cards. AQ has installed an automatic anti-static shoe cover dispenser which is a good add on for the protection of the PCB cards. Committee has observed that no standard guidelines have been followed by sheds for keeping the infrastructure in the electronic lab. RDSO has recently issued TC/135 which is an attempt to standardize the infrastructure for the electronic labs. Thus, following are recommended:

a. All the sheds with 3-Phase loco holding should standardize the infrastructure in

the electronic lab as per TC/135. b. All the sheds should comply the implementation of TC-091. The compliance

should be monitored at the officer level. c. Only nominated trained staff should be allowed to handle the cards in the

electronic lab and in the loco. Proper gears like antistatic wrist straps and anti-

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static work suits should be made available and their use mandatory in all electronic labs.

5.2 GTO valve set repair facilities as per RDSO SMI/265 for the sheds which

undertake the GTO valve set repair At present only ELS/GMO, ELS/AQ and ELS/LGD are carrying out in-house repair of valve sets. RDSO has issued SMI/265 which elaborates the procedure with M&P, T&P and instrumentation required for carrying out the valve set repair. The committee has observed that ELS/TKD, ELS/AQ and ELS/LGD have put in fairly good effort to repair the GTO valve sets. However, these sheds need to create the complete infrastructure and procure the required M&P and instrumentation as per SMI/265. The committee has also observed that the GTO valve set repair is a very intricate work and should only be done by sheds which have long experience. Thus, following is recommended: a. At present only ELS/AQ, GMO, GZB, LGD and TKD should carry out the GTO

valve set repair work. b. These sheds should equip themselves with the facilities needed for repair of

the GTO valve set as per SMI/265. 6.0 Discussion on Industrial type of vacuum cleaner and Water Pressure jet for cleaning the

radiator and air filters has been done in detail in next chapter.

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CHAPTER – 4

ENHANCEMENT OF LEVEL OF MACHINE ROOM PRESSURIZATION

1.0 Introduction It has been observed that the machine room pressure in the three phase locos is not sufficient to prevent the dust ingress as intended. The ToT document no. 3EHW 411440 (Copy enclosed as annexure-3) states that the machine room pressure should be approximately 100 Pa higher than the atmospheric pressure. A positive pressure is necessary to minimize the dust ingress in the machine room. However, in reality it is observed that a lot of dust is found inside the machine room. Dust along with the high temperature are the root cause of the electronic failures in 3-Phase locomotives.

2.0 Cleaning and pressurization of the machine room In order to check the air loss and dust ingress, comprehension action needs to be taken both by CLW and the sheds. As far as cleaning inside the machine room is concerned, BIA, LGD and AQ sheds use an industrial type of vacuum cleaner to clean the machine room, which seems to be very effective, while ELS/TATA does not have vacuum cleaner. There are four vacuum cleaners in ELS/GMO, but none of them was in operation. It is observed that till recently ELS/GZB was giving full attention to the cleaning of machine room on regular basis which has led to the accumulation of lot of dust in the machine room. While LGD has informed about 30-50 gram of dust during cleaning in the inspection schedule, ELS/GZB informed about dust more than 1 kg during the special drive of cleaning. The efficacy of the industrial type of vacuum cleaner was demonstrated in ELS/BIA. Other sheds should also use the industrial type vacuum cleaner for effective cleaning of the machine room. RDSO has issued SMI/255 to measure the airflow at various locations in the machine room. This SMI should be devotedly followed in the maintenance schedules by all the sheds and the air flow at the designated locations should be maintained in order to have the pressurized machine room. Additional steps to be taken by CLW and maintenance sheds to maintain the pressure in the machine room thus reducing the dust ingress have already been circulated by RDSO vide letter no. EL/3.1.35/10 dated 11.04.16 (Copy placed as Annexure – 7) are elucidated below:

2.1 Action to be taken at CLW:

a. Adequate steps pertaining to airflow as well as proper cleanliness of the

machine room should be taken right at the manufacturing stage of the locomotive.

b. Proper sealing of the roof to avoid ingress of air/dust should be ensured. c. Air flow as per SMI-255 (Air delivery measurement in three phase locomotives to

ascertain proper cooling and pressurization of machine room) at various locations to be ensured in all new locomotives. Clause 4(1) to Clause 4 (4) shall not be applicable to locomotives with IGBT based traction converters. In case of

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the IGBT auxiliary converter since the air comes out at the back side of converter cabinet, the measurement to be done accordingly.

d. Implementation of MS No RDSO/2014/EL/MS/0434 Rev.0 dt 24-4-14 (Modification sheet to create low pressure zone above hood ventilator in order to make machine room pressurized and free from dust to avoid failure of Electronic cards in 3 phase locomotives) to create low pressure zone above hood ventilators to make machine room pressurized to be ensured.

e. Gasket of the OCBs to be checked for any leakage. The gasket should be in single piece. Any gap or breaks in the gasket may cause air loss.

f. Air tightness of machine room by plugging various leak holes (hand brake chain under frame hole in WAP-7, earth return shunt cable, sensor plate, etc) by using rubber grummet/RTV etc.

g. All the scrap like discarded hardware, cable pieces, metal chips, etc, from the machine room should be removed before the first charging of the locomotives positively.

h. Industrial type vacuum cleaner should be used for cleaning of the machine room before the first charging of the locomotive.

i. Proper counseling should be done to all the staff associated with the commissioning of the locomotives.

j. Necessary formats may be prepared and the compliance should be ensured. k. CLW should ensure the above in all the locomotives at CLW. l. Provision of roof hood clamps on all new locomotives at CLW.

2.2 Action to be taken in Loco Sheds

a. Implementation of SMI 255 (Air delivery measurement in three phase locomotives to ascertain proper cooling and pressurization of machine room) to be ensured as per the prescribed schedules. Clause 4 (1) to Clause 4 (4) shall not be applicable to locomotives with IGBT based traction converters. In case of the IGBT auxiliary converter since the air comes out at the backside of converter cabinet the measurement to be done accordingly.

b. In case of any temperature related DDS during the unscheduled visit of the loco in the shed, the airflow measurements to be done as per RDSO SMI 255 (Air delivery measurement in three phase locomotives to ascertain proper cooling and pressurization of machine room) and proper pressurization of machine room to be ensured.

c. For cleaning of the filter during the schedule inspection, filters to be taken out and dust to be removed by air blowing then filter cleaning to be done by high pressure water jet.

d. Implementation of M.S. No RDSO/2014/EL/MS/0434 Rev.0 dt 24-4-14 (Modification sheet to create low pressure zone above hood ventilator in order to make machine room pressurized and free from dust to avoid failure of Electronic cards in 3 phase locomotives) to create low pressure zone above hood ventilators to make machine room pressurized.

e. The middle two mushrooms to be blocked permanently.

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f. Gasket of the OCBs and TM Blower to be checked for any leakage. The gasket should be in single piece. Any gap or breaks in the gasket may cause air loss. It should not suck room air.

g. Removal of dust from various equipment (heat sink of BUR, Electronic rack of SR, BUR and CEL) by vacuum cleaner during every inspection schedule.

h. Air tightness of machine room by plugging various leak holes (hand brake chain under frame hole in WAP-7, earth return shunt cable, sensor plate, etc) by using rubber grummet/RTV etc to be ensured.

i. Sr. DEE/TRS to ensure above in all three phase locomotives. j. Provision of roof hood clamps on all locomotives during MOH.

CLW and sheds holding 3-Phase loco should have industrial type vacuum cleaner to ensure the cleaning of the machine room in every schedule. Portable type vacuum cleaner to be used by sheds for cleaning of heat exchanger of the electronic racks.

3.0 Machine room leak holes The phenomenon of lack of pressurization in the locomotives is present across all the sheds. Even at the manufacturing stage at CLW, the pressure inside the machine room is much less than those in imported loco. Immediate action to arrest leakages of air from the machine room other than through ventilators needs to be taken on priority basis. Special attention should be given to joints of oil cooling blower, scavenging blowers, door joints, roof joints, etc, which are biggest source of problem. These leakages are main source of the air loss and dust ingress.

Air leakage in under frame

Gap on suction side of Oil Cooling Unit

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Prevention the air leakage from the machine room all the leak hole like hand brake chain under frame hole in WAP-7, earth return shunt cable, sensor plate, etc, using rubber grummet/RTV, etc, to be ensured.

4.0 Cleaning of filters and radiators

These are following filters used in the three phase locomotives:

Cyclonic filter for Machine Room Blower (MRB) – 2 nos. on side wall.

Cyclonic filter for Traction Motor Blower (TMB) – 2 nos. on side wall.

Cyclonic filter for Oil Cooling Blower (OCB) – 2 nos. on roof.

In addition there are two sets of radiators in the locomotive which are cooled by air from the Oil cooler Units (OCU). Each radiator has two parts, one for the SR coolant and other for transformer oil. In case of the GTO converter the SR coolant is oil while its glycol mixed water in IGBT converter. The temperature margin, particularly for the SR oil is very slim. At oil temperature of 64 deg C the SR takes action to reduce the output power and at 66 deg C the SR output is reduced to zero. Therefore, for ambient temperature of 45-47 deg C even a slight clogging of the radiator or filter may lead to SR temperature hitting the limits. The dirt obstructions in the filter for OCB filter and radiator are major reason for the message “Equipment Temperature too high”. Thus, the filter and radiator cleaning need utmost attention for reliable operation of the locomotives. Some sheds like HWH, BRC, LGD, AQ and GZB have outsourced the cleaning of the filters. Other sheds like BIA and TATA clean them departmentally. TATA and BIA indicated that they do not clean the OCB and TM Blower filter in every schedule with the water jet due to their big size and staff constraints. It is also observed that there is no standard practice of the way the filter and radiators

are cleaned. Every shed has devised their own arrangement of the cleaning the filter and radiator as mentioned below:

TKD has portable pumping arrangement with hot water jet,

BIA uses compressed air in the water reservoir for water jets it gives high pressure.

No Air leakage in under frame

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ELS/GMO uses water tank with the pumping arrangement which creates water jet with moderate pressure.

ELS/LGD used special cleaning agent ASFO CLEAN AD 20 which as per their experience is every effective.

ELS/GZB uses pressurized plain water. The system at ELS/GZB could not be used for long due to defects.

ELS/AQ uses hot water for cleaning.

Thus, different sheds have made their own arrangements for filter and radiator cleaning. No standard guidelines are being followed for cleaning the filters. Similarly, the OEM guidelines for cleaning the radiators are not being followed.

In order to standardize the filter and radiator cleaning RDSO has issued SMI/286 and SMI/287 which details the procedure and periodicity of cleaning.

5.0 Provision of Roof Hood Clamps

The committee gathered the information from old sheds about the provision of roof hood clamps meant for holding the parts of roof together tightly to prevent air leakage, water ingress, etc, in the machine room. These roof hood clamps were provided in the locomotives imported from ABB/Switzerland and also in the locomotives in the initial stage of manufacturing at CLW. The roof hood clamps used to help in maintaining the level of pressure inside machine room within limits. With the passage of time, the practice of providing roof hood clamps got discontinued. It might have led to deterioration in the pressure inside machine room. Therefore, it is felt that there is a strong need to continue the provision of these roof hood clamps as per details given below:

a. SS roof hood clamps or retainers have been provided on the roof top of electric locomotives. These retainers connect two pantograph roof hatches with both cab rear walls and also with converter roof hatch.

Clamp connecting rear wall of cab with pantograph roof hatch

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b. A clamp-channel is welded on the rear walls of the two cabs heads. L-shaped angle

clamp is inserted in the channel and is bolted on the pad (welded on centre channel) to clamp the pantograph roof hatch. This clamping fastens two sections.

c. Similarly, SS clamp-structure is bolted to the roof-channel to clamp either end of the converter roof hatch with two pantograph roof hatches.

Thus, following is recommended:

Sheds should follow the guideline issued vide RDSO letter no. EL/3.1.35/10 dated 11.04.16.

Sheds should follow the SMI/255 for maintenance of the air flow at the nominated locations.

Sheds should follow RDSO SMI/286 and SMI/287 for filter and radiator cleaning.

CLW should fit the roof clamps in 5 new locomotives at CLW and RDSO & CLW to jointly study the efficacy of the roof clamp.

Based on the success of the roof clamp RDSO should issue SMI for provision of provision of roof hood clamp.

Clamp- channel welded on rear walls of the two cabs head

Pad welded on centre- channel for bolting L-shaped angle clamp

Clamp structure connecting Pantograph roof hatch with Converter roof hatch

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CHAPTER – 5

RADIATOR 1.0 Radiator Failures

The aspect of cleaning of the radiator has been discussed in the CHAPTER – 4. In addition to the filter cleaning issue, the sheds are facing problem of leakage in the radiator. It has been observed that the issue of leakage of radiator is across all the sheds. Failures are more in SR portion with GTO converter. The leakages are mainly of leakage of the radiators at the corners and at the locations, where, the tubes are brazed with the channels. It is also observed that leakage of radiator is across all the makes and the same starts after about 3-5 years of operational life, except in the radiators supplied by M/s BEHR. Originally, OEM M/s BT used BEHR make radiators in the locomotives. GMO shed has about 60 locomotives with the BEHR make radiators which have much better performance and their average life is about 9 years. The exact reason of the leakage is not known, but, considering the early onset of leakage, CLW has modified the specification with increased warranty period to 5 years. CLW has further modified the specification for supply of two part design. The increased temperature of the SR oil during the summer season is very common, which leads to reduction in the output power, if the temperature is between 640C to 660C and loco shut down, in case the oil temperature is more than 660C. The FRPCPY of radiator failures across different railways is given in Table – 5.1.

TABLE – 5.1

2.0 Improvement done by ELS/AQ

ELS/AQ has done modification in the oil pump to arrest the problem of leakage. ELS/AQ has modified the SR cooling pump by reducing the impeller size. It is observed that by reducing the impeller size, the oil pressure has reduced which arrested the oil leakage. Further, the reduced oil flow led to reduction in the flow rate and thus gave more time for the oil to exchange heat in the radiator.

The salient features of the modification are as given below:

• ELS/AQ has reduced the impeller dia of the oil pump from 200 mm to 160 mm, which led to oil pressure reduction from 3.6 kg/sq cm [64 %] to 2.2 kg/sq cm [48 %].

Year AQ GMO GZB LGD TKD

2013-14 15 14 36 19 13

2014-15 21 21 41 19 23

2015-16 15 14 54 32 23

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• The corresponding sensing resistance 2.1 K Ohm replaced by 1.5 K Ohms. This has led to low pressure in the radiator and thus low failure rate of radiator due to oil leakage.

• ELS/AQ has indicated that there is considerable reduction in the “Equipment Temperature High” message in the locomotives with modified impeller.

• Current drawn by SR pump reduced from 20 Amps to 12 Amps. Due to reduction in current of MPH there is energy saving.

• This may prevent the failure of the loco due to inadequate cooling during the summer.

• Change in the resistance can be avoided by making the suitable changes in the loco software.

Thus, Following is recommended

a. The modification in the SR pump impeller may be carried out in 5 locos each in the ELS/GMO, ELS/LGD, ELS/TKD and ELS/GZB to evaluate the performance across different sheds.

b. Based on the success, CLW to carry out necessary software modification so that the need of replacement of the sensing resistance can be avoided.

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CHAPTER – 6

SPEED SENSOR 1.0 Introduction

The rotational speed of the TM is assessed through speed sensor in 3-Phase locomotives. The traction converter processes the speed signals received from the respective TM and detects the differentials between the speed signals from different TMs and calculates the slip/slide using complex slip/slide detection algorithm. The OEM design was making use of the passive weigand based speed sensors, which had its own drawbacks. Therefore, Indian Railways decided to switch over to Hall effect based active speed sensors due to their better and reliable signal characteristics. At present in GTO locomotives, mostly Hall effect based active speed sensors of M/s. Advance Rail Controls (ARC) are being used.

2.0 Reliability Issues of ARC supplied Speed Sensor

The reliability of the ARC supplied speed sensors has always been an issue. Different phases of modifications have been undertaken to improve their reliability. Details of the modifications/versions of speed sensors are given below:

Speed Sensors with ARC make internal power supply and indigenous epoxy

potting compound

Speed Sensors with ARC make internal power supply and imported potting

compound from Dow Corning/USA

Speed Sensors with imported internal power supply module (dc-dc converter) and

imported potting compound from Dow Corning/USA

Double Channel Speed Sensors (fully redundant channels) with imported internal

power supply module (dc-dc converter) and imported potting compound from

Dow Corning/USA

Speed Sensors with external power supply – The location of the power supply is

still not fixed. Only a few speed sensors have been tried with power supply

arrangement on the TM stator.

It is observed that large number of modifications have already been carried out to

improve the reliability, but, still this is an issue across all the sheds. It is worthwhile

to mention that the reliability of the speed sensor is not an issue in case of the IGBT

loco, even in the ARC supplied speed sensor.

The most likely reason for the poor reliability of the speed sensor in GTO converters

is as follows:

The speed sensor for GTO locomotives have complicated circuitry.

In the speed sensors for GTO, the power supply is inside the sensor housing.

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The circuitry has been housed in a small box in the speed sensor casing, which makes the overall arrangement very cramped.

The complicated circuitry with heat dissipating electronic components of the power supply in a small cramped small box may be the reason for the poor reliability.

3.0 Maintenance Practices followed by Sheds

3.1 As far as the maintenance of the speed sensors by the shed is concerned, the

shed do not have much role than to check the speed sensor on the test jig and to maintain the gap in the with the tooth wheel on the TM housing. Except for ELS/TATA, all the sheds are maintaining the same. ELS/HWH does not have the requisite gauges to measure the air gap between the sensor and the tooth wheel.

3.2 The maintenance shed continue to follow the practices as mentioned below:

The Railways need to maintain the air gap not more than 1.8 mm (desirably 1.5 mm). The larger air gap may lead to following problems: o Missing pulses and subsequent drop in the tractive effort. o Generation of message “Error Techo Generator”

The use of gauges to ensure the gap needs to be ensured by all the sheds.

The integrity of the pulses need to be ensured by testing them on the jig before their installation on the TM.

The integrity of the pulse at the low speed is most important, as the loco is most likely to have slip at the start. Present test jig used by most of the sheds don’t have smooth speed control. Sheds should develop jig with VVVF drive to test the speed sensors at full speed range.

4.0 Future course of action

In order to improve the reliability of the speed sensors, following actions are recommended:

4.1 Possibility of using external power supply at a proper location inside the

machine room. CLW is working on this aspect and will issue a suitable modification in the specification. This need to be done in a time bound manner.

4.2 Traction converter control electronics need to be suitably modify so that the speed sensor being using used in the existing IGBT converters can be adopted for the GTO converters also.

5.0 Use of IGBT speed sensor in locos with GTO converter

5.1 In IGBT type speed sensor, the output pulses are quadrature phase shifted, open

collector type, which has an amplitude of 24 V, whereas, in GTO type, the same pulses are further synthesized to around 2V, and also, the two quadrature phase shifted pulses are combined into one bipolar signal for direction encoding.

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The signal pattern of the speed sensors in the GTO converter is as follows:

While the signal pattern of the speed sensors in the IGBT converter is as follows:

5.2 The GTO converter the speed sensor takes 110 V from the loco battery and convert it into 24 V with the help of DC-DC converter inside the speed sensor. The schematic of the speed sensor is given below:

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5.3 The IGBT converter supplies 24 volt from the DCU card of the converter and thus the speed sensor does not need additional power supply inside the speed sensor. The schematic of the speed sensor is given below:

5.4 The IGBT type speed sensor can be used in the GTO locomotive also if the AS PERI card is suitably modified to supply the 24 V DC to the speed sensor (In case of the IGBT, this 24 V is supplied by the DCU card in the traction converter) and to further synthesize the output of the speed sensor to around 2V, and also, to combine the two quadrature phase shifted pulses into one

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bipolar signal for direction encoding. This can be summarized in the following schematic:

Thus, following is recommended:

The modified AS-PERI card can be installed in 5 locomotives each in ELS/GZB and ELS/TKD. Based on the performance, the decision about their adoption may be taken.

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CHAPTER – 7

ISSUES RELATED TO IGBT BASED TRACTION AND AUXILARY CONVERTERS

1.0 Introduction

Due to the obsolescence of the GTO based technology Indian Railways migrated to IGBT based traction converters and auxiliary converters in 3-phase electric locomotives. The development of IGBT based converters was taken up with different manufacturers who were having ToT of GTO based converters. Opportunity was given to new sources for development of IGBT converters after completion of ToT formalities. The process for development, fitment and trial was started in 2009. From 2015-16, CLW has switched over to 100% to IGBT converters in 3-phase locomotives. The Shed wise details with population of different makes are enclosed at ANNEXURE – 4.

1.1 IGBT based traction and auxiliary converter stabilized in service after initial teething

troubles. As on 30.04.2016, the total 383 nos. of traction converters and 375 nos. of auxiliary converters are in service. At present regular suppliers are M/s. BHEL, M/s. BTIL, M/s. CGL& M/s. ABB.

1.2 M/s. BHEL and CGL are having ToT for traction converters, auxiliary converters and VCU whereas M/s. ABB have entered into the ToT agreement for traction converter and auxiliary converter only.

1.3 Problems have regularly been reported by Zonal Railways and corrective actions have been taken by different manufacturers in consultation with CLW & RDSO as a continual reliability improvement for effective service. At present there are no major issues pending in M/s. BTIL make traction converters and M/s. Medha make propulsion system.

1.4 There are certain issues related to reliability in traction converters of BHEL and ABB. Since most these converters are still under warranty, these issues are being regularly monitored and discussed with manufacturers at various forums from time to time by RDSO and CLW,.

2.0 Issues and action plan for Traction/Auxiliary Converters of M/s. BHEL

2.1 Failures of Traction Converter

TABLE – 7.1

SN Cause of failure

No. of failures

2013-14 2014-15 2015-16 2016-17

(upto June)

1 Power module 16 66 49 16

2 DCU card 7 25 10 3

3 CT Defective 40 75 0 0

4 Coolant pump 0 6 1 0

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SN Cause of failure

No. of failures

2013-14 2014-15 2015-16 2016-17

(upto June)

5 VIU/PMI Card 5 5 7 1

6 USID Module 1 5 1 4

7 Software

malfunctioning 13 6 10 3

8 Speed Sensor &

Pressure switch 0 3 42 1

10 Other/Misc 9 14 16 11

Total 90 207 136 39

FRPCPY 243 318 97 109

2.2 Failures of Auxiliary Converters

TABLE – 7.2

SN Cause of failure

No. of failures

2014-15 2015-16 2016-17

(Upto June)

1 IGBT Burst/Inverter Module 16 21 10

2 Converter module 7 9 1

3 ACI Card (Auxiliary control

interface) 19 11 6

4 AMC Card (auxiliary module

control) 1 0 0

5 MVB fiber interface

(MFI Card) 2 3 0

6 Battery Charger Module 6 12 3

7 Software malfunctioning 3 7 1

8 Cooling/ temperature sensor 3 0 0

9 Misc. 1 9 2

Total 58 94 23

FRPCPY 113 102 90

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2.3 Traction Converter Commissioning Failures at CLW

TABLE – 7.3

2.4 Power module failures

Firm indicated that power modules have been removed on account of following problems: 1. SEPL Error 2. Status error 3. IGBT blast

Status error is generated when there is no proper feedback from the IGBT driver module to Controller and SEPL generation is a feature monitoring the healthiness of IGBT. Firm reported that 4 modules found defective out of 18.

Problem noticed in ABB make IGBTs.

Additional test introduced for detecting drop in intensity level.

Firm has installed IGBTs of Mitsubishi make on 10 locomotives (first loco 30085 at BRC since 3 months) on trial basis.

2.5 Software issues

In order to address the reliability issues, BHEL has issued software version 371 for

the traction converter which addresses the following issues:

ALC pulsing stopped

Transformer oil pressure not OK

Fine tuning of DC link short circuit detection mechanism to remove spurious

locking of traction converter electronics

Limited approval has been given by RDSO for 5 loco each at KYN and LGD. Decision

about the regular use will be taken after satisfactory performance.

2.6 Pressure switch

Large failures of pressure switches.

BHEL has provided 9 nos. of Honeywell make pressure switches each at ELS/LGD

and 3 nos. at ELS/KLY. Performance under watch.

Year SR

Comm.

Power

Module

Failure

Card

Failure

Electronic

Item Total

Failure

percentage

14-15 58 7 1 4 12 21

15-16 126 12 04 12 28 22

16-17 (upto June) 36 02 04 02 08 22

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2.7 Coolant Leakage

Modified flange coupling provided and found satisfactory. To be replaced in all

locos.

Original Coupling Modified coupling

2.8 Software issues of Auxiliary converter

In order to address the reliability issues, BHEL has issued software version 187 for

the auxiliary converter which addresses the following issues:

Fine tuning of the application software to remove software locking of modules.

Popping up of the message within 1 minute in case of BA voltage less than 92 V

BA voltage charger message “BA not charging” to be generated by both BUR2

and BUR3.

RDSO has given limited approval for field trial in 5 locomotives each at ELS/KYN and

ELS/LGD. The decision for regular use of version 371 shall be taken after the field trial.

3.0 Issues and action plan for Traction Converters of M/s. ABB

3.1 Failures of Traction Converter

TABLE – 7.4

SN Cause of failures

No. of Failures

2013-14 2014-15 2015-16 2016-17

(upto June)

1 PEBB Failure 9 25 10 3

2 Duagon card defective 0 21 6 2

3 Software malfunctioning 17 20 35 3

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3.2 Traction Converter Commissioning Failures at CLW

TABLE – 7.5

Year SR

Comm

Power Module failure

Card Failure

Electronic Item

Total Failure

percentage

14-15 104 4 9 11 24 23

15-16 26 0 02 04 06 23

16-17 (Upto June)

22 0 0 2 2 9.1

3.3 Power module failures Firm has mentioned the reason of failures as:

Particle impurity in the IGBT conduction area

Thermal paste was missing from the screw holes. Status

Defective lot of IGBTs has been identified. Defective IGBTs (23 nos) have been replaced on all locomotives.

Module failures are under control, needs further close monitoring.

Firm has provided devices of Hitachi make in 45 locomotives. The performance is found to be satisfactory.

3.4 Duagon card failures Firm has recently provided modified duagon card (D709) with optical connection in place of hardwired electrical connection provided in existing duagon card (D429).

(Time out initialization,

main power off due to LC

OC, Time mismatch etc)

4 PEC card defective 4 11 11 3

5 GDU(GU/ GDU card/PS

card) 2 5 8 3

6 Pump failure/ Fan failure 1 2 1 0

7 Loose connector/ OFC /

cable defective 1 8 4 1

8 Other/Misc. 1 16 29 7

Total 35 108 104 22

FRPCPY 221 178 133 78

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Root cause The reason for the failures was firmware malfunctioning. The modified firmware downloaded in all locos. Performance satisfactory.

3.5 Failure of PEC 800 cards

Problem identified as flash memory corruption and use of wrong PEC tool. Action taken

Firm has upgraded the DOS file management system to reliance file management system and incorporated in the software version- 35a11 in order to address failures of flash memory corruption.

Proper PEC tool (latest version PEC 3.0) to be used for downloading.

Software version-35a11 has been provided in all locos. Still issues have been observed, which have been attended in s/w version 37.

3.6 Software issues

Issues attended

Control change over to FLG-2 in case of FLG-1 is not in service,

Firm indicated that this issue has been resolved and implemented on 5

locomotives namely, 30395, 30451 (TKD) and 30444, 30447, 30449 (RPM).

Performance under watch.

Initialization time

Field trial with reduced initialization timing is going in loco no. 31451 at TKD.

Initialization time has come down to 35 second.

Software version - 37

In order to address the reliability issues, ABB has issued software version 37 for

the traction converter which addresses the following issues:

Timeout Initialization End B1/B2

Timeout ASC/NSC Pulse Bogie 1/2 and Harmonic Filter Isolation

Trafo Oil pressure not OK

Unwanted events getting logged in DDS Messages (Coolant Level>limit,

Coolant flow<Limit)

FLG1 & FLG2 redundancy

Harmonic filter not getting isolated during contactor 8.1/8.2/8.41 Stuck

on/off

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Jerk observed in WAP-5 during running condition and MC over current

The software version 37 is under trial at ELS/TKD and ELS/RPM. After the successful

trial the decision for the regular cut in shall be taken.

Issues under investigation

DC Link Voltage>Max (UD HH)

Pre-charge Blocked and Timeout DC Link Pre-charge B1/B2

Timeout Release Shutdown

Harmonic Filter Overcurrent

Implementation of loco Creeping and wheel slip/slide warning message

ABB is working on their next software version 38 to resolve these issues.

Thus, following is recommended:

Close interaction with OEMs of traction and auxiliary converters should contiue by

RDSO and CLW. The new software release by BHEL, ie, version 371 for traction

converter and 187 for the auxiliary converter downloaded in 5 locos each at ELS/KYN

and ELS/LGD should be closely monitored. Based on the field performance decision

about their regular use should be taken.

RDSO and CLW should closely monitor the field performance of the software version

37 for traction converter by ABB. Decision about their regular use should be taken

based on the field performance.

ABB need to be impressed upon to finalize the software version 38 early so that its

field trial can be started.

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CHAPTER – 8

IMPROVEMENT IN THE LOCO CONTROL SOFTWARE AND OTHER MEASURES 1.0 The software up-gradation of any computer based system is a continuous process. Same

is true for the locomotive software. As the control of the Loco is microprocessor based the control software handles processing and execution of the commands to operate the locomotive in a safe environment.

2.0 In the past, CLW and RDSO have carried out a number of software modifications to improve the reliability of the locomotives. Still there are operating requirements which demand further improvement in the loco software. During the course of the deliberations of the committee and with the interactions with the sheds it was brought out that following software modifications need to be carried out to improve the loco performance:

3.0 Improvement of the adhesion of the WAP-7 locomotive

During 2013-14, BT/Switzerland had carried out a number of trials in WAG-9 under ELS/GMO to improve the adhesion.

The modifications have since been adopted in all the WAG-9 and WAG-9H locomotives across all the sheds.

There was substantial improvement in the loco adhesion performance.

It has been envisaged to carry out the similar modifications in the WAP-7. Work for the same has been completed in-house by RDSO and CLW and the modified software is under trial.

4.0 Software modification to increase the trigger range of temperature disturbance DDS from present 10 degree Celsius to 25 degree Celsius.

This modification is required to prevent the withdrawal of the locomotives due to temperature disturbance message.

This modification does not hamper the existing temperature sensing logic.

The modification has been completed and patch will be released on trial basis along with the adhesion improvement modification

5.0 OHE voltage limit in FLG processor

• At present the OHE voltage out of limit signal is triggered by FLG1 or FLG2 when the

voltage crosses 29 kV. • Separate OHE voltage limits have been defined in SLG as “In case the OHE voltage is

more than 30 kV and less than 31 kV the loco will shut down in one second. In case the OHE voltage is more than 31 kV the loco will shut down instantaneously”.

• It is observed that the rather lenient OHE voltage limits are defined in FLG which can be do away with.

• Thus, same limit has been set in the FLG also to eliminate the failures in case OHE voltage is between 29 kV to 30 kV.

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• Software modification has been carried out and trial software release is under implementation.

6.0 Modification of the SR oil temperature limits

• Railways have reported cases of SR temperature high during the summer. RDSO has studied the issue and in association with CLW, carried out modification in SR oil temperature setting as follows: o Lower limit – increased from 64 to 65 deg C o Upper limit – increased from 66 to 67 deg C

7.0 Complete redundancy

CLW has already implemented cab redundancy in 3-Phase locomotives. Under this modification, in case of isolation of STB/HBB processor in VCU1/2 the locomotive can be operated from the same cab. Earlier in such case the loco could be operated from the other cab only and the loco was failed after clearing the block section.

The cab redundancy concept has been extended and complete redundancy has been implemented in two locomotives (in WAP5 loco 30083 and WAP7 loco 30451). This will facilitate unhindered operation of the locomotive in case of failure of any processor. The work for implementation in WAG-9H is under progress at CLW.

Two extra IO cards have been provided and all the important IOs have been made redundant. Thus any failure of one processor card in VCU will not lead to loco failure.

This modification will significantly improve the reliability of the locomotive.

After the field trial, the same shall be implemented.

8.0 Other measures a. There are cases of flashing/melting of male and female knife contacts of GG &

WRE modules of Auxiliary converters which lead to premature failure of the contacts. To increase the life of the contact ELS/LGD uses CG71 grease, a product of M/s. ELECTROLUBE, in IC and every major schedule to increase the conductivity between male-female contacts. The application of the this grease has resulted in the drastic reduction in the flashing of the contacts and thus premature failure of the contacts. The applicatio of grease give a consistently low

Page 46 of 69 Issued in August '2016 Report no.: RDSO/2016/EL/IR/0170

mV drop of the contact/switch. It also provides very good oxidation stability and high temperature corrosion protection.

b. Abnormality in the primary earth return current circuit is also a reason which

causes intermittent failures of the PCB cards. To ensure locomotive primary current and avoid intermittent failure of PCB cards due to leakage current the primary earth return current should be measured in ever schedule at the axle boxes 1, 6, 7 & 12. In case of abnormality the earth brushes should be attended. Earthing shunts in the different equipment are provided in the locomotive to discharge any static charge and to carry return current in case of any disconnection in the return current circuit. Earthing is a neglecting area but it gives rise to intermittent failures of the PCB cards. For the purpose of maintenance of the earthing scheme RDSO has issued SMI/246 which elaborated the earthing scheme of the 3-Phase locomotives based on the relevant ToT document.

c. There are cases of intermittent failures of the auxiliary converters due to failure

of the power supply KUC 153 A01. The main cause of failures of this card is leakage in the electrolytic capacitors. RDSO has already issued guideline regarding the rehabilitation of the PCB cards where the electrolytic capacitors with life more than 6 years need to be replaced. This particular cards has a number of capacitors and they start bulging/leaking after an average of 6 years service life. It is observed that rehabilitation of the PCB cards is still pending across the Railways and consequently this particular cards is not being attended. The committee has observed that ELS/LGD and ELS/AQ are changing the capacitors in KUC 153 A01 cards after the service life of 6 years which has given good result. Other Railways may take similar steps too.

d. The PCB cards in the control rakes are securely tightened with the crews.

Sometimes, due to vibrations the screws become loose or come off which leads to loose connection between the card and the back plane. This loose connection leads to intermittent failures of the cards. ELS/LGD has started to check and

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tighten the screws in all the schedules which has given good result. Similar steps may be implemented by Railways with immediate effect.

Thus, following is recommended:

1. After the field performance, CLW to issue new software release incorporating following software modifications in the loco control: a. Improvement of the adhesion of the WAP-7 locomotive b. Software modification to increase the trigger range of temperature

disturbance DDS from present 10 degree Celsius to 25 degree Celsius. c. OHE voltage limit in FLG processor d. Modification of the SR oil temperature limits

2. CLW should work turn out WAG-9H with the complete redundancy feature early.

Based on the field trials, the feature of complete redundancy may be implemented by CLW in all the locos being manufactured at CLW.

3. Application of grease CG71 or similar on the knife contacts of auxiliary

converters in IC and every major schedule to increase the conductivity

between male-female contacts.

4. Replacement of capacitors of KUC 153 A01 card after service life of 06 years.

5. Checking and attending the earthing brush in every schedule.

6. Checking and attending the earthing shunts provided in the locomotive as per

SMI/248 in every schedule.

7. Checking and ensuring the tightness of the PCB cards in all the control

electronics racks in every schedule.

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CHAPTER – 9

RELIABILITY ACTION PLAN

1.0 Based on the discussions in the preceding chapters the committee has formulated reliability action plan (RAP). The timelines for the completion of the same have also be been drawn so that proper impetus can be given for their early completion. Similarly, the timelines for the existing RAP have also been drawn so that the Railways can complete the same early.

2.0 Existing RAP TABLE – 9.1

SN Work RDSO Ref. No. Timeline

1. Use of 8 Amps rating reed relay

RDSO letter no. EL/11.5.5/5 dtd. 28.12.12.

31.10.2016

2. Avoiding low pressure zone above hood ventilator.

MS/0434 31.10.2016

3. dB level of output of fibre optic transmitters.

SMI/257 ELS/HWH and TATA to procure dB meter and start the dB loss measurement by 31.07.2016

5. Provision of cab redundancy in WAG9/9H and WAP7

MS/0429and MS/0435

Modification work to be carried out in MOH.

6. Modified cooling radiators for SR.

RDSO L/N EL/11.5.5/5 dt. 15.02.10.

31.08.2016

7. Shifting of MCB-100 to HB-2 panel.

MS/0367 30.09.2016

8. Rehabilitation of PCB cards RDSO guideline no. ELG/2008/01, Rev. ‘1’ dated 13.08.09

31.12.2016

9. Replacement of EPROM in locomotives after 6 years

ToT guideline 30.09.2016

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3.0 New RAP

3.1 Development of the infrastructure in Loco sheds

TABLE – 9.2

SN Item Proposed Action Plan Proposed Timeline

Remarks

1 Availability of Loco Diagnostic System (LDS)

All the sheds holding 3-Phase loco should have at least one LDS for every 25 locomotives.

PDC: 31 Dec’16 (i) 40 nos. Supply against CLW PO. To be distributed to sheds.

(ii) Balance to be procured by the Railways as per requirement.

CLW to conduct Training on LDS

PDC: 30 Sept’16

Porting of loco software source code.

PDC: 31 Oct’16

3. Loco software downloading

The loco software, other than the minimum software, should be downloaded only with the help of LDS.

With immediate effect

EPROM writer should not be used for downloading the application software. Proper connection between LDS and VCU should be ensured.

3. Repair of existing LDS

To ensure maintenance and troubleshooting of the locomotives, Railways should get the minimum required LDS repaired till the time CLW starts supply of new LDS.

With immediate effect

-

4 Set of Loop Boxes with Sub-D and Gimota Circular Connector

All the sheds holding 3-Phase locomotives to procure the recommended sets of loop boxes.

PDC: 31 Dec’16 The recommended sets as per Table 3.2 of CHAPTER - 3 of this report.

5. Dedicated computer system for storage of DDS and PCB database

All the sheds holding 3-Phase locomotives to have dedicated computers for the storage of DDS and PCB History with connectivity to Railnet

PDC: 31 Aug’16 Sheds to ensure the periodic back up to avoid data loss.

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SN Item Proposed Action Plan Proposed Timeline

Remarks

6. Availability of setup of Interconnected Electronic Bus Stations as per TC/134.

All the sheds holding 3-Phase locomotives to ensure the availability of the test setup of Interconnected Electronic Bus Stations as per RDSO TC/134.

PDC: 30 Sept’16 Sheds should have standard protocols loaded on the LDS for testing the sensors/equipment. Tests mentioned in SMI/260 should also be conducted on this setup.

7. Standardization of electronic labs infrastructure as per TC/135

All the sheds holding 3-Phase locomotives to create the infrastructure for electronic lab as per TC/135.

PDC: 31 Dec’16 -

8. Training on test setup described in TC/135

Training for the maintenance staff on the test setup as per TC/135 to be conducted at ELS/AQ and ELS/LGD.

Trainings to be started from 01 Sept’16

Trainings to be conducted on setup described in TC/135 with procedures described in SMI/260 and TC/134.

9. PCB cards Identification and replacement of PCB cards with the leaky capacitors. The leaky capacitors should be replaced.

31 Oct’16 All the PCBs having electrolytic capacitors with more than 06 years life should be checked for leaky capacitors.

10. Implementation of TC/091 to ensure the proper handling and upkeepment of PCB cards.

All the sheds to ensure implementation of TC/091. One JS/SS officer to be nominated to ensure its implementation.

With immediate effect.

-

11. GTO valve set repair

The sheds presently undertaking the GTO repair need to create the infrastructure as per SMI/265.

31 Dec, 2016 At present ELS/AQ, ELS/GMO, ELS/GZB, ELS/LGD and ELS/TKD are carrying out in-house repair of GTO valve sets.

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3.2 Cleaning and pressurization of machine room

TABLE – 9.3

SN Item Proposed Action Plan Proposed Timeline

Remarks

1. Availability of Industrial type vacuum cleaner

All the sheds holding 3-Phase locomotives and CLW to procure industrial type vacuum cleaner.

With immediate effect

-

2. Improvement measures to maintain pressure in the machine room and make it dust free.

Implementation of RDSO guideline circulated vide letter no. EL/3.1.35/10 dated 11.04.16.

With immediate effect

-

3. Assuring air delivery

Implementation of SMI/255 for Measurement of air delivery at specified location

With immediate effect in all the schedules.

Also to be measured in case of unscheduled visit of loco with temperature related DDS.

5. Filter cleaning Implementation of SMI/286

Immediate effect.

The Sheds should create facilities of warm water pressure jets as per the requirement of SMI/286 and SMI/287.

6. Radiator cleaning Implementation of SMI/287

Immediate effect

3.3 Software Modifications

TABLE – 9.4

SN Item Proposed Action Plan Proposed Timeline

Remarks

1. Release of new loco software

CLW to issue the new loco software release having following new features: a. Improvement of

the adhesion in WAP-7 loco.

b. Increase the trigger range of TM temperature disturbance DDS from present 10

Regular Cut in by 15 Aug, 16

Software patches are under trial.

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SN Item Proposed Action Plan Proposed Timeline

Remarks

degree Celsius to 25 degree Celsius.

c. Increase in the OHE voltage limit in FLG processor from 29 kV to 31 kV

d. Modification of the SR oil temperature limits.

2 Complete redundancy in CU functionality

CLW to complete the software modification of complete redundancy in WAG9H.

CLW to complete the implementation of complete redundancy in WAG-9H. Trial and fine tuning to be completed by 31 Dec’16.

Complete redundancy under trial in WAP-5 loco no. 30083 and WAP-7 loco no. 30451. After the field trial the decision for its proliferation to be taken.

3.4 Other measures

TABLE – 9.5

SN Item Proposed Action Plan Proposed Timeline

Remarks

1. Auxiliary converter knife contacts

Application of grease

CG71 or similar on the

knife contacts of

auxiliary converters in

IC and every major

schedule to increase

the conductivity

between male-female

contacts.

With immediate effect.

-

2. KUC 153 A01 Power supply card of Auxiliary converter

Replacement of

capacitors of KUC 153

A01 card after service

life of 06 years.

With immediate effect.

Replacement of capacitors on condition basis during the service life of 5 to 6 years. All capacitors replacement after the service life of 6 years.

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SN Item Proposed Action Plan Proposed Timeline

Remarks

3. PCB card Checking and

ensuring the tightness

of the PCB cards in all

the control

electronics racks in

every schedule

With immediate effect.

-

4. Loco earthing Checking and

attending the

earthing brush in

every schedule.

With immediate effect.

-

Checking and

attending the

earthing shunts

provided in the

locomotive as per

SMI/248 in every

schedule.

With immediate effect.

-

3.5 Development of new items

TABLE – 9.6

SN Description Proposed item Proposed action Plan

Remarks

1 Electronic Cooling

Development of Thermo-electric Cooling Modules (TECM)

Extended field trial to be conducted in 10 locos each at ELS/AQ, GMO, GZB and TKD.

Based on the performance of the extended field trial the decision for its regular use in all locomotives shall be taken.

Development of Air conditioning for MRB

The trial in one loco with AC in both MRB shall be done at ELS/GZB by 31.08.2016

Based on the performance of the field trial the decision for its extended field trial in more locomotives shall be taken.

2 Adoption of IGBT speed sensor in GTO

Development of modified AS PERI card of GTO converter

To be implemented in 5 locomotives

-

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SN Description Proposed item Proposed action Plan

Remarks

converter suitable for adoption of IGBT speed sensor.

each in ELS/ GZB and ELS/TKD. PDC 31.10.2016.

3 Obsolescence of Electronics and GTO modules.

Development of functionally equivalent PCB cards and use of IGBT modules in place of GTO.

RDSO to prepare the roadmap after discussion with the ToT partners by 31.10.2016.

-

4 Modification in SR cooling pump.

Modification in the SR cooling pump to be carried out in 5 locomotives each in ELS/GMO, ELS/LGD, ELS/TKD and ELS/GZB for field trial.

31 Aug’16 Based on the performance in the field trial the decision for the implementation on regular basis shall be taken and CLW shall take step to modify the software to do away with the requirement of the replacement of resistance.

5 Roof clamp CLW should fit the roof clamps in 5 new locomotives at CLW.

31 Aug’16 RDSO & CLW to jointly study the efficacy of the roof clamp. Based on the success of the roof clamp RDSO should issue SMI for provision of roof hood clamp.

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Annexure-1/1

Failures of different equipment of 3-phase locomotive

Eq. Name 2013-14 2014-15 2015-16 2016-17

(up to 31 May)

Failu

res

of

equ

ipm

ent

GTO (SR) 62 53 54 3

IGBT (SR)

27 17 3

GTO (BUR) 23 13 34 1

IGBT (BUR)

12 1

Sensors 34 21 26 5

VCU 27 28 38 7

Transient 19 36 45 2

Radiator

1 7 3

Avg

. ho

ldin

g Average holding 657 771 937 1000

Average IGBT loco holding 62 139 275 338

Average GTO loco holding 595 632 662 662

FRP

CP

Y

GTO (SR) 10.4 8.4 8.2 2.7

IGBT (SR) 0.0 19.4 6.2 5.3

GTO (BUR) 3.9 2.1 5.1 0.9

IGBT (BUR) 0.0 0.0 4.4 1.8

Sensors 5.2 2.7 2.8 3.0

VCU 4.1 3.6 4.1 4.2

Transient 2.9 4.7 4.8 1.2

Radiator 0.0 0.1 0.7 1.8

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Annexure-1/2

Equipment AQ KYN HWH GMO GZB RPM LGD TATA BIA BRC TKD Total%age

Failure

415V MCB 1 1 1 3 1 7 1.8%

Aux. converter GTO (BUR) 4 1 3 4 1 13 3.3%

Auxiliary Motor 1 1 1 3 0.8%

Axle box with Bearing 1 2 3 0.8%

Battery/battery box. 1 1 2 0.5%

Bogie & its Mech. equip. 1 2 1 1 2 1 2 3 13 3.3%

BP/FP angle cock/ rubber

hose1 1 0.3%

Brake system (E-70/Knorr)1 1 2 2 4 1 11 2.8%

CBC/Draft gear/TSC 1 1 1 3 0.8%

Central Electronics 7 1 1 5 6 1 1 1 5 28 7.1%

Check & found normal 4 1 7 9 1 5 5 1 3 36 9.1%

CHT 2 2 0.5%Compressor 2 2 1 1 1 7 1.8%

Display Unit 1 1 0.3%

EM/EP contactor 3 2 2 2 2 11 2.8%

Gear case 1 1 0.3%

Harmonic filter 2 1 3 0.8%

HT/LT cable 3 1 2 3 1 2 1 2 15 3.8%

Memotel 1 1 2 0.5%

Miscellaneous 5 5 2 2 3 1 3 3 24 6.1%

MSU with Bearing 1 1 2 0.5%

Oil cooler blower unit 5 3 2 3 2 15 3.8%

Pantograph 1 3 1 5 1.3%

Pn. Pipeline 3 1 1 6 1.5%

Pn. Valve 5 1 2 4 3 1 1 17 4.3%

Radiator 1 1 0.3%

Relay 1 1 2 0.5%

Roof equipment 1 1 0.3%

Sensor (FDU, Speed,

Pressure, Temp. OHE/

Voltage)3 1 2 2 2 5 1 1 1 3 21 5.3%

Switches 1 1 0.3%

Tr./Aux. Conv. isolation

w/o apparent cause1 0.3%

Traction converter GTO

(SR) 16 6 9 2 11 4 5 51 12.9%

Traction converter IGBT

(SR)5 5 1 4 2 4 5 27 6.8%

Traction motor 3 4 2 7 5 4 2 3 30 7.6%

Traction motor blower 3 1 1 5 1.3%

Transformer 1 1 3 5 1.3%

Transformer/ Converter oil

pump1 1 2 1 5 1.3%

Vacuum Circuit Breaker

(VCB)3 2 1 3 1 1 11 2.8%

VCD 1 1 0.3%

Grand Total 79 16 11 47 63 13 69 16 30 5 44 396 100.0%

Equipment wise analysis of Equipment failures on electric locos (E & R) 2014-15

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Annexure-1/3

Equipment AQ KYN HWH GMO GZB RPM LGD TATA BIA BRC TKD Total%age

Failure

110V MCB 1 1 0.2%

415V  MCB 1 3 1 5 1.0%

Air Dryer 1 1 0.2%

Angle transmitter 1 1 0.2%

Aux. converter GTO (BUR) 4 2 4 10 1 9 4 34 6.8%

Aux. converter IGBT (BUR) 3 1 2 2 2 2 12 2.4%

Auxiliary Motor 1 1 1 3 0.6%

Axle box with Bearing 2 2 0.4%

Bogie & its Mech. equip. 6 1 1 2 2 1 3 4 1 21 4.2%

BP/FP angle cock/ rubber hose 1 1 0.2%

Brake system (E-70/Knorr) 4 4 3 1 4 1 1 1 1 21 4.2%

CBC/Draft gear/TSC 1 1 0.2%

Central Electronics 11 1 1 8 6 4 2 3 38 7.6%

Check & found normal 4 3 4 9 5 1 7 2 8 45 9.0%

CHT 1 1 2 0.4%

Compressor 2 3 2 1 8 1.6%

Display Unit 1 1 2 0.4%

EM/EP contactor 4 3 1 1 2 12 2.4%

Gear case 1 1 0.2%

Harmonic filter 1 1 0.2%

HL/FL 1 1 0.2%

HT/LT cable 3 2 1 2 9 1.8%

Machine room blower 2 1 3 0.6%

Memotel (3PH) 1 1 0.2%

Miscellaneous 4 3 3 1 1 6 3 1 4 29 5.8%

MSU with Bearing 1 2 3 0.6%

Oil cooler blower unit 1 6 3 1 4 1 2 1 19 3.8%

Pantograph 1 1 1 1 4 0.8%

Pn. Pipe line 1 2 1 3 1 9 1.8%

Pn. Valve 2 3 3 3 5 1 2 20 4.0%

Pressure switch 2 2 1 5 1.0%

Radiator 2 1 2 2 7 1.4%

Relay 2 1 1 4 0.8%

Roof equipment 1 1 1 2 5 1.0%

Sensor (FDU, Speed, Pressure,

Temp. OHE/ Voltage) 6 1 4 2 1 2 4 5 1 26 5.2%

Switches 1 1 1 1 4 0.8%

TM/MR Scavenge motor 1 1 0.2%

TPWS 1 1 0.2%

Traction converter GTO (SR) 7 2 13 7 3 4 10 1 7 54 10.8%

Traction converter IGBT (SR) 3 1 2 1 3 3 1 1 17 3.4%

Traction Motor 3 2 6 9 6 3 1 30 6.0%

Traction motor blower 2 3 1 2 8 1.6%

Transformer 2 1 1 4 0.8%

Transformer/ Converter oil pump 1 1 2 1 5 1.0%

Vacuum Circuit Breaker (VCB) 5 2 1 5 2 2 2 19 3.8%

Grand Total 78 30 8 79 73 24 81 17 44 3 49 500 100.0%

Equipment wise analysis of Equipment failures on electric locos (E & R) 2015-16

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Annexure-1/4

Equipment AQ KYN HWH GMO WAT GZB LDH CNB RPM LGD TATA BIA BRC TKD Total%age

Failure

110V MCB 1 1 1.0%

415V  MCB 1 1 1.0%

Angle transmitter 1 1 1.0%

Aux. converter GTO (BUR) 1 1 1 1 4 4.0%

Aux. converter IGBT (BUR) 1 1 1 3 3.0%

Axle box with Bearing 1 1 1.0%

Battery/battery box. 1 1 1.0%

Bogie & its Mech. equip. 1 1 2 2.0%

Brake system (E-70/Knorr) 2 1 1 1 1 6 6.0%

Central Electronics 2 2 1 2 1 1 9 9.0%

Check & found normal 1 1 2 3 2 2 11 11.0%

Compressor 1 1 1.0%

EM/EP contactor 1 1 1 3 3.0%

HL/FL 1 1 1.0%

HT/LT cable 1 1 1 3 3.0%

Miscellaneous 2 1 2 2 1 1 9 9.0%

Oil cooler blower unit 2 2 4 4.0%

Pn. Pipe line 1 1 1.0%

Pn. Valve 1 2 1 2 1 1 1 9 9.0%

Radiator 2 1 2 1 6 6.0%

Relay 1 1 1.0%

Sensor (FDU, Speed,

Pressure, Temp. OHE/

Voltage) 2 1 1 2 1 7 7.0%

Switches 1 1 1.0%

TPWS 1 1 1.0%

Traction converter GTO

(SR) 1 1 1 1 4 4.0%

Traction converter IGBT

(SR) 1 1 2 4 4.0%

Traction motor 1 1 2 2.0%

Transformer 1 1 1.0%

Transformer/ Converter oil

pump 1 1 2 2.0%

Grand Total 12 6 1 12 5 11 0 1 8 19 2 13 0 10 100 100.0%

Equipment wise analysis of Equipment failures on electric locos (E & R) 2016-17 (Apr-Jun)

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Annexure – 2 Comprehensive Shed Wise Status of Important RAPs as on 01.07.2016

* T-No. of locos for which the modification required.

**D-No. of locos in which modification done

SN Work RDSO Ref. No. ER NR SCR CR WCR WR SR SER SECR ECR TOTAL

T D T D T D T D T D T D T D T D T D T D *T **D

1. Use of 8 Amps rating reed relay

RDSO letter no. EL/11.5.5/5 dtd. 28.12.12.

19

0

127 45 157 157 226 142 92 59 67 21 47 39 70 56 64 18 135 1 1004 538

2. Avoiding low pressure zone above hood ventilator.

RDSO/2014/EL/MS/0434 'Rev-0 dated 28.03.2014

19

19

77 30 169 143 157 96 90 72 58 39 47 47 73 6 70 42 135 19 895 513

3. Prov. Of cab redundancy in WAG9/9H and WAP7.

MS/0429 19 18 79 32 157 105 226 25 95 15 12 8 47 37 76 29 70 30 135 22 916 321

4. Modified cooling radiators for SR.

RDSO L/N EL/11.5.5/5 dt. 15.02.10.

19 19 121 111 124 124 129 97 61 61 41 41 44 44 73 70 43 43 104 98 759 708

5. Shifting of MCB-100 to HB-2 panel.

MS/0367 19 19 121 121 169 169 157 157 73 73 64 64 44 44 73 55 70 45 135 134 925 881

6. Rehabilitation of PCB cards.

RDSO guideline no. ELG/2008/01, Rev. ‘1’ dated 13.08.09

3 3 41 28 73 8 60 43 30 29 0 0 40 0 2 0 10 3 69 35 328 149

7. Replacement of EPROM in locomotives after 6 years

ToT guideline 3 3 88 30 86 22 90 50 30 1 2 0 0 0 2 0 10 3 69 36 380 145

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Annexure –3 ToT Document on Machine Room Pressurization

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Annexure-4/1 Shed Wise Details with Population

3-Phase Loco With IGBT SR (upto 30.04.16)

Shed ABB BHEL BTIL CGL MEDHA TOTAL

AQ 29 1 0 0 0 30

GMO 2 0 25 4 0 31

GZB 7 3 2 0 6 18

KYN 2 34 24 0 0 60

LGD 1 34 2 0 11 48

RPM 4 3 0 0 0 7

BIA 15 12 0 0 0 27

TATA 16 32 6 0 4 58

TKD 15 11 3 0 0 29

WAT 22 10 0 0 0 32

BRC 6 5 12 0 0 23

LDH 0 0 8 0 0 8

CNB 0 0 0 0 7 7

HWH 0 0 5 0 0 5

TOTAL 119 145 87 4 28 383

Prototype 10.02.11 04.10.10 18.12.09 13.09.13 31.10.13

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Annexure-4/2

Shed Wise Details with Population

3-Phase Loco With IGBT BUR (upto 30.04.16)

Shed ABB BHEL CGL MEDHA AAL HIRECT TOTAL

AQ 7 4 11 0 1 0 23

GMO 0 4 21 0 0 1 26

GZB 1 5 5 6 1 0 18

KYN 1 27 22 0 0 0 50

LGD 3 21 17 11 0 0 52

RPM 1 4 18 0 0 0 23

BIA 2 14 5 0 3 0 24

TATA 1 19 26 4 3 0 53

TKD 3 5 19 0 1 0 28

WAT 1 7 20 0 1 0 29

BRC 1 7 17 0 3 0 28

CNB 0 0 1 7 0 0 8

LDH 0 1 6 0 1 0 8

HWH 0 0 4 0 1 0 5

TOTAL 21 118 192 28 15 1 375

Prototype 31.08.12 04.10.10 29.10.12 31.10.13 01.08.13 17.12.14

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Annexure-5 List of Important SMIs

SN SMI No. Subject of SMI

1. RDSO/2007/EL/SMI/0247(Rev.0) Failure improvement of Valve Set in Power Converter

for 3-phase electric locos

2. RDSO/2007/EL/SMI/0248(Rev.0) Maintenance of Earthing System in 3-phase electric

locomotives type WAP5, WAP7 & WAG9.

3. RDSO/2008/EL/SMI/0252(Rev.0) Testing of Weigand speed sensor fitted with traction

motor in WAG9, WAG9H, WAP7 & WAP5 locos.

4. RDSO/2009/EL/SMI/0255(Rev.0) Air delivery measurement in 3-phase locomotive to

ascertain proper cooling and pressurization of

machine room.

5. RDSO/2009/EL/SMI/0256(Rev.0) Testing of WRE gate unit card of Auxiliary converter

of 3-phase electric loco to analyze the failure of gate

unit card

6. RDSO/2009/EL/SMI/0257(Rev.0) Improvement in reliability of gate unit cards of power

converter of 3-phase locos by measuring dBm level of

QFBR-1478C transmitter (Component No. 151)

7. RDSO/2009/EL/SMI/0258(Rev.0) Improvement in reliability of LWL cards (AFB635A01)

and bus coupler cards (UFB660A01&UFB701A01) of 3

phase locomotives by testing QFBR-1478C &

2478C transmitters & receivers.

8. RDSO/2009/EL/SMI/0260(Rev.0) Instructions for development of testing set up of

signal conditioning cards (SAP) and Sensors for three

phase electric locomotives

9. RDSO/2009/EL/SMI/0261(Rev.0) Repairing & testing of WRE modules of auxiliary

converter for 3 phase electric locomotives

10. RDSO/2010/EL/SMI/0263(Rev.0) Instructions for development of testing setup of gate

unit of traction converter for 3 phase electric

locomotive.

11. RDSO/2010/EL/SMI/0265(Rev.0) Procedure for repairing of valve set of traction converter of 3-Phase electric loco

12. RDSO/2016/EL/SMI/0287(Rev.0) Special Maintenance Instruction for maintenance of

Radiators of Oil Cooling Unit of 3- Phase Electric

Locomotives.

13. RDSO/2016/EL/SMI/0288(Rev.0) Technical Scope of work for Annual Maintenance

Contract (AMC) of Microprocessor based Control &

fault diagnostic System (MPCS)

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Annexure-6

List of Important TCs

SN TC No. Subject of TC

1. ELRS/TC/0091, REV. 0 Handling & cleaning of printing circuit board.

2. RDSO/2009/EL/TC/0100 (Rev ‘0’) Haulage capacity of WAG9 Freight AC Three phase locomotive in run through conditions on different gradients.

3. RDSO/2016/EL/TC/0134, Rev ’0’ Instructions for formation of Interconnected Loco Bus Station Network

4. RDSO/2016/EL/TC/0135, Rev ’0’ Standardization of Electronics Lab of 3-Phase Electric Locomotives holing Sheds and Periodicity of Tests.

Sh. Suresh Kumar

Director/Elect/RDSO and

Convener

Sh. Vipin Kumar

Dy.CEE/D&D/CLW

Sh. K. Thourya

Sr. DEE/TRS/LGD

Sh. M. K. Sinha

Sr. DEE/TRS/GZB

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ANNEXURE - 7

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