2011

SOOCHNA MARCH 2011

New feature :

Design Bulletins
WDG-5

Supplements on :

Dual Cab WDP4D locomotive

Wider Cab in WDP4/WDG4
Hotel Load System on dual cab WDP4B
Distribution Power System
REMMLOT
Auxiliary Power Unit
Cab Air Conditioning
CCB on ALCO Locomotives
CCB-II on EMD Locomotives
Fabricated bogie frames for EMD

WDG5

Diesel Locomotive Works

Indian Railways
Varanasi
OUR LOCOS MOVE THE NATION

FOREWORD

It gives us great pleasure to release the 12th issue of Soochna. Earlier issues of
Soochna were published in March-02, June-02, December-02, April-03, March-04,
Sept-04, April-05, March-06 and April-07. In this issue we have tried to cover the
problem raised by Zonal Railways. The details of analysis and investigations and
final recommendations for design improvement and implementation by the
manufacturing facility, assembly shops and Zonal Railways have been covered in
this issue. In addition, this issue also contains a brief on various new technology
upgradation projects in hand at DLW. A special feature on the new locomotive
WDG5, which is likely to be rolled out in 2011-12 has been included to share the
knowledge with the Zonal Railways. New projects like:
Dual Cab
Hotel Load feature
Remmlot
Wider Cab
Fabricated Bogie version-II
Computer Controlled Brakes 2.0
APU
Cab air conditioning
have been covered in the current issue of Soochna.
DLW has started a practice of issuing Design Bulletins on various issues raised
by shops & zonal railways, which incorporates a detailed report on investigations,
analysis with recommendations for implementation by concerned agencies. A
compilation of all Design Bulletins issued by DLW, till date, has been included in
this issue of Soochna.
I request you to send your valued response on this issue of Soochna to help us to
consolidate the improvements in diesel locomotives manufactured at DLW.

March 2011

Amit Kumar Agarwal

Chief Design Engineer

INDEX
Section

Description

Page No.

A1

Special supplement on WDG5Locomotive

1 to 5

A2

Dual cab WDP4D ( 4500 hp)Locomotive with

indigenously developed AC-AC traction system

6 to 16

Wider cab in WDP4/WDG4 Locomotives

Hotel Load System on duel cab WDP4B Locomotive
(4500 HP)

17 to 19

Distributed Power System (DPS) for WDG4/WDP4B

Locomotives (4500HP)
Remote Monitoring & Management of locomotive &
trains (REMMLOT) System

29 to 33

A7

Auxiliary Power Unit (APU)

39 to 44

A8

Cab Air Conditioning units on Diesel Electric

Locomotives

45 to 47

A9

CCB system fitted on ALCO Locomotives

48 to 50

A10

CCB-II system fitted on EMD Locomotives

51 to 53

A11

Fabricated Bogie Frames for EMD Locomotives

54 to 56

A12

Special supplement on Design Bulletins

57 to 124

Compendium of failure investigations

125 to 150

Summary of Important Change Notices

151 to 156

List of important CPAs (corrective and preventive

action) under ISO-9001

157 to 159

List of trial fitments by DLW

160 to 163

A3
A4
A5
A6

20 to 28

34 to 38

Section A1

Special Supplement on
WDG5 Locomotive

-1-

WDG5 Powering Progress

Indian Railways is actively looking for ways to enhance the horse power of its current
fleet to meet the current demand for higher horse power locomotives to address the growing
need for hauling heavier trains and higher throughput. With the intention, Indian Railways
evaluated various options to enhance the horse power of EMD design locomotive being
manufactured in DLW from 4000 HP to 4500 and subsequently to over 5000 HP.
Indian Railways had entered into a TOT contract with M/s EMD/ USA in 1995, which
included a transfer of technology for manufacture of WDG4 locomotive and also included a
transfer of technology for EMDs 5000+hp 20 cylinder 710 series engine (locomotive
application only). Since, for present 16 cylinder engine is not capable of being upgraded
beyond 4500hp, it was deemed that the 20-710 engine would be ideal platform for enhancing
the current power of the WDG4 to 5000+hp.
The 5500 HP design of EMD locomotive, called WDG5 has been developed jointly by
EMD and IR. It brings to IR advanced technologies such as Electronic Fuel Injection (For
higher duel efficiency and emission control), Electrically Driven Auxiliaries (for higher reliability
and energy efficiency) and user friendly driver console FIRE amongst other state of the art
technologies. Both DLW and RDSO have been active partners in the design of this unique
locomotive which provides enhanced 5500 HP within the constraints of axle load.
The design of the WDG5 is a logical and technological extension of the know how
originally procured by IR from EMD. It also significant that the 5500 HP version of diesel
locomotive as developed jointly by IR and EMD, is unique in the world where the standard
configuration of power in modern freight locomotive is either 4000/ 4500 or 6000.

-2-

KEY FEATURES

* R Conditions

High Performance AC Traction - 5500 BHP* for Freight Operation

20-710G3 Engine w/ Electronic Unit Injection
Cab Design with EN12667 Collision protection & Ergonomic Control Consoles
Gen3 FIRE Functionally Integrated Railroad Electronics Compliant to AAR S590,
AAR S591 Display & Environmental Standards & Industry Standards
EM2000 Microprocessor Control System
Inverter driven cooling fans & truck blowers for Optimized performance
Microprocessor Controlled Air Brakes
High
Adhesion,
Bolsterless,
Weld
Fabricated
Three-Axle
Bogies
Pioneering design of lightest fabricated bogie on high horsepower Diesel
locomotives
Minimum 90 Day Maintenance Schedule
Operator amenities including Air-conditioning, Heating & Toilet
Optional IntelliTrain Remote Monitoring System

PROVEN 710 ENGINE TECHNOLOGY

-3-

20 Cyl - 710 Engine Delivering

5500 BHP*
Electronic Fuel Injection With
EMDEC
Proven Service and Reliability
Performance
High Efficiency Turbocharger
Green
Technology
Fuel Efficient & Reduced
Emissions Capable
Fiberglass Bag-Type 184 Day Air
Filters
EMD Automatic Engine Start/Stop
(AESS) System
Integrated Into
EM2000 Provides:
o Fuel Savings
o Noise Reduction
o Reduced Emissions
Single Push Button Air Start from
Cab

IMPROVED VEHICLE STRUCTURES

High Capacity Fuel Tank- 7500 Liters

High Capacity Buffer
Light weight- Car body access doors for ease of maintenance
Underframe mounted Sand Boxes of wDG4 loco pattern
Under Slung Battery Box with Ni-Cad batteries
Deep well type design of high strength lighter weight Underframe to restrict the height of
Locomotive well within MMD of Garib Rath profile.

Garib Rath Profile

CREW FRIENDLY CAB

EN12667 Compliant Collision Protection

Improved Visibility Cab
Dual Control Consoles - Ergonomic
Layout
Service Proven, TFT FIRE Display
Screens Replace Analog Gauges
Compliant to AAR S590,
S591
Display
&Environmental
Standards
&Industry Standards
Heated Windshields for Defogging
Air Operated Windshield Wipers
Roof Mounted Air-Conditioning &
Heating unit
Thermo-acoustic insulation in cab walls

-4-

STATE OF THE ART BOGIE & TRACTION

TECHNOLOGY

High Traction, Bolsterless, 3-Axle

Bogie
High strength Low weight weld
fabricated bogie frame design
90: 21 Gear Ratio provides up to 105
KMPH
1092 mm (43) Wheels with 2-1/2 Rim
Thickness
Class K Journal Bearing
2 Piece Bearing Adapter for ease of
wheel set removal
Unitized Parking Brakes
Bogie Design incorporates Minimal
wear
surfaces

Reduced
Maintenance

IMPROVED ELECTRICAL TRANSMISSION

TA20 / CA9 Generator

New Technology - Combined E-locker
with IGBT Inverter Technology, APC
instead
of
Auxiliary
Generator;
EMDEC Control for EUI
High Performance A2921-6 AC
Traction Motors
Compact Radial Dynamic Brake Grids
Self load Test
Locked Wheel Detection

IMPACT ON OPERATION
The 5500 HP WDG5 is primarily aimed at improving the throughput with higher balancing
speed. The locomotive will be able to achieve 90kmph speed on level track with 59 BOXN
(CC+8+2) loads. (WDG4 is able to achieve 80kmph). It can pull all other loads at 100kmph.
The locomotive also increases the starting load ability. The BOBRN loads which cannot be
started with a single loco on 1 in 150 grade can be pulled by WDG5.

The locomotive takes the crew safety and comfort to the next level. It provides for
EN12667 compliant cab collision protection. It introduces TFT screen based FIRE
display. Besides providing for HVAC air conditioning for crew comfort it introduces
toilet for the first time. It has improved visibility through an enlarged MMD and also by
improving the profile towards long hood. The loco also provides for de fogging for
improved visibility.

PRODUCTION PLANS
Design of this WDG5 locomotive has been finalized jointly by DLW, RDSO &EMD. It is
expected that first prototype of this loco will be ready by Nov2011. Ten such locomotives are
planned to be turned out in the next two years.
*****

-5-

Section A2

Dual cab WDP4D Locomotive

(4500 HP) with indigenously
developed AC-AC traction system

-6-

FIRST EVER 4500 HP DUAL CAB WDP4D LOCOMOTIVE WITH INDEGENEOUSLY

DEVELOPED AC-AC TRACTION SYSTEM
INTRODUCTION:
Indian Railway started their Dieselization programmed with setting up of Diesel
Locomotive Works, Varanasi in 1961. DLW produced first Diesel Locomotive in 1964 with
DC-DC traction system. Since then, DLW constantly kept on upgrading the diesel
technology (DC-DC to AC-DC then AC-AC GTO and now4500 HP AC-AC IGBT) to meet
growing needs of Indian Railways.
In its quest for the State of the Art Technology, Indian Railways signed a Technology
Transfer contract with Electromotive Division of General Motors of USA in 1995. With this
TOT, DLW started manufacturing Three Phase AC-AC (GTO based) locomotives in 2002.
GTO Technology based AC-AC traction converters have certain disadvantages like bulky
size, excessive cooling, slower switching time etc. In year 2005, it was decided to adopt
IGBT (Insulated Gate Bipolar Transistor) based Traction Control converters replacing the
phasing out of GTO technology and to gain the advantages of new IGBT technology. The
first upgraded power 4500HP IGBT (EMD make) technology WDG4 locomotive no.
(12114) was manufactured and turned out in May 2007.
A pilot project for development of Dual Cab WDP4D locomotives was initiated by RDSO
as directed by Railway Board, a project for indigenous design & development of AC-AC
traction system and electrics for WDP4D locomotive was undertaken by DLW in Yr.20082009. Accordingly a developmental order for 2 loco sets for WDP4B Dual Cab 4500HP
AC-AC traction system with Control Console was placed on M/s Medha in May09 for
fully indigenized technology consisting loco control computer and traction converters (
LCC with HVC +TCC+ECC2+ECC3 & ECC#4).
The Dual Locomotive control is based on BL (button lever) Key concept of Electric
Locomotives. Each CAB has a BL Key. Existing CAB (SH side) is named as CAB#1 and
new CAB (LH side) is named as CAB#2. If both BL keys are OFF, Locomotive is
isolated. If both BL keys are inserted simultaneously, still Locomotive is isolated. The
CAB where the BL key is inserted is considered as an Active CAB. CAB#2 has a
Miniature ECC#1 panel named as ECC#4. Control Console in both CABs will be
identical. In the Control Console, Master Control and Switches are active only after
insertion of BL key. In ECC#1 VFD display is removed. Each CAB has 2 TFT LCD
displays one for main driver and another one for assistant driver. These two displays
show same data. Battery Ammeter is not duplicated in CAB#2 as this information is
available on TFT LCD display.
OBJECTIVE OF DUAL CAB WDP4D LOCOMOTIVE:
The main purpose of development of WDP4D-Dual Cab locomotive is for solving drivers
visibility problem during driving of locomotive with long hood side (rear side) leading.
SCHEDULING OF THE PROJECT:
-7-

 In 2008 instruction received from railway board to undertake the development of

Dual Cab locomotives with complete AC-AC traction system through a single
source.
Preparation of tender specification and tendering process etc was started in 200809.
Order was placed on M/s Medha for development of complete AC-AC Traction
System for 2 loco sets in May09.
Projects first Kick off Meeting was held on June08 for supplying various drawings,
their details etc. Further project plan & schedule date of completion of various
activates were finalized.
First Milestone review Meeting was held in June09 for discussing TFT display
screen, newly design Control Console and interfacing CCB with MAS696 and to
evaluate the progress on the project,
Second Milestone meeting was held in July09 for review & finalization of Analog
gauges shifted to TFT screen, schematic and duplicated ECC#1 switch panel & CB
in Cab#2.
Development progress meeting was held between Medha & DLW at DLW on date16/07/09.
Prototype inspection of AC-AC traction system for Dual Cab locomotive was
carried out in March10.
Prototype AC-AC traction system & Control Console supplied to DLW on dated 22
March10.
Fitment of equipment on Loco no. WDP4D-40014 at DLW in June 2010.
Testing of locomotive no. WDP4D-40014 completed at DLW in August 2010.
Prototype WDP4D, 40014 & Second WDP4D, 40026 were turned out from DLW to
NR/TKD on dated 9th Oct 2010 & 28th Dec 2010 respectively.
Recently necessary field testing has been carried out by RDSO for issuing the
speed certificate.
Further Railway Board vide letter no. 2004/M(l)/466/1505(4000-4500) dated
23/04/2010 has advised DLW to manufacture another 10 no Dual Cab locomotive
in financial year 2010-11, for which tender has opened on 21/01/201.

-8-

ROAD MAP OF THE PROJECT:

Board Instruction

th

29 Oct08

Placement of PO.

th

26 May09

Kick off Meeting

th

24 June08

First Mile stone Meeting

th

th

14 & 16 July09

Development Status Detailing Meeting

th

18

18 Dec09

Type testing of prototype system

th

8 March10

Arrival of First System to DLW

22

Starting of Fitment in Loco no. WDP4D-40014

nd

March10

th

10 June10

Starting of Loco no. WDP4D-40014 Testing

th

04 Aug10

Completion of Loco no. WDP4D-40014 Testing

th

17 Aug10

Dispatch from DLW of Prototype WDP4D-40014

TH

09 Oct10
Oct08June08

Dispatch from DLW of Second WDP4D-40026

TH

28 Dec10
Oct08June08

.`

-9-

SALIENT FEATURES OF DUAL CAB LOCOMOTIVES:

4500 HP Locomotive for Passenger operation

Locomotive operation from both (Front & Rear) Cab
Two driver cabins with one full width control console in each cabin.
Each full width control console provides two TFT (Thin Film Transistor) Display one
each for loco pilot and his assistant
The Dual cab Locomotive control is based on BL (Button Lever) Key concept of
Electric Locomotives. Each CAB will have a BL (Button Lever) Key. Existing CAB
(Short Hood side) is named as CAB#1 and new CAB (Long Hood side) is named as
CAB#2
The cab in which BL (Button Lever) key is inserted and turned to 'ON', is called Active
cab. We can operate the locomotive from Active cab only.
710 GB Engine with WW Governor
Indigenous AC-AC Traction System
ECC#4( New mini ECC#1 in rear cab for Loco operation)
Microprocessor controlled Brakes
Provided with 6 MAC TM with gear ratio 77:17
Wider Cab
54" Radiator Fan
Flexibility to provide REMMLOT & DPS in future

WDP4D BOGIE AND TRACTION TECHNOLOGY:

High Traction, High Speed Bolster less ,3 axle bogie

High strength-low weight, fabricated (Fab -II) bogie frame
Two stage suspension, primary soft coil spring & secondary stiff rubber spring
Centre pivot- Four bar mechanism
Journal bearings- F class-CTRB
Unidirectional TM arrangement for high adhesion
Yaw damper provide yaw stiffness for tracking stability

WDP4D CONSOLE WITH TFT DISPLAY INTREGATED:

Two TFT displays in each Control Console provided in both cab

TFT replaces Speedometer, TE/BE meter, and all mechanical gauges

WDP4D GENERAL SPECIFICATION:

Locomotive weight-1232% T
Nominal Axle Load -20.5 T
5000 Fuel Tank Capacity
Co-Co Axle Configuration
Broad Gauge Locomotive

- 10 -

WDP4D PERFORMANCE SPECIFICATION:

4500 HP Gross Horse Power

460 KN Starting TE
230 KN Dynamic Brake Effort
130 Kmph maximum operating speed
22.5 Kmph minimum continuous speed
CAB1

TCC

CAB2

ECC#1

ECC#2
Line Sketch of Dual Cab locomotive

Major Electrical Components of WDP4D-Dual cab locomotive:

Electrical control cabinet ECC#1 including Locomotive Control Computer(LCC)

Electrical control cabinet ECC#2
Electrical control cabinet ECC#3
Electrical control cabinet ECC#4 (new introduced )
Traction control cabinet TCC including Traction Computer(TC)
Control Console for CAB1 (new)
Control Console for CAB2 (new)
Loco Control Computer (LCC)

Electrical Control Cabinet ECC#4(newly introduced):

The panel which is provided in CAB#2 is named as ECC#4. This is a Miniature form of
ECC#1 panel.

- 11 -

ECC#4

Components of ECC#4:
To enable loco operation from rear cab, an additional ECC#4 is introduced which look is
similar to start panel of ECC#1. The item contained in ECC#4 are also available in
ECC#1.The main items of ECC#4 are:

Micro Air Brake Circuit Breaker MAB CB

Computer Control Circuit Breaker
Fuel Prime/Engine Start switch FP/ES
Isolate / Run Switch
Emergency fuel Cut Off Switch EFCO
BL Key
TELIMIT Switch
RAPB/AEB Enable Switch
Classification lights switch
GRNTCO switch
Alerter Alarm
Memory Freeze Switch
Cab Fans & Lights Circuit Breaker
Generator Field Circuit Breaker GFCB

Micro Air Brake Circuit Breaker MAB CB:

These two switches are connected in series if both the switches are on then only CCB gets
System gets power supply. Even though MAB CB is On in CAB1 MCC will gets this digital i/p.
if and if only MAB CB in CAB2 is ON.
MAB CB CAB1
OFF/ON
OFF
ON

MAB CB CAB2
OFF
ON
ON

Note: CM = Crew Message.

Computer Control Circuit Breaker:

- 12 -

System Action
CM : MAB CB OFF in CAB2
CM : MAB CB OFF in CAB1
Normal Working

In each cab one Computer Control Circuit Breaker is available, both are connected in series.
From any cab power supply can be recycled.

Fuel Prime/Engine Start switch FP/ES:

It is provided in both the CABS in parallel. If any switch is kept in prime position MCC will get
PRIME digital i/p. If any switch is kept in START position MCC will get START, PRIME digital
i/ps.
Note: Engine can be started from any Cab.

Isolate / Run Switch:

It is provided in both the CABS in any CAB if the switch is kept in Isolate position then Brake
contactors will gets supply. So in inactive CAB it should be kept in RUN position. If any
switch is kept in Isolate position then MCC gets Isolate digital i/p, If both the switches are
kept in RUN position then only MCC gets RUN digital i/p.
Note: Engine can be isolated from any Cab.

Emergency fuel cut Off Switch EFCO:

It is provided in both the CABS in series. If any switch is pressed MCC will get NOEFCO
digital i/p.

Note: Engine can be shutdown from any Cab.

BL Key:
In each CAB provision was given to insert BL Key. If BL key is inserted in any one CAB that
is treated as active CAB. In case either BL key is inserted or not inserted in both the CABs
then system will be isolated and corresponding CREW Message will be given. BL Key status
is monitored by MCC thru BL Key1, BL Key2 digital i/ps.

BL Key Interlocks:
Alerter Reset Push Button
RAPB / AEB
TE Limit Switch
GF Request Switch
Horn
Control and Fuel Pump Switch
Manual Sand Switch.
Forward & Reverse inputs

- 13 -

BK Key & GFCB related crew messages:

BL Key1

BL Key2

GFCB
CAB1

GFCB
CAB2

System Action

OFF

OFF

ON/OFF

ON/OFF

Brake Contactors ON, GFOFF.

CM : BL Key Removed In Both CABs

ON

OFF

ON

OFF

ON

OFF

OFF

OFF

ON

OFF

ON/OFF

ON

OFF

ON

ON

ON/OFF

OFF

ON

OFF

ON

OFF

ON

OFF

OFF

ON

ON

ON/OFF

ON/OFF

Normal Working from CAB1

CM : CAB1 is Active
GF OFF.
CM : CAB1 is Active
CM : GFCB Open in CAB1
GF OFF
CM : CAB1 is Active
CM : GFCB should be OFF in CAB2
GF OFF
CM : CAB2 is Active
CM : GFCB should be OFF in CAB1
Normal Working from CAB2
CM : CAB2 is Active
GF OFF
CM : CAB2 is Active
CM : GFCB Open in CAB2
Brake Contactors ON.
CM : BL Key Inserted In Both CABs

TELM Switch:

It is provided in both the CABs in parallel thru BL key. In any CAB if it is made ON and
corresponding BL key is inserted then MCC will get TE Limit digital i/p.

RAPB/AEB Switch:

It is provided in both the CABs in parallel thru BL key. In any CAB if it is made ON and
corresponding BL key is inserted then MCC will get RAPB digital i/p.

Classification lights switch:

It is provided in both the CABs. In any CAB if the switch is kept in CE position then CE side
White light, HE side Red light becomes ON. In any CAB if the switch is kept in HE position
then HE side White light, CE side Red light becomes ON.

GRNTCO switch:

This switch is provided in both the cabs in series. If both the switches are closed then only
system gets the digital i/p (only 1 i/p which is existing) and treats GR protection scheme is
enabled.

Alerter Alarm:
- 14 -

It is provided in both the CABs. When ever MCC makes Alerter Alarm digital o/p ON, both will
sound.

Memory Freeze switch:

It is provided in both the CABs in parallel. In any CAB if it is ON then MCC will get Memory
Freeze digital i/p.

Cab Fans & Lights Circuit Breaker:

It is provided in both the CABs. In CAB1 it proved supply to CAB fans only, In CAB2 it
provides supply to both Cab Fans & Cab Lights. If the CAB fan CB is ON in CAB2 then Left &
Right CAB fans and CAB lights gets supply (corresponding switch should be ON)

GF Circuit Breaker:

It is provided in both the CABs in parallel. In working CAB it should be closed and in non
working CAB it should be open.

GF CB related Fault Messages:

If GFCB is tripped in CAB1 then MCC logs Generator Field CB Tripped Under load in
CAB1 fault.

If GFCB is tripped in CAB2 then MCC logs Generator Field CB Tripped Under load in
CAB2 fault.

Control Console (Front & Rear Cab):

The compact control console made of FRP One nos. Control Console has fitted in Cab1 &
another is Cab2.

- 15 -

Components of Control Console:

TFT (Thin Film Transistor) display

Alerter warning Light
Head Light Switch ( Isolation sw type)
GF Request Switch
Engine RUN Switch
Dynamic Brake Circuit Breaker
Control and Fuel Pump Switch
Auto Flasher Switch
Alerter Reset Switch
MUSD Switch
Attendant Call Push Button switch
Manual Sand Switch
AEB Reset Push Button switch
Horn Push Button switch

TFT (Thin Film Transistor) Display:

Two TFT displays (one for driver & another for assistant driver) has been provided in
each cab control Console.

*****

- 16 -

Section A3

Wider cab in
WDP4/WDG4
Locomotives

- 17 -

Implementation of Wider Cab in WDGP4/WDG4 locomotives

Problem
South Western & Central Railways have raised the problem for poor visibility in Long hood
driving of WDP4/WDG4 locomotives.
Action taken by DLW
This problem has been studied in detail at DLW from the feasibility of design point of view
and the cab structure drawing was reviewed in which both side walls of cab structure was
extended outside up to the end point of earlier way window i.e. 3200 mm width. In that case
rear portion of the cab was made 3200 mm wide well within the MMD to facilitate clear
visibility in longhood drive to the crew and way windows were eliminated in new design.
Accordingly, the cab doors design were revised by increasing the size of looking glass from
371 to 486 mm and shifting driver seat outwards. The improved visibility during longhood
drive can be seen from the sketch given below

The above design was forwarded to RDSO vide this office letter no. dlw.m.65.211.3 dated
17.11.2007 for examining its feasibility. RDSO, vide their letter no. SD.Dev.L.GM.Loco
dated 06.11.07, agreed to the suggested drawing. However, RDSO suggested stream line
contour cab (i.e. aerodynamic profile) as shown in 3-D picture given below instead of sharp
contour as being previously manufactured at DLW.

18

The above design, however, required major modification in all the previous fixtures for
manufacture of the cab as this design involved lot of cylindrical and other complex curve
segments. Accordingly to expedite the implementation of this design, DLW have taken a
conscious decision to initially procure these cabs from trade and gradually switch over to inhouse manufacturing after modification of the previous fixtures.
Apart from the above, the top of underframe beneath the cab was also required to be widened
accordingly. Due to this reason, the front sand box, piping and electrical wiring connecting
both control desk was modified. Also, side windows, door frame and both cab doors were
re-designed and procured from trade.
The front view of 3-D model of the locomotive can be seen below .

Implementation
The first wider cab was fitted in the month of June, 2009 in loco no. 12222 dispatched to
NR/Lucknow and regular implementation started from April 2010. Now, wider cab is
being fitted in all WDG4/WDP4B locomotives.

*****

19

Section A4

Hotel Load System on

dual cab
WDP4B Locomotive
(4500 HP)

- 20 -

FIRST EVER 4500 HP WDP4B LOCOMOTIVE WITH HOTEL LOAD SYSTEM

INTRODUCTION:
The hotel load, i.e. electrical power used to operate the lights, fans, air-conditioning, water
raising apparatus and the pantry equipment of the coaches of trains, has been traditionally
supplied through generation by the coaches themselves. Every coach has the power generation
equipment consisting of under-slung alternators driven by axle mounted pulley through `V belts
and large capacity batteries. This is termed as the self-generating (SG) system. At present, all the
Mail & Express trains, other than the Rajdhani and Shatabdi trains, are running with AC coaches
provided with the SG system.
Rajdhani and Shatabdi Express trains use the other alternative method of supplying this energy
from two power cars fitted with diesel alternators, placed at the two ends of the rake. The method
of supplying power from the two coaches at either end is termed as end-on-generation (EOG).
DIFFERENT TYPES OF HOTEL LOAD SYSTEMS IN INDIAN RAILWAY:
Head-on generation (HOG)- is a term used for supply of power for hotel load from the
locomotive. In principle, it is a variation of EOG system where the power for hotel load is taken
from the locomotive instead of the end coaches. The diesel engine will supply hotel load power
at 750V, 3-phase, 50 Hz A.C. through feeders, which run throughout the train. This system is
still under development for the diesel and electric locomotives.
SG Systems - In the non-AC coaches, 110V D.C. is generated by one 4.5 kVA alternator
rectifier-regulator set per coach. 110V A.C. is also being used now. Each coach is provided with
a 110V, 120 AH battery. The air-conditioned coaches are equipped with two 25 kVA pulleydriven alternators generating 440V 3-phase A.C. Each coach has a 110 V, 1100 AH battery and
two inverters.
EOG Systems - The power cars supply power at 750V, 3-phase, 50 Hz A.C. through feeders,
which run throughout the train. This is stepped down to 415 V 3-phase A.C. for air-conditioning
and 110V A.C. or D.C. is used for lights and fans
.
DEVELOPMENT OF 4500 HP WDP4B LOCOMOTIVE WITH HOTEL LOAD SYSTEM:

As per Railway Board guide line 10 nos. WDP4B Locomotives are to be manufactured
with 6 TM configuration and Hotel Load feature.

DLW PO 060980150.060980150 dt 31.08.09 placed on M/s Medha for supply of two no.
Hotel Load inverter & DPS.

Two WDP4B locomotives no 40001& 40003 has been manufactured by DLW with Hotel
Load & DPS feature against above PO and both locomotives dispatched to AMV shed on
20.04.10 for field trial by RDSO. Presently both Locos are homed at TKD shed. Filter
circuit of Hotel load inverter output is being modified by M/s Medha, and is under testing
with RDSO.
Recently DLW has placed POs for balance 08 nos AC-AC traction system, integrated
with Hotel Load along with DPS for WDP4B locomotives, on M/s Siemens & M/s
Medha for 6 nos. & 2 nos. respectively.

- 21 -

FUNCTIONAL DESCRIPTION & SALIENT FEATURES OF M/S MEDHA MAKE

HOTEL LOAD SYSTEM:

The complete hotel load inverter along with hotel load computer is supplied in another
cubical (MIN504) (Existing ECC#2 cabinet). The existing ECC#2 parts are
accommodated in ECC#1. The control of hotel load buck chopper and inverter is done
with the hotel load computer (MIC 694). The system control data related to hotel load is
communicated between LCC in ECC#1 and hotel load computer with OFC cable. A
redundant OFC cable is also provided for this purpose.

Under frame modified for fitment of Hotel load accessories. Another modification w.r.t.
WDP4B are elimination of ECC2( Items adjusted in ECC#1), BA Box ( Two rows
arrangement with sliding platform) and 5000 Lt smaller fuel tank.

The Hotel load supply of 750 V, 3 phase AC supply fed to coaches from a diesel power
car through IV coupler.

The power for the Hotel load converter is derived from DC link of the locomotive .Firstly
Power from DC link fed to Buck Chopper then to Inverter Panel. The Inverter receives
power from DC link (through Buck Chopper) with a voltage varying from 1100V to 2600
V and provide a suitable output supply at 7505%, 3 phase 50Hz The hotel Load
Converters is rated for 500KVA power which is compatible with existing EOG Power
cars.

The Following protections are provided in hotel load system:

Line to line short circuit at load
Earth fault
IGBT short circuit protection
Heat sink over temperature
Gate drive fault
High and low DC link voltage
Dc link short circuit
Input and output over current
Transient discharge current
Reverse polarity

The following information is displayed on the drivers display (Existing locomotive

computer VFD display):
Line to line voltages
Currents in all three phases
Line to line short circuit indications
Earth fault
Shoot through fault
- 22 -

 Heat sink over temperature

Gate drive fault
Overload

Fault diagnosis and trouble shooting of hotel load module is provided similar to the fault
diagnosis system of traction inverter module.

Two blowers used for buck chopper and inverter (one for each) are placed in the clean
room of the loco (behind the traction converter). The three phase input power is taken
from Hotel Load Inverter.

The hotel load power from the inverter on the loco to various coaches is fed through two
feeders (one at left and other at right side of the coaches) running parallel to the rack at
750V, 3 phase, 50 Hz supply. Feeders of the adjacent coaches are connected through
standard IV (inter-vehicular) plug/socket arrangement.

The two four pole contactors one for each feeder are arranged in separate cubical (MCA
754) along with Feeder over Load (FOL) and Feeder Earth Leakage (FEL) relay modules
on each feeder. The 750V, 3 phase supply is connected to the two feeders using these
four pole contactors.

Automatic interlocking and feeder selection system is used to energize either feeder or
both the feeders from only one side (either hotel load inverter or power car) at a time.

The feeder contactors are operated based on the feeder selection state and the interlocking
and feeder fault conditions.

The power car circuit consisting of feeder interlocking and feeder fault circuit is
developed with relay logic which is compatible with the existing arrangement on EOG
trains. This circuit is housed in ECC#1.

The feeder operating control objects for both feeders 1 and 2 listed below are placed on
the ECC#1 cabinet front door and are similar to existing display arrangement on EOG
trains. This display panel is very convenient to the driver to manage the feeders power.
Master controller four position switch for feeder selection.
Feeder ON push button for both feeders along with light indication.
Feeder OFF push button for both feeders.
24 V DC supply switch and DC ON LED indication for both feeders.
Fault test push button for fault circuit testing for both feeders.
Feeder over Load (FOL) and Feeder Earth Leakage (FEL) fault indications for
both feeders.
Hooter common for both feeders fault.
Hooter OFF push button to acknowledge the Hooter and Fault LED indication for
both feeders.
Fault Bypass switch in both feeder circuits.
Fault Reset button for both feeders.

- 23 -

MAJOR ELECTRICAL ITEMS OF M/S MEDHA MAKE HOTEL LOAD SYSTEM:

Buck Chopper Assembly

Inverter Assembly

Blower Assembly

Contactor Assembly

User Interface Panel mounted on ECC#1 in Driver Cab.

Buck Chopper Assembly:

The input to the buck chopper is taken from ECC#1 through an isolation switch which is
provided in ECC#1

Output of the hotel load buck chopper is maintained at 1050 V for all DC link voltages
from 1100 V to 2800 V

The constant 1050 V DC is used as input to the hotel load inverter.

It consists two IGBTs in parallel and two free wheeling diodes in parallel

Ratings of IGBT and diodes: 6.5 KV, 600

Inductor and capacitor are used as low pass filter before feeding the inverter

Hotel load input DC link current is measured using bipolar hall effect current sensor with
rating 1200 A to provide reverse polarity protection

Firing signals to buck chopper IGBTs are given by Hotel load computer through OFC

Hotel load Buck Chopper

- 24 -

Inverter Assembly:-

Hotel Load Inverter

Hotel load Inverter Consists of
Input capacitor
IGBTs (6 No)
Output inductor filter
Hotel Load computer
Various sensors

Derives 3 ph 750 V, 50 Hz from fixed 1050 V DC

Input capacitor is used to smooth out the DC ripple

Output di/dt inductors are used to limit the rate of rise of output current

Here an auto transformer is used to generate 3 ph 415 V AC to power blower motors

used for forced cooling and also to provide a neutral point to the load

Hotel load computer issues the firing signals to IGBTs to maintain constant output
voltage

Rating of IGBTs is 1200 A, 2500 V

Pulse by pulse status of the IGBTs are monitored by hotel load computer

Hotel Load Computer consists of following Cards MHLPS Power supply module
MHLOFC OFC interface with IGBTs
MHLCC Control Computer
MHLAIP10#1 Analog input card 1
MHLAIP10#2 Analog input card 2
MHLAIP10#3 Analog input card 3

- 25 -

Blower Assembly:

Two 3 ph, 415 V blower motors are provided for forced air cooling of buck chopper
IGBTs, free wheeling diodes, and hotel load inverter IGBTs.

Auto transformer is used to generate 3 ph 415 V AC to power these blower motors

The two phase currents of the blower motor are monitored by the hotel load computer.

Hotel Load Blower

Contactor Assembly:

To maintain the compatibility with exiting EOG two feeders are provided.

These feeders are connected to the hotel load inverter through feeder contactors.

Each of these contactors is a four pole contactor.

On each feeder one earth leakage and one feeder overload relay module are provided.

Two sets of cables (three phase lines, one neutral, one earth, two feeder control lines) are
run from each feeder contactor in this cabinet to the two ends of the locomotive to
connect with the Inter-vehicular couplers.

Hotel load Contactor

- 26 -

User Interface Panel mounted on ECC#1 in Driver Cab:Five indication lamps which shows status of HL converter showing

HL inverter input ON

HL inverter ON

Inverter Fault

Inverter Earth fault

Inverter Over load

Hotel load User Interface Panel

- 27 -

Hotel Load scheme with Siemens AC-AC Traction System:

Recently DLW has placed POs for 06 nos. AC-AC traction system, integrated with Hotel Load
along with DPS for WDP4B locomotives, on M/s Siemens. Proposed Hotel Load scheme with
Siemens AC-AC Traction System is mentioned below:
Functional Description:
Hotel load inverter is a part of TCC itself. This Hotel Load inverter shares common DC-Link
power as used by traction inverters. The operation of Hotel load during motoring and dynamic
braking is as follows:
DC link voltage input to Hotel Load inverter is maintained at bare min. and varies up to 2800V
DC. The Hotel Load inverter module converts this DC Link power to 3- AC 750 V / 50 Hz
output through firing pulses. This 3- AC output is then applied to transformer for Isolation to
ensure passengers safety. Output of the transformer is then fed to the Hotel load switchgear
cabinet which houses various switchgears, Current and voltage transducers and various
protection systems for ensuring safe working of Hotel Load. Eventually output is then fed to IV
couplers through switchgears / contactors.
There are total 4 IV couplers on a locomotive, two on each front and back side of the locomotive
for connecting 3- AC output to the feeder lines. These feeder lines in turn provide 3- AC to
transformer of the coach which in turn converts this to 415 V 3- AC outputs which is used for
power supply to the coach load.
With the use of brake chopper inside TCC, we are able to divert dynamic brake power to Hotel
Load requirement thus bringing in energy saving and efficiency in whole system.

*****

- 28 -

Section A5

Distributed power system

(DPS) for WDG4/WDP4B
Locomotives (4500HP)

- 29 -

FIRST EVER DISTRIBUTED POWER SYSTEM (DPS) FOR 4500 HP

WDG4/WDP4B LOCOMOTIVES
INTRODUCTION:
On Indian Railways goods trains run on Ghat sections which are as steep as 1 in 37 and 1 in 50.
Many times it requires 6 to 7 locomotives to haul goods trains on these steep gradients. Due to
limitation of coupler capacity, all the locomotives could not be attached in front of the train. It
is proposed to work the goods trains with three locomotives consists placed at the front, middle
and rear of the train. A remote control system for locomotive through a wireless link is,
therefore, developed for controlling locomotives placed in the train consist from the leading
locomotive. This system is called Distributed Power Control System. DPS also enables to
enhance the passenger train capacity in train set formation for quick reversal on the same track
and platform. DPS also finds a use where running freight loads in a short circuit where there is
reversal constrains at either ends.
DEVELOPMENT OF DPS SYSTEM FOR WDG4/WDP4B LOCOMOTIVES:

A developmental PO was placed on M/s Medha /Hyderabad for Indigenous design,

development supply and testing of AC-AC traction system and electrics for WDG4
locomotive to RDSO spec no. MP.0.2400.38 for 2 Loco sets with Distributed Power
Control and 2 loco sets of WDP4 on M/s Medha. M/s Medha has supplied the 02 loco set
of AC/AC traction system with Distributed Power Control and fitted on WDG4-12169 &
WDG4-12189 and performing satisfactorily.
Further a P.O. No.060980150.09280721 dated 31.08.2009 was placed on M/s
Medha/Hyderabad for 02 nos. Distributed Power Control system along with additional
Hotel Load Inverter. The supplied Distributed Power Control system against this P.O was
fitted on WDP4B-40001 and WDP4B-40003 with Hotel Load and tested at DLW.
Presently both locomotives are homed at TKD/NR Railway.
As per Railway Board directives, procurement of 60 nos DPS is under process.
Recently, DLW has placed POs on M/s Siemens & M/s Medha for procurement of AC-AC
traction system, integrated with Hotel Load along with DPS for 6 nos & 2 nos respectively.

SALIENT FEATURE OF M/S MEDHA MAKE DPS SYSTEM: Synchronous Wireless Communication for a distance of 1.5Km.
Braking Actions from Multiple Locomotives in the formation.
Making the different locomotives in the formation to work with different powers.
Air Flow sensing mechanism in case of wireless communication failures.
Locomotive can be used as Lead or Remote.
Detection of Break in continuity or partitioning of Train formation.
Operated in UHF Band
FUNCTIONAL DESCRIPTION OF M/S MEDHA MAKE DPC SYSTEM: DPC system is developed by M/s Medha as per the RDSO Specification No.
MP.0.04.02.03 (Rev 0) October-2005 & it is compatible with M/s Medha AC-AC raction
system MAS 696.
- 30 -

Radio Link ( Both Directions)

Remot
Pus
Push
l
e
h
Pull
Remot
This system is used
to communicate with two or more Locomotives in the formation placed
e Loco
remotely to each other for Synchronized running of the Locomotives to allow Operation of
Loco
Longer Train.
Remote Locomotives
are controlled and operated from the Lead Locomotive.
Bra
Communicates with other similar system in the formation for exchanging the Control,
Remot
operating and Status
signals for running the formation and displaying the status in the Lead
Locomotive.
e Loco
Communicates with the Locomotive Control System for getting / giving the Operating
Control Signals for ke
running the locomotive and for getting Status signals for showing the
status of the locomotive.
Pipe
Communicates with the Display for showing the status of all the Locomotives in the
formation.
Communicates with the Trail Locomotive which is connected as wired MU to Remote DPC
unit through Train Line Wires.
In the locomotive DPC system Interfaces with Loco Control Computer LCC, TFT Display
(MDS 740), Antenna Assembly & Air Flow Sensor (DAFS).

Data
Radio

MDPCC

MDPIF

serial

serial
serial

MILS

DPC
serial

Driver
Console

MCC
LCC

- 31 -

Display
GP
Relays

MDIP

MAOP

Air
Brake
System

Display

Block Diagram of DPC System

The Distributed Power System (fitted in ECC#1) Consists of following Cards: MDPCC Medha Distributed Power Control Card- For communication with
LCC, wireless system for communicating with other DPC systems, reading &
writing of Train Line Relays.
MDPIF Medha Distributed Power Interface Card- For communication with
Display and data logging.
MDIP Medha Digital Input Module- For converting the 74V locomotive control
signals into Isolated low voltage 5V signals.
MILS Medha Digital Output Module- For converting 5V digital signals into
Isolated 74V signals for driving the Locomotive relays and contactors.
MAOP Medha Analog Output Module- For converting the Dynamic Braking
command signal (received from lead locomotive through wireless data) to isolated
analog signal of 0 to 74V.
MLCPS Medha Locomotive Computer Power supply- For generating low
level regulated voltages for the modules in the system with input of 74V.

One set of Radio with 5 watt power and Antenna has been fitted at roof top of ECC#1 on
each locomotive. This radio works on the 433.975 MHz frequency.

One no. TFT LCD (MDS 740) Display has fitted in each Driver's Control Stand with
DPC system have following specifications-

CONTROL FUNCTION THROUGH DPS:

Throttle control
Dynamic brake control
Automatic brake control controlled by CCB air brake system of M/s New York Air Brake
Loco independent brake control
Tractive effort limiting
Automatic emergency braking
Automatic switching on of flasher light
Sanding
Over ride control

Throttle- Operation of throttle handle (1st to 8th and 8th to 1st) in lead unit is transmitted
and repeated on remote unit.
- 32 -

 Dynamic Brake Control- Operation of DB (0% to 100% and 100% to 0%) in lead unit is
transmitted and repeated on remote unit.
Auto Brake Control- Operation of Air Brake (A9) in lead unit is repeated in remote unit.
Loco Independent Brake- Operation of Direct Brake (SA9) in lead unit is repeated in
remote unit.
Tractive Effort Limiting- The TE limit will be enabled / disabled on the trailing
locomotive at the same time whenever this feature is enabled / disabled from the lead
locomotive.
Auto Emergency Braking- To avoid run away train automatic penalty brake application
feature is provided in the system for both Lead and Remote Locomotives.
Sanding- When ever sanding switch is operated in the Lead the sanding will be happened
in the remote also.
Over ride function- The Over ride functions available in the system
Running of Remotes in Different Power- This option is useful for running the
Lead and Remote with different Powers.
DB Cutout- This Option is useful for isolating DB operation from Remote.
Power Disable- This Option is useful for isolating power from Remote.
Brake Pipe Cutout- This option is useful for isolation charging from Remote.
Brake Isolation-This Option is useful for making the Remote to work as Banker.
Direct brake Cutout-This Option is used to isolate the Direct Brake of Remote
from Lead Direct Brake.
ADVANTAGE OF DPS SYSTEM:

Distributed Locomotives - higher Aggregate HP with lesser peak coupler forces.

Longer Trains imply higher traffic throughput
Continuous Brake Pipe with multiple braking locomotives - Shorter Braking Distances and
faster Brake Pipe Charging.

*****

- 33 -

Section A6

Remote Monitoring &

Management of
locomotive & trains
(REMMLOT) System

- 34 -

REMMLOT System

(Remote Monitoring & Management of Locomotive & Trains)

INTRODUCTION
REMMLOT is a network oriented system connecting all Locos with a centralized
Loconet Management System through CDMA, GSM, & GPS network.
Locomotive Train Management System (in short LTMS) provides Data with a single
point access through Internet to all the Railway Staff at remote locations. LTMS is a 24 * 7
service provider. Reports like Health status, Fault status, Fault Data Pack, Event recording,
Life Time data and Operational information of the Locomotive are generated by LTMS
software. Reports generated by this system can be used by the managers for decision making,
Fault analysis, Trouble shooting or diagnosis, Check performance of locomotive etc., All the
critical information regarding a locomotive is saved in database for quick retrieval. Data
source for LTMS is LRMS (Locomotive Remote Monitoring System). Data retrieval in the
LTMS is asynchronous. The objective of LTMS is to provide data globally and helping the
Railway staff in Fault diagnosis and analyze Driver/Train performance, Locomotive
performance. Whenever required, Railway staff can compare the performance of different
locomotives with a single click. Different Data Types information like Health Status, Fault
Status, Event Recorder data are transmitted from LRMS to LTMS at periodical interval of
time. LTMS also provides a feature called mapping which locates locomotive position on
Google map. All the critical information regarding a locomotive is saved in database for
quick retrieval. This system can be used to improve operational safety and service the
locomotives better.
Development Stages1.) RDSO vide their letter no. SD.DEV.REMMLOT dt. 24.09.07 had requested for
procurement of 100 sets of the REMMLOT system.
2.) A DLW P.O. no. 060880050.09280720 dt. 20.07.2009 was placed on M/s Medha
for 100 nos. REMMLOT as non stock item.
3.) Firm supplied 05 nos. prototype of REMMLOT system as per P.O. which were
fitted on following locomotives;
SN
I)
ii)
iii)
iv)
v)

Loco no.
WDM3D- 11307
WDG3A- 13594
WDM3D- 11310
WDG3A- 13593
WDG3A-13599

Dispatched to
Itarsi / WCR
Andal / ER
Itarsi / WCR
Raipur / SECR
NKJ / WCR

Dispatch Dt.
24.12.09
28.12.09
30.12.09
12.01.10
18.02.10

4.) As per P.O. clause RDSO issued the Inspection Certificate (IC) for above
prototype REMMLOT system vide Insp. Certificate no. SD.DEV.REMMLOT.
date 04.03.10.
5.) Firm has supplied the 95 nos. balance quantity of P.O. to DLW.
- 35 -

6.) Railway Board vide their letter no. 2007/M(L)/466/ 19 (84) Vol II dtd.01.12.09
has allotted 85 nos. REMMLOT to Zonal Rlys i.e AMV shed- 10 nos., Gy shed10 nos., Kazipet- 05 nos, NKJ- 10 nos., VSKP-15 nos., Hubli- 07 nos., KJM- 08
nos., Hawrah-05 nos., Jamalpur- 05 nos., Vatva- 05 nos., Ratlam- 05 nos and 15
nos to DLW (ALCO-06 nos & EMD-09 nos.).
7.) As per Railway Board instruction, above 85 nos. of REMMLOT has been
distributed to Zonal Railways, out of which 63 nos have been fitted on
locomotives till Jan-2011. 15 nos have been fitted at DLW (ALCO-06 nos &
EMD-09 nos.).
Configuration of REMMLOT:
REMMLOT consists of LTMS (Loco & Train Management System) and LRMS
(Loco Remote Monitoring System).
LTMS is a centralized server connected to the internet via a Static IP address
provided by Internet Service Provider to communicate with Loco Remote Monitoring
Systems, which are connected with Loco computer to obtain Locomotives health, fault
diagnostics related data and other operational data.
LRMS integrates with Locomotive Computer and GPS receiver to transmit data to LMS
through CDMA and /or GSM communication channels for data transfer that can be used for
various applications.
LocoNet Management System consists of:
1.
2.

High end Centralized Server system hardware setup

LocoNet Server software
a. LocoNet Communications module
b. LocoNet Data Acquisition Module
(i) Loco Health Monitoring data
(ii) Loco fault diagnostics related data
(iii) Loco Event Recorder data
(iv) Loco Fuel Level Monitoring data
(v) Loco Position and Operational data
c. LocoNet MIS Module as per user requirement
d. LocoNet Data Security & Access Control Module
e. LocoNet access control module for secure and controlled access to
the web server

3.

LocoNet Management System operations

a. Server maintenance team
b. LMS operations team
c. Loco Technical Experts team

- 36 -

Loco Remote Monitoring System (LRMS)

It is a rugged on-board embedded system mounted in Loco and connected with Locomotive
computer through Serial bus or Parallel Bus. LRMS is a customized system for Indian
Railways with interface for Medhas MEP-660 locomotive computer. LRMS obtains in real
time Fault Diagnostic data and other operational data from Loco computer and transfers the
information to LocoNet Management System through available communication network
(CDMA and / or GSM).
High Resolution GPS interface hardware to get Loco Position, Latitude and
Longitude information to the LMS Server.

Locos are equipped with LocoNet Remote Monitoring System

GPS

GSM & CDMA Network

Static IP from ISP
TCP / IP Protocol (Web Browser)

TCP / IP Protocol

LocoNet
Management
System

TCP / IP Protocol (Web Browser)

LocoNet Web Server

LocoNet Operations Team
MIS Report Generation
Loco Experts Team

Indian Railways
Top Management

Loco Shed
Engineers

Indian Railways
Operations Team

Function Specific Access

Loco Equipment
AMC Vendor

Function Specific Access

LocoNet Users & Its advantages:

1.

Indian Railways top Management:

a.) Effective monitoring system from any corner of the world.
b.) Real time MIS information can be sent through mails for each functional
head.
c.) Improves Planning and effective use of Locos.
- 37 -

d.) Time Study and quality study from top level to make necessary
infrastructure development plan.
e.) LocoNet Vigilance module generates automatic warning mails and voice
messages to concerned functional heads for necessary action.
2. Loco Shed Engineers:
a.) On line Loco fault diagnosis and loco performance monitoring from Loco shed
engineers desk.
b.) Technical support from Locomotive Maintenance Desk to
loco pilot for any
small corrections required during travel, incase of minor equipment
failures.
c.) Timely service cycle plan and on line report generation for each loco.
d.) Advance Service Spares plan and necessary technical support from equipment
vendors, to reduce loco down time.
e.) On line Emergency service alerts for each service shed functional head.
f.) Centralized technical support team (Loco Experts) for critical problem
solving during service.

3. Operations Team:
a.) Real time Train Position information helps to plan effectively (Note LRMS
provides only Loco Position, Latitude and Longitude data, the required
Mapping software to be integrated).
b.) Loco fault diagnosis information helps operations team to plan alternatives
in case of impending loco failures.
c.) Faster clearance of section incase of any minor loco failures through
instant support from Centralised Loco Maintenance Desk.
4. Loco Equipment AMC Vendors:
a.) Remote diagnosis of vendors equipment and monitoring of system
functional performance.
b.) Necessary corrective and preventive maintenance plan.
c.) Emergency service team deployment to site location is possible with out waiting
for loco shed engineers call.
d.) Remote access of vendors equipment from vendors design team to asses the
problem and necessary trouble shooting support to their service engineers
e.) Effective planning and monitoring for each sub-system in Loco.

*****

- 38 -

Section A7

Auxiliary Power Unit

(APU)

- 39 -

Auxiliary Power Unit (APU)

Introduction
RDSO Analysis of the locomotive data has shown that most of the run time of the goods trains is
spent IDLING for want of line clear signals on the station & yards for prolonged periods of time.
While a diesel engine is idling at 400 RPM, the diesel engine consumes roughly 25 to 30 litres of
diesel oil per hour.
The diesel locomotive performs two functions while idling at stand still; the compressor maintains
Main Reservoir pressure between 8 to 10 kgs./Sq. Cm and the alternator charges the locomotive
batteries. These two functions do not require much power; however as the full diesel engine runs
to cater this requirement, the energy consumed is very large.
Drivers generally avoid shutting down to avoid difficulty in re-starting the engine. To cater to the
above requirement APU system has been developed as per RDSO Spec. MP-0-2400-62-Rev-00Sept-09. During APU mode, Locomotive engine will be shutdown & APU engine will start
working which in turn consumes very less fuel i.e. 5 litres.
Development Stages

RDSO had purchased three nos. APU Unit from M/s Medha/ hyderabad. Out of 03, One
no. fitted by DLW on Loco no. 13583 (WDG3A) dispatched to AMV shed. After
satisfactory performance, balance two nos. were fitted on WDG-3A locomotives no. 13599
& 13602 dispatched to NKJ/ WCR and at present above three locomotives are homed at
Diesel loco shed / Gooty.

Further as per RDSO letter no. SD.WDM2.3.6 dt.25.11.2009, procurement of 20 nos. of

APU for ALCO locomotives was initiated and finally PO has been placed on M/s Medha
/Hydearbad for 20 nos.
- 40 -

Advantages
Reduction in fuel oil consumption.
Reduction in lube oil consumption.
Reduction in emissions
Extended engine life
No dependency on driver.
Automatic changeover.

Function

APU (Auxiliary Power Unit) enable charging of MR pressure & Battery charging even
after shut down of main engine.
APU maintain MR pressure to 8 KG/CM to 10 KG/CM2 after Microprocessor control
system shut down the engine.
Maintain charging of Locomotive battery.
Provision to switch over to main engine when crew required.

BLOCK DIAGRAM
`
AES with APU
In LOCO
MICROPROCESSO
SYSTEM

Engine RPM
Loco Speed
RH is in neutral
10 minutes lapsed

APU Stop
APU Start
APU LOP
Wat er level
APU Eng. RPM

S.Motors
BCP
FPC

Main
Engine

SMC

MR

A.G.

AS

Pressur
e

Compr.
Main

AC
C
Comp
r.
APU

Loco Bat.

- 41 -

APU
Engine

APU
Alt.

System Hardware and description

Compressor:

Two stage, reciprocating W type, splash lubricated with forced air cooling
system.
Discharge pressure of 10.2 Kg/cm2
During loading compressor consumes around 15 HP.
Provided with unloader valves to cut in/ cut out the compressor.

Diesel Engine:
25 BHP@1500 RPM, 3 cylinder water cooled with natural aspiration.
SFC: 166 gms/ BHP Hour at full load.
Alternator:

Battery:

3 brush less AC alternator provided with automatic voltage converter to

provide 72 V DC.
2 KW rating at 1500 rpm.
12 V for APU engine starting

Compressor directly coupled with Diesel engine through a coupling and the Alternator is directly
coupled to compressor. The Diesel Engine directly drives the compressor and the Alternator. Baby
compressor maintains MR pressure. Alternator along with rectifier generates 72V DC and charge
locomotive batteries while the main engine is shut down. These three sub assemblies are
integrated with associated interconnections to form into APU. APU is interfaced to
microprocessor control system for automatic changeover.
Auto Change over to Fuel Save Mode
Microprocessor control system monitors the loco idling condition;
MH in IDLE
Loco speed zero
BCP > 2.1 Kg/sq.cm.
As soon as loco IDLE conditions are satisfied, Loco microprocessor system starts internal counter
and monitors the healthiness of the following parameters for 10 minutes:

AES Enable
Loco engine RPM - 350-400
Loco speed- Zero
Self load mode- No
MCB1 & 2- ON
APU safety devices are in normal position ( Water level, Lube oil
pressure, Fuel level & APU shut down contactor)

If all the above parameters are satisfied for 10 minutes, the Loco microprocessor system checks
the following parameter;
- 42 -

Batt. Chg Current < 10Amp.

MR pressure >= 7.5 kgs./Sq.Cm.
EWT sensor is not faulty and EWT > 30 deg. Celsius.
EOT sensor is not faulty and EOT > 30 deg. Celsius.
BCP > 2.1 kgs / Sq.Cm.
RH in Neutral

When the above conditions are met on the locomotive, Loco microprocessor system display a
decrementing counter and a message system will enter into fuel save mode with in 60 seconds
with intermittent buzzer sounds. This would be final warning message to driver before entering
into FUEL SAVE mode.
If BC pressure is < 2.0 kgs./Sq.Cm. a message loco brakes are not applied may not enter into
fuel save mode displays on screen. Similarly if the reverse handles (RH) is in Forward / Reverse
position, an appropriate message displays and repeat every 10 seconds (configurable) to warn to
driver to set the parameter correct to enable system to go into fuel save mode. In case the driver
does not want the system to go into fuel save mode, he can keep the RH in working direction.
Loco Microprocessor system continuously monitors the required parameters while APU is
running.
In case of any of these parameter reaches below critical value microprocessor automatically shuts
down the APU engine and cranks the main engine. Status information System returning from
FUEL SAVE mode is displayed to driver and the display returns to previous screen from APU
screen.
CHANGE OVERTO NORMAL MODE WITH DRIVERS REQUEST:
When the driver wants to starts the locomotive or come out of FUEL SAVE mode he can simply
throw the Reverser to required direction. Microprocessor control system senses the status of the
reverser handle position and automatically starts the main engine with in 5 to 10 seconds.
Microprocessor confirms normal running of main engine and switches OFF APU.
APU Enable Switch is provided on the circuit breaker panel and is normally kept in ON position
enabling the APU mode by default. Loco Microprocessor continuously monitors the status of this
switch. In case of any fault in the APU, the driver can switch off this AES switch permanently to
disable the APU functionality.

- 43 -

FUEL SAVING:
A)

Fuel consumption/ hour by diesel engine

of locomotive, when idling at 400 rpm

B)

Fuel consumption/ hour by APU in APU

mode (275 GS model of M/s Mahendra
make 25 HP small diesel engine used in
APUs fitted on loco no. WDG3A-13583,
13599 & 13602 locomotive and Specific
Fuel Consumption (SFC) at 50% is 189
gms/ bhp
Fuel Saving per hour per loco

D)

Fuel saving per day per loco

( Average idling period of a loco is 9 hrs /
per day calculated on the basis of 18 hrs
idling in two days as monitored by RDSO
vide letter no.SD.DEV.APU dtd.
12/13.11.09)

F)

G)

= 25 x 189
= 4725 gms
Say 5 litre (Approx.)

= (A) (B)
= 25 - 5
= 20 litre (Approx.)

C)

E)

25-30 litre (Approx.)

Say 25 litre

= 20 x 9
= 180 litre (Approx.)

Fuel saving per year per loco

( assumed average 300 working days in a
year)
Cost of fuel saved ( in Rs.) per loco per
year
(@ Rs. 26.93 per litre as per LPR of P.O.
070952130.09128079 dtd. 29.08.09)

= 180 x 300
= 54000 litre (Approx.)

Cost per unit of the ACES with APU

(as per LPR of P.O. placed by RDSO on
M/s Medha for 03 sets)

Rs. 8,30,000/- + Taxes

*****

- 44 -

= 54000 x 26.93
= 14,54,220/- (Approx.)
Say 14,50, 000/(Rs. Fourteen Lakhs Fifty
Thousands only)

(Rs. Eight Lakhs Thirty

thousands + Taxes)

Section A8

Cab Air Conditioning units on

Diesel Electric Locomotives

- 45 -

Development of Air conditioning units on Diesel Electric locomotives

The development effort for air conditioning of EMD locomotives were started in 2004 with
placement of two developmental purchase orders on M/s Sidwal and M/s Fedders Lloyed
to DLW specification no. WDG-4/EL/PS/14. The AC supplied had separate inverters and
air conditioning units. 09 units supplied by M/s Sidwal were fitted on locomotives and all
did not perform in field because of various problems and were removed from locomotives.
These units were bulky, were protruding inside cab, thereby reducing head space and
causing difficulty in accessing control compartment also.
Further, RB issued directives regarding provisioning of air conditioner on diesel electric
loco cabs vide their letter no. 2000/M(L)/466/9 dated 23.07.07.
Considering experiences of earlier units, RDSO prepared a new specification for air
conditioning units with compact size and inbuilt inverter. RDSO defined eligibility criteria in
clause 16.3 of this specification, which reads as As a pre-qualification criteria, the
successful tenderer should have supplied same or similar design of modular AC
unit (with built in Inverter) for at least 200 locomotives. The units should have
worked on locomotives satisfactorily for at least 3 years. The tenderer shall submit
the details of AC units supplied for locomotive applications. This clause was
included to procure this item form an established source to prove out the concept on the
Diesel Electric locomotives.

Model of proposed compact air conditioning unit

A PO no. 091080010.11111254 dated 12.01.2011 for 05 nos. of AC units has been
recently placed on M/s DPG/USA. A tender for procurement of further 20 nos. of
AC units has opened on 16.12.10, which is under technical evaluation.

- 46 -

Development of Cab Heaters on Diesel Electric locomotives

The requirement of cab-heating has been a continuous demand from loco pilots for
a very long time, though not properly documented. Cab heaters are provided on
electric locomotives since long but they had not been provided on diesel
locomotives because of limitation of power. However, now with increased power
rating of diesel locomotives, the provision of cab heating arrangement has become
technically feasible.
DLW specification no. WDG4/EL/PS/29 (Rev R0) is prepared by DLW for
procurement of cab heaters. The specification for the cab heater is so designed
that developed product can be used in both EMD and Alco locomotives. It can
easily be retrofitted in existing locomotives in field. This would be very useful for
retro fitment purpose. The proposed cab heater is expected to look like:

Proposed cab heater

A developmental proposal for procurement of 20 cab heaters was initiated. GM
sanctions the proposal on 17.01.2011 and Non Stock demand has been prepared.

*****

- 47 -

Section A9

Computer Controlled
Brake system fitted on
ALCO Locomotives

- 48 -

Computer Controlled Brake System fitted in ALCO locomotives.

All the modern locomotives all over the world employ microprocessor controlled brake
system, e.g. CCB (computer controlled brake) system of Knorr Bremse or Fast Brake
System of WABTEC, as it not only lends superior safety features to the locomotive but
also improves maintainability and reliability considerably. The CCB system has the
following numerous benefits:

Higher reliability
Precise and better control of pressures
Self diagnostics
Self test
Enhanced safety through constant monitoring of critical safety functions
Simplification of Pneumatic Components

Due to inherent advantage of CCB, it was decided to use CCB on ALCO locomotives
too. Initially RDSO made a specification no. MP.0.01.00.07 (REV-01), Aug-2007 for
microprocessor controlled air brake system for ALCO locomotives. Now RDSO have
issued a common specification no. MP.0.01.00.20 (REV-02), April 2010 for both EMD
& ALCO locomotives. The CCB system has replaced the conventional panel mounted
brake system with CCB unit and A9 & SA9 valves with brake controller mounted on
control console.

Brake Controller

CCB System

Initially CCB system was fitted on two of the WDG3A locomotives (i.e. 13512 and
13574) of M/s Knorr Bremse India Ltd make. The loco no 13512 was dispatched to KJM
shed of S.W.Railway on 28 Jan 09 and loco no 13574 was dispatched to Raipur shed of
SECR on dated 29 Sep 09.
- 49 -

The successful introduction of these systems in locomotives have paved the way for
introduction of CCB on new ALCO locomotives as well as retro fitment on existing
locomotives provided with microprocessor controlled system. Later instructions had been
received from Railway Board to put these systems on 50 more ALCO locomotives (25 at
DLW & 25 at DMW). Based on the instructions, the 15 uncommon items which are
required for fitment of these CCB systems on ALCO locomotives was tendered. The
items have already been received from the suppliers and fitment of the CCB system has
started and fitted in loco nos. 13353, 13354, 13355 and 13356 till date.
Future plan:Further, the drawings for fitment of CCB in WDM3D locomotives has been completed
and is being issued to Shop. Fitment of the same is expected to start in the month of
April 2011.

Pneumatic Control Unit

Computer relay Unit

*****

- 50 -

Section A10

Computer Controlled
Brake-II system fitted on
EMD Locomotives

- 51 -

Modified Computer Controlled Brake System (CCB II)

Vide letter no. SD.Dev.CCB dated 01.12.2009, RDSO advised DLW to upgrade the existing
CCB, to incorporate the improvements made for the direct release version of CCB being used
in USA. The benefits of improved version CCB over the existing version are as under:

Simplification of solid-state equipment, including the micro-computer, to minimize

number of interface controls.

Improved reliability of providing Redundancy (availability of Back-up modes).

Ease of Maintenance (use of Line Replicable Unit approach).

Rationalization & integration of pneumatic components so as to reduce the number of

components/sub-assemblies.

User-settable parameters & compatibility with related third party equipment,

preferably using an open protocol

Further vide letter no. SD.DEV.CCB dated 22.12.09, RDSO had recommended to Railway
Board that CCB system on EMD locomotives be upgraded to enhance safety and reliability of
locomotives. RDSO had elaborated that in addition to inherent higher reliability and safety
with the improved CCB, there would be immense spin off benefits in the locomotives layout
and equipment, as under: i.

Since the improved CCB has a smaller envelope, the same would be mounted under the
radiator along side a modified after-cooler pipe. This would release space in the cab
front and a crash structure shall be provided in that space. This crash structure would
ensure that the crew is fully protected in the event of collision apart from limiting the
damage to locomotive itself.

ii.

This layout shall also trigger further improvements in the locomotive layout by moving
the ECC#1 and TCC forward and releasing space for inevitable improvements like
provision of a toilet or ACES with APU (Automatic Control of Engine Start with
Auxiliary Power Unit, which results in immense fuel savings).

iii.

Retrofitment on ALCo locomotives would be easier as the improved CCB is more

compact.
- 52 -

Based on RDSOs recommendations, Railway Board noted the benefits enumerated by

RDSO for adopting improved version of CCB and directed DLW , vide Railway Boards
letter no. 97/M (L)/466/63 (CCB) dated 01.02.2010, for fitment of 50 sets of improved CCB
on EMD locomotive at the earliest based on the latest RDSO specification no. MP.01.00.24
(Rev 01) Jan 2010)
In view of the anticipated benefits of this improved version CCB and Boards
directives, a PO was placed ( Vide PO no 041013980.10155855 dated 02/12/10) for 50 nos
on M/s Knorr Bremse India Pvt. Ltd./ Faridabad. Supply of the same is yet to commence
from the firm. Thereafter the fitment of the same shall be done on WDG4/WDG5
locomotive.

*****

- 53 -

Section A11

Fabricated Bogie Frames

for EMD Locomotives

- 54 -

Fabricated bogie frames for EMD Locomotives

With the objective to improve reliability of bogie frame, cost effective and
develop more sources, RDSO has designed 2 types of Fabricated Version
bogie frames (i.e. Fab-I & Fab-II) in place of presently used Cast Version
bogie frame.
Fabricated bogie frame (Fab-I)
RDSO has introduced fabricated bogie frame (Fab-I) for EMD locomotives (a
fabricated version of cast frames). Fabricated bogie frame (Fab-I) a lighter
version of cast bogie frame, which has been developed for EMD locomotives,
having following advantages over cast bogie frames:
1. Lighter weight (approx-500Kg less weight) in comparison to the Cast
bogie frame
2. Reduced cost - Cost of Fab-I bogie frame is approximately Rs. 5.4
lacks per bogie frame less than cast bogie frame.
3. Reliability - no casting defects
4. More sources are available for development.
On the basis of RDSO drawing no. SK.VL-400 to 406, DLW has placed
P.O.s for the fabricated bogie frames (Fab-I) to DLW part no. 17021467
on the following firms:

M/s Anup Malleable/Dhanbad- P.O. no. 040614680.07159606 dated

27.03.07 for 02 nos.

M/s Simplex Engineering/Bhilai- P.O. no. 040614680.07159362 dated

25.07.07 for 04 nos.

M/s Ved Sassomaccanica/Kanpur- P.O. no. 040614680.07159566

dated 23.08.07 for 04 nos.

Present status M/s Simplex has supplied 04 nos. of fabricated bogie frames (Fab-I),
02 nos fitted on loco. No. WDG4-12227 dispatched to UBL shed on
21.08.2009 and another 02 nos has recently been fitted on WDG412355 dispatched to BGKT Shed on 20.12.2010. Performance of the
same is under monitoring by RDSO.

M/s Ved Sassomaccanica/CNB has also developed & supplied 02 nos.

fabricated bogie frames (Fab-I) in Jan2011 which are yet to be fitted.

M/s Anup Malleable /Dhanbad has not supplied till date.

- 55 -

Fabricated bogie frames (Fab-II)

RDSO has introduced fabricated bogie frames (Fab-II) vide their drawing no.
SK.VL-507 to 510 for WDP4 (Dual cab) locomotive.
Fabricated bogie frame (Fab-II), a lighter version of Fab-I by using high
tensile plates, has been developed for Dual cab WDP4D locomotives. Fab-II
bogie frame is having following advantages over cast bogie frames:

Lighter weight (approx-1000Kg less weight) in comparison to the Cast

bogie frame and 500 Kg lesser weight in comparison to Fab-I.

Reduced cost - Cost of Fab-I bogie frame is approximately Rs. 4.8 lacks
per bogie frame less than cast bogie frame.

Reliability - no casting defects

More sources are available

On the basis of RDSO drawings, DLW has placed P.O. (no.

040880150.09162760 dated 05.03.09) on M/s Ved Sassomaccanica/Kanpur
for 04 nos. of fabricated bogie frames (Fab-II) to DLW part no. 17021492.
Present statusAll 04 nos. fabricated bogie frames (Fab-II) has been supplied by the firm.
Out of these, 02 nos. have been fitted on WDP4D-40014 (Dual cab
locomotive) and has been dispatched to TKD Diesel Shed on 09.10. 2010.
The balance 02 nos. has been fitted on loco no. WDP4D-40026 and
dispatched to TKD Diesel shed on 28.12.2010.

*****

- 56 -

Section A12

Special supplement
on Design Bulletins

- 57 -

AN INTRODUCTION TO DESIGN BULLETINS

Every knowledge based organization has considerable tacit
based knowledge resident with the individuals who have
been part of the problem solving process. Unfortunately,
with the change of roles, this knowledge tends to be lost to
the organization.
Design Bulletin aims to capture and embed this tacit
knowledge in the organization knowledge domain. The
bulletin, therefore, not only provides the solution but also
the process. Since the solution may involve action by
multiple agencies, the bulletin provides a structure to the
role of each agency for achieving the solution.
First Design Bulletin was issued on 04.06.2010 and till date
21 bulletins have already been issued. A compilation of all
the bulletins has been included in this issue of Soochna.
The design bulletins have also been posted on DLW web
site for a wider footprint to the solutions. Also since most of
the bulletins are related to the field problems, it will enable
faster dissemination to the customer.
.

- 58 -

INDEX
SN
1
2
3
4

DESIGN
BULLETIN
No
DB/01/2010/01
DB/01/2010/02
DB/01/2010/03
DB/01/2010/04

5
6
7
8
9

DB/01/2010/05
DB/01/2010/07
DB/01/2010/08
DB/02/2011/06
DB/01/2011/11

10
11

DB/02/2011/12
DB/03/2010/01

12
13
14
15
16
17
18

19
20
21

Subject

Page No.

Power assembly No.7 failures

Procedure for inspection of Air Duct
Turbo failures in EMD engines
Performance of water pumps with indigenous
make impellers on G4 Engines
Crab nut torquing on EMD engines
Inspection procedure for fully machined oil pan
Quality issue in retainer forgings SIFL make
Water pump failures on Alco locomotives
Failures of Accessory drive end gear train.

60 to 62
63 to 65
66 to 68
69 to 70

Power assembly component failures

Issue of Burning of Radiator Cooling Fan
Cables in EMD locos.
DB/03/2010/02
Provision of microprocessor driven Speed
Indicator on ALGO locomotives
DB/02/2010/01
GR operation problem in EMD locos due to
water
Ingress in TA, ECC 1 & TCC Compartment
DB/02/2010/02
Failure of air inlet hose of compressor of EMD
loco
DB/02/2010/03
Failure of Flexible coupling of Auxiliary
(Modified)
generator drive shaft on EMD locos
DB/02/2010/04
Failure of Cab Seat on EMD locos
DB/02/2011/01
Problem of Hose pipe rubbing
DB/02/2011/02
Provision of Inspector's Seat in Side Wall
instead of Cab Door in EMD locomotives &
provision of inter locking of Inspector seat and
Door opening in ALCO locos.
DB/02/2011/03
Failure of HP outlet pipe of compressor
DB/03/2011/01
Modification/Rectification in manufacturing
process of Controller ASM Dynamic in EMD
locomotives
Cable
Issue of water ingress through DB Cable cutout
Sealing/03/2011/02 in long Hood, in both side (LHS & RHS)

89 to 91
92 to 94

- 59 -

71 to 73
74 to 75
76 to 77
78 to 83
84 to 88

95 to 99
100 to 102
103 to 105
106 to 107
108 to 110
111 to 113
114 to 116

117 to 118
119 to 121
122 to 124

- 60 -

- 61 -

- 62 -

- 63 -

- - 64

- 65 -

- 66 -

- 67 -

- 68 -

- 69 -

- 70 -

- 71 -

- 72 -

- 73 -

- 74 -

- 75 -

- 76 -

- 77 -

No. dlw.m.65.262

DESIGN BULLETIN

Date - 21/01/2011

1. Design bulletin no.

: DB/02/2011/06

2. Subject

: Water pump failures on Alco locomotives

3. Background

: Zonal railways have been reporting of failures of water pump

assemblies on Alco locomotives
a) CMPE(D)/NE Rlys L.No.M/ DSL/component/Failure/Pt.III
dated 12.01.2011
b) CMPE(D)/C.Rlys L.No. M.228.RL.WDM2 dtd 11.01.2011
c ) Sr.DME (DSL) Gonda, Letter No M/GD/DSL/Stat./
Failure /2011/01, dated 17.01.11
d) RDSOs IB no. MP.IB.ES.02.12.09, February 2009

4. Failure investigation & suggesting corrective action for eliminating /arresting the
problems of water pump assembly failure.
Details of study/Investigation:
Theoretical analysis to establish adequacy of design in original design of water pump shaft
Original ALCO design of water pump shaft has a taper of inch per foot with a key slot. The
taper provides for easy installation and removal while allowing for a proper and tight fit between
the impeller hub and shaft. Advance of the taper sleeve ,with the matching internal taper ,
obtained through lock nut tightening (with 125 ft-lbs) generates an interference between
impeller bore and outer surface of the sleeve. In shaft to hub fits involving interference fit with
key, the torque is transmitted through the keys while the interference fit is to prevent rocking
and axial movement of the hub. This prevents fretting which can result in failure of shaft or
impeller. Special care to avoid too tight a fit with keyed hubs is necessary as this can induce
stresses which can cause cracking of the impeller hub.
The torque of 125 ft-lbs on the nut causes the taper sleeve to advance which in turn generates an
interference at the sleeve-impeller hub interface.
T= F d {cos tan+ } + F Do3-Di3
2 {cos - tan} 3 Do2-Di2
= pcr1 [ { (1-)/E1} + {(r2 2 + r1 2

)+ }1/E2 ]

- 78 -

(r2 2 - r1 2 )
T = Torque
= Interference
Do = Outer dia of washer
Di = inner dia of washer
= coefficient of friction
E = Youngs modulus of elasticity
pc = Contact pressure
= Poissons ratio
F = Axial thrust causing sleeve advance
d = Thread dia on water pump shaft
2 = included angle
tan = lead / x d
r2 = impeller hub outer radius
r1 = impeller hub inner bore radius
The torque that can be transmitted by the taper sleeve due to contact pressure generated by
interference = 2 F (ro 3 ri 3)
-----------------------3 (ro 2 ri 2) sin
Calculations using above equations indicate that a torque of 125 ft-lb generates a 2659 lbs axial
force on the sleeve . This axial force causes the sleeve to advance and in turn generate
interference at sleeve-hub interface. The theoretical value of interference generated at the
sleeve-impeller hub interface , as calculated by using above equations , with a torque of 125 ftlbs exerted on the lock nut , works out to around 0.0009 to 0.001. This interference at the
sleeve OD & impeller hub interface will generate a contact pressure of about 9427 psi. This
interference, even with a 70 % contact between the sleeve & shaft, is enough to transmit a
torque of about 230 hp. Here, it is pointed out that hydraulic hp of the pump is 34 hp and the
contact between sleeve & shaft taper should not be less than 70%.
Material of the components having interface :
Taper sleeve Stainless steel
Impeller Cast iron
Water pump shaft mild steel
Key mild steel
It is therefore established that the original ALCO design of water pump assembly is adequate
enough to give reliable and designed performance even with 10 impeller. The failures , as
reported by zonal railways, are therefore a result of deviations in the designed parameters for
various components generated during manufacture of these components due to a defective
process & quality control.

Discussion
The type of failures reported by zonal railways in original design water pumps has been of two
types.

- 79 -

(i)
(ii)

Breakage of shafts from the fillet / groove in the vicinity of cross-section change.
Loosening of lock nut resulting in uncoupling / slipping out of impeller from shaft.

Analysis has revealed that the cases of breakage of shafts (i.e. type (i) failures) have been
predominantly on water pump shafts purchased by the zonal railways from unapproved vendors.
The reason for such failures has been identified as improper machining of groove (notch
formation / tool marks) and inferior quality of steel.
DLW manufactured water pumps have mostly failed due to loosening of lock nut causing
slippage of the impeller out of the shaft. Fretting of the seating surface of the shafts have also
been observed which is indicative of loose coupling of the impeller over the shaft. The reasons
of impeller not getting properly tight fit on the shaft are listed below :
(a) Improper torquing (less than 125 ft-lbs or false torquing due to excessive thread friction or
wedge friction)
(b) Internal taper of the sleeve not matching with the external taper of the shaft resulting in
contact area being much less than the required minimum of 70%
(c) Shaft taper not matching with the sleeve taper
(d) Inner bore dia of the impeller being more than the maximum permissible limit
INVESTIGATION
Audit of water pump assembly procedure at DLW has revealed following deficiencies :(a) Torque wrench not being used for torquing of lock nut
(b) Only 40% of blue matching was found in taper sleeve (sample check)
(c) Heavy burr noticed on internal threads of lock nut resulting in nut running jam on shaft
threads
(d) Go / No-go gauge check revealed taper bore deviation in the taper sleeve causing gauge
to move inside the sleeve more than the permissible limit.
Further investigation has revealed that the clamping procedure during I.D. grinding operation of
the taper sleeve on internal grinder (MW No. 1908) is leading to shape distortion which in turn
is leading to generation of ovality in the taper bore in free condition post grinding. This has been
confirmed by improper blue matching between taper gauge and sleeve bore. Measurements
carried out in Main Gauge Room has also confirmed ovality in the bore of taper sleeve and mismatch in the taper angles of sleeve bore & shaft ( sleeve taper found as 1 0 54 09 against
specified 10 47 24 while that of shaft found as 10 47 51)

- 80 -

This deficiency will cause loose fit of the impeller on the shaft. Loose coupling of impeller on
shaft has been one of the main reason of impeller rocking & having a tendency of axial
movement while in service. This in turn causes shearing of the lock wire and vibration loosening
of lock nut eventually leading to water pump failure.

RDSO vide its IB no. MP.IB.ES.02.12.09, February 2009 has modified the design of water
pump shaft. The modification details are as under:
(DRG. No. SK.DP.-3900)
Material of shaft Stainless steel
- 81 -

External taper of the shaft removed

Taper & parallel sleeve not required.
Shaft dimensions allowed a transition fit (clearance of 0.0008 to interference of
0.0004) between impeller hub & shaft.
Disadvantages.
- Installation & removal of impeller from the shaft has become difficult
- Loose fitment of impeller on shaft will cause rocking and axial movement of the
impeller on the shaft thereby causing fretting failure as also loosening of the lock nut
and slippage of impeller from the shaft. Loose running impeller on the shaft can
cause shearing of key , water seal breakage and water seal damage
- Clearance fits are not normally used on shafts with speeds above 1800 rpm.
Zonal railways have reported of failures of water pump assemblies fitted with modified design
water pump shafts also.
Subsequent to the reporting from the Zonal railways of failures in modified water pump
assemblies fitted with modified design water pump shafts , RDSO issued a second modification ,
the details of which are as under :
RDSOs Modified design of impeller
Modification Impeller bore ID reduced for achieving interference in the range
0.0004 to 0.001
Disadvantages.
-

Difficult to install and remove impeller from the shaft

Damage to shaft caused during installation / removal of impeller.
Damage to impeller bore
Water seal failure due to not uniform force.

5. DiscussionThe modifications suggested by RDSO in the dimensions of water pump shaft and
impeller have not yielded desired results and the zonal railways continue to report failures in
the modified design also. Removal of taper sleeve from the modified design has made
installation & removal of the impeller from the shaft very difficult with associated damage
during the process.
DLW is still continuing with the original design of water pump shaft & impeller. The
problem of impeller loosening & lock nut opening reported by zonal railways on DLW
manufactured water pumps can be arrested by ensuring following :
(i)
(ii)
(iii)
(iv)
(v)

Dimensional accuracy in the taper sleeve dimensions (bore / taper/ thickness )

Dimensional accuracy in impeller bore I.D.
Dimensional accuracy in the taper portion of the shaft
Increased torque limit of 175 ft-lbs ( instead of present 125 ft-lbs)
Thread form accuracy of the threads on the shaft & lock nut
- 82 -

In addition to above, use of LOCTITE 232 (an adhesive recommended for heavy press fits
with curing time of one hour and properties like high temperature application - upto 300 deg
F , thin fluid with specific gravity of 1.02 and a shear strength of 1350 psi ) can be tried on
some water pump assemblies at interfaces of sleeve to shaft and sleeve to impeller hub bore.
6. Conclusion
Use of original design of water pump shaft (Pt.No. 10210246 rev- f) & impeller (Pt.No.
10124664 rev. c) with proper attention to following areas :
(i)
(ii)
(iii)
(iv)
(v)
(vi)
7.

Dimensional accuracy in the taper sleeve dimensions (bore / taper/ thickness ).

100% check with GO-NO GO gauge after I.D. grinding.
Use of properly calibrated torque wrench with torque value of 175 ft-lbs
Clean threads (external & internal) to avoid excessive friction which may lead to
false torquing
Increased torque limit of 175 ft-lbs ( instead of present 125 ft-lbs)
Thread form accuracy on the shaft & nut
Use of Loctite-232 on trial between sleeve , shaft & impeller hub bore

Implementaion :
Dy.CME(Engine), WM(Eng), SQAM, SSE(CNC/Rotor), SSE(LMS), SSE(SAS), SSE(EIII), SSE(ES), SSE(ET), SSE(E-II)

8.

Circulation:
-

CME/P, CQAM, Dy CME/Engine,

SSE(CNC/Rotor), SSE/ES , SSE(E-III)

- Sr. ED(Motive Power)/RDSO

*****

- 83 -

WM/Engine,

SQAM,

SSE/SAS,

FAX. NO,-0542-2642424, 2270104, 2270603

Email: cdedlw@Satyam.net.in
DESIGN BULLETIN

Dlw.m.65.262

Dated: 28.01.11

1. Design Bulletin no.

DB/01/2011/11

2. Subject -

Failures of Accessory drive end gear train.

3. Background -

Shed complaints of failures of accessory drive end gear train.

(Reference: CME/P/DLWs Note no. CME/P/NOTES dated
07.01.2010)

4. Objective -

Problem investigation to identify the root cause of failures of

accessory end gear train and suggest remedial action.

5. Details of study / Investigation Shop floor investigations of gear train backlash, clearances & gaps
between mounting flanges of various sub-assemblies mounted on the
accessory end cover, torquing procedures et, revealed major deviations
due to distortion in the following parameters:

Excessive & uneven gap between Elbow Water Inlet (LH) & water
pump flange ( more than 0.080)

Mismatch in flange holes between water pump and elbow flange

Gap between Pump & Elbow flanges

Excessive gap
between the
flanges of water
inlet elbow &
water pump

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Housing
16120930/40006914

Water

Pump

to

( Excessive gap demonstrated fitment with 2 gaskets in between the flanges)

Water inlet elbow

Distance between the

flanges
Variation to the extent of 2
to 4 mm as against
specified +/- 0.25 mm

Flange holes position out by around 2 mm as

against specified +/- 0.25 mm

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part

no.

Damaged gear teeth

Lube Oil pump

Water Pump

Problems in Water Pump Housing

Shifting of holes on flange &

support surface by around
2mm.

Action taken Castings are being

procured & machining is being done
in DLW.

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Causes of distortion

Excessive gap between

the flanges due to
deviation in elbow length
& shifted holes on elbow
flange and water pump
flange lead to distortion
(disturbed backlash) on
being torqued.

The Accessory end cover was aligned as per the specified procedure,
using alignment gauges mounted in the pockets meant for coupling of
water pumps & lube oil pumps. The specified backlash of 0.008 to
0.016 between the gears (water pump drive gears to gear governor
drive, gear governor drive to main lube oil pump drive gear, gear
accessory drive to drive gears of main lube oil pump & scavenging lube
oil pumps) was obtained. The assembly on the accessory end side was
thereafter completed with fitment of water pumps, lube oil pumps and
elbows connecting pumps to the water header.

Accessory cover fitment

Alignment gauges

The complete assembly was thereafter opened up. The water inlet elbows
and water pumps were removed. The gear backlash between water pump
\drive gears & gear governor drive was again rechecked using alignment
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gauges. The backlash was found badly disturbed. This exercise was
repeated on many engines under assembly and in all cases the backlash
was found getting disturbed after assembly of pumps and elbows.
Further investigation into the causes of distortion in the gear train
backlash values revealed that the dimensional inaccuracies in the water
inlet elbows (Pt.Nos. 16120954 / 8346547 & 16120978/8346691) was
resulting in the excessive pull being generated on the cover accessory
drive during torquing with the water pump flanges leading to distortion
and resultant misalignment of cover accessory drive post torquing and
this was going undetected from the shop as there is no specified
procedure to check gear train backlash after completion of assembly of
Accessory end.
Running of gear train with inadequate backlash resulted in rapid wear of
the gear tooth profiles and ultimately failures in the gear train.
6. Corrective action -

Following corrective action has been taken:

a) 100 % inspection of elbows (water inlet RB & LB).
b) Water pump housing flange squareness being checked during
water pump sub-assembly.
c) Proper gap between elbow flange & water pump flange (i.e. just
enough to allow insertion of a gasket) is being ensured during
engine assembly.
d) In-house manufacture of Elbow water inlet (LB) & Elbow water
inlet (RB) started for proper quality control.
e) Procurement of proof machined cast elbows initiated with a view
to revert back to cast elbow design (original EMD design) in the
long run.

7. Drg./Spec./Inspection plan
a) Fabrication drawing of Elbow Water Inlet-LB (PL No.16070197)
with 9 child parts and Elbow Water Inlet -RB (PL No.16070203)
with 8 child parts issued for shop manufacture of fabricated design
water inlet elbows.
b) Proof machined drawings of castings of Elbow Water Inlet-LB (PL
No.9569416/16120980) and Elbow Water Inlet-RB (PL
No.9569417/1620966) issued for procurement of castings for inhouse manufacture of cast design water inlet elbows.
8. Implementation-

RI, Inspection (E-I), Material Control cell and Design / Engine

9. Circulation-

CME (P), CQAM, CME (M)

Dy. CME / Block, Dy. CPM (MC) / Project, AQAM
SSE / E-I, SSE / RI, SSE (HWS), SSE / Design (Engine)

*****
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Email: sksingh03@indiatimes.com
FAX No. 0542-2642424, 2270104, 2270674

No. dlw.m.65.

1.

Design Bulletin No

2.

Subject

DESIGN BULLETIN
:

Objective

DB/02/2011/12
Power assembly component failures
involving damages to valve bridge
assemblies, rocker arm assemblies, cam lobe
scouring, valve droppage cases, cylinder
head fire-face cracks, piston crown damage
etc. (Reported by Zonal railways).

3. Background:

4.

Office of the: CDE

Dated: 31.01.2011

Sr.DME(D)/AMVs
L.No.
Dsl./AMV/Tech/94 dated 17.06.2009, Sr.
DME(D)/GYs L.No. S/D/M.103/24 dated
08.10.2009, Sr.DME(D)/SBIs L.No.
M.136/Loco no. 12248/MIC dated
21.08.2009, Dy.CME(D)/N.Rlys L.No.
516-M/303/GM
Loco/ML-III
dated
15.09.2009, Sr.DME(D)/Hublis L.No.
H/M/Dsl/Stores/Warranty dated. 13.03.08
& 29.04.08. Sr. DME/SGUJs L.No.
SGD/GM Loco/07/01 dated 15.12.08,
28.06.10, 10.07.10, 09.08.10 & 27.08.10
:

Failure investigation and suggesting

corrective action for eliminating the failures
related to valve mechanism components
mounted on the top deck/ cylinder head.

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5.

Details of study/Investigation:A large number of cases of failures involving

deformation of seat springs, jamming of lash adjusters,
breakage of valve bridge stem, scouring of cam lobes,
droppage of exhaust valves, cylinder head fire face crack
& piston crown crack were being reported by Zonal
railways.
Investigation revealed the root cause of these failures as
lubrication starvation between the roller bushes and race
inner. The failures initiated due to rapid wear of the roller
bushes causing impact loading of the valve bridge. This
in turn was causing jamming of the lash adjusters,
scouring of the cam lobes, deformation of the brass
spring seats, breakage of the valve bridge stem &
droppage of the valves into the combustion chamber.
Further investigation revealed that the slot dimensions of
the indigenously procured pin-cam followers were at
variance with the specified limits. This reduced the
opening for the oil passage.
Disassembly of a number of failed rocker arm assemblies
revealed uneven wear & heavy scouring of the bushes.
Wear pattern of the bushings in the rocker arm
assemblies dis-assembled from the new engines post
engine testing on the DLW test bed & Loco test shop
gave clear indications of presence of foreign particles in
the lube oil (presence of metal chips / burrs).
The source of the metal chips / burrs present in the lube
oil was traced back to the oil hole of the cam shafts (i.e.
gun-drilled hole). Heavy chips/burrs were noticed in the
oil holes of the cam shafts.

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6.

Corrective Action
:
(a) Use of indigenously manufactured pincam follower stopped (Pt.No. 19330250 / 8146111). Use of only
imported pin-cam followers (procured from EMD/USA) on engines
started from Nov-2009.
(b) Flushing and cleaning of cam shaft oil
hole started at DLW. Flushing and cleaning is being done at DLW since
engine no G4-225.

7.

Drg/Spec/Test Plan/QP modified:- Nil

8.

Implementation

Sub assembly shop

9.

Circulation

CME/P, CQAM, Dy CME/Engine,

WM/Engine, SQAM, AWM/ET, SSE/ET,
SSE/SAS

*****

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DESIGN BULLETIN
1 Design bulletin no.

DB/03/2011/01

2 Subject

Modification/Rectification in manufacturing process of Controller

ASM Dynamic in EMD locomotives supplied by M/s Kay Sons
Electrical Pvt. Ltd., Varanasi.

3 Background

M/s Kaysons Electrical Pvt. Ltd., Varanasi is a regular supplier and

Part-I approved source in RDSO Vendor Directory for Controller
ASM Dynamic in EMD locomotives.
CME/WRs vide their letter No. M.233/172/6 (EMD) Dated
05.08.2010 has intimated that some of the M/s KEPCO make
Controller Asm Dynamic failed before commissioning of
locomotives. They have also mentioned that being a new sheds,
Sabarmati Diesel shed does not have any spare to replace the
defective master controller and locomotives are being abnormally
delayed for commissioning due to defective Controller Asm
Dynamic.
In this regard, Railway Board vide their letter no. 2010/M
(L)/466/3(602) dated 09.09.10 has directed DLW to take corrective
action for improvement in manufacturing process of Controller
Asm Dynamic.

4 Objective

Improvement in Controller Asm Dynamic to EMD no.

40055299/Part No. 17050455 by changing in manufacturing
process to achieve better performance & reliability.

5 Details of study/
Investigation

Since this is a RDSO controlled item, a joint audit of the

manufacturer was organized on 27.08.2010 and 29.10.10. The
audit team included Dir/MP/RDSO and DyCDE/TC/DLW. During
audit it was found that sand cast Aluminum housing had larger
tolerances, inconsistency in dimensions and inadequate finish,
and various types of failure viz. erratic behavior of master
controller at different notches due to defect and misalignment of
control drum and throttle pin missing etc were noted. It was
decided to stop the supply of Controller Asm Dynamic till the
corrective action for rectification of the Controller Asm Dynamic is
implemented. Following corrective actions were enforced by DLW
/ RDSO.

6 Corrective action

(i)

Die Cast Master Controller housing. It was advised to

use Aluminum housing die cast in place of sand casting
because sand cast design had larger tolerances,
inconsistency in dimensions and inadequate finish. The firm
has implemented the same & shown a sample of Aluminum

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housing die cast and the quality of casting is better than

previous casting which is being introduced in the serial
production from serial no MC/R2/1111.

(ii) Machining of Master Controller housing:

There are 54 holes which are being drilled in this

housing. They were being done in 8 settings on manual drill.

There were issues of process control and alignment with
multiple settings. The firm was advised to change the
drilling process to reduce the settings. Therefore, instead
of serial drilling in separate settings, the firm has started
machining on CNC / VMC where besides improving the
accuracy, the setting have also been reduced to 05 only
A new digital Height Gauge has been introduced for checking
of the dimensions after the machining of housing and drilling as
per drawing for dimensional controls. This helps in the problem
of mis-alignment between moving parts & defects associated
with malfunctioning of Controller Asm Dynamic. The same has
been implemented by the manufacturer.
New Go and No Go Gauges (06) have been introduced for
checking of distance between holes made on the upper side for
fitment of upper shaft and readout drum.
(iii) Quality control of bought out Pins/Bushes: Analysis
had indicated variation in the hardness of split locking pins.
Therefore pin procurement (outsourced item) has been
strengthened with mandatory hardness testing of all incoming
supplies. Similar protocol has been laid out for the bushes.
Besides this, sampling plan S1 has been specified for
dimensional checking of all incoming pins and bushes.

(iv) Test stand: In addition to above Microprocessor based

computerized Test Stand for testing of each master
controller for the following operations has been installed
at the manufacturer works:
Movement of CAM & Roller switches corresponding to
throttle request (from notch 1 8) for motoring mode.
Movement of CAM & Roller switches corresponding to
throttle request (from notch 1 8) for Dynamic Braking
mode.
Correctness of electrical wiring in Master controller.

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7 Drg./ Spec./ Test

Plan/ QP modified

8 Implementation

CQAM, DyCDE/TC, Dir/MP/RDSO.

9 Circulation

CQAM, CME(P),
Dir/MP/RDSO, Dy CME/Loco, Dy CEE/ MC, Dy CDE/Veh.
SSE/TAS, SSE/TAS/Prog, SSE/LTS, SSE/Insp/Elect.

(i) Process sheet has been modified by the manufacturer.

Modified process shall be adopted.
(ii) Manufacturer had revised its quality plan QAP to Rev-02 dtd
22.09.10.
.
(iii) Drg. 10562867 of casting controller body i.e. aluminum
housing may be modified by RDSO for mentioning of die
casting.
(iv) DLW has modified its quality plan version1 to Version-2,

*****

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No. DLW/TOT/1625

Office of the CDE

Dated: 25.01.11

1. Design Bulletin No.

Cable Sealing/03/2011/02

2. Subject

Issue of water ingress through DB Cable cutout in long

Hood, in both side (LHS & RHS)

3. Background

1. In EMD Locomotives, the problem of water

Seepage/leakage inside long hood effecting ECC1 was
reported from used railways. This problem was also raised
as one of the agenda items in 2nd EMD-DMG meeting held at
SGUJ in June-2008.
2. Dy CME loco vide their letter No. Loc/Misc/08 dated
22.05.08 highlighted water ingress problem in TCC, between
TCC and Cab at KJM shed In EMD Locomotives,

4. Objective

Investigation of the cause of water seepage and suggesting

corrective measures for sorting out the water ingress
problem in Long Hood, in both side (LHS & RHS).

5. Details of study/
Investigation

1. This problem was analyzed and water seepage was noticed

through DBR cables entering in long hood through cutouts
provided in DB Hatch, as there was no sealing systems were
fitted at the entrance in cable the cutout, in long Hood, in
both side (LHS & RHS).The physical position of cable cutout
before sealing application as under;

Cable entry cutout (LHS)

Cable entry cutout (RHS)

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2. In order to resolve the above issue, it was considered

essential to use some cable sealing system at the cable entry
places. In the efforts to find out the best measures to ensure
no entering/leakages of water through DBR cable cut outs,
EPDM (Ethylene propylene Dine Monomer) modular based
cable sealing system was sought.
3. For fool proof sealing system, a renowned multinational
company M/s Roxtec,/Rohtak, Hariyana (headquartered in
Sweden) world leader in designing , manufacturing and supply
of modular based cable and pipe sealing system for rolling
stock application, approached. This system has a unique and
easy solution for sealing cables with multi diameter
technology.
4. One loco set of M/s Roxtec cable sealing system fitted in
Locomotives WDP-4(20087) and loco dispatched to
BGKT/NWR in July 2009. The photos of fitted cable sealing
system in the cable entry cutout of DB Hatch are as below;

Cable sealing system (LHS)

Cable Sealing System (RHS

5. Vide DLW letter No. DLW/TOT/1625 dated 05.01.2010, Sr.

DME/DSL/NWR is requested to send performance report of
the above item installed in the loco WDP4 (20087). No
adverse report is received from shed and loco is performing
generally satisfactory.
6. A Developmental PO 060980170.09280726 dated
21.10.2009 for 20 loco sets. On M/s RoxtecFirm placed on
M/s Roxtec. Firm has supplied the items and all the sets
have been fitted in the locomotives. The detailed position of
locos fitted with cable sealing system and home shed, by
M/s Roxtec/Gurgaon, are given as below;

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PO & Date
PO
NO.
060980170.09280726 dated
21.10.2009

QTY
20 loco
sets

Loco No
12311
12312
12313
12316
12319
12320
12321
12322
12323
12324
12326
12327
12328
40004
40005
40006
40007
40018
12311

Date of Despatch
21.06.2010
18.06.2010
18.06.2010
21.06.2010
30.06.2010
22.06.2010
26.06.2010
26.06.2010
01.07.2010
19.08.2010
31.08.2010
05.08.2010
17.08.2010
25.06.2010
30.06.2010
28.06.2010
06.10.2010
02.09.2010
21.06.2010

Shed
SWR/UBL
SWR/UBL
SWR/UBL
SCR/GY
SCR/GY
SCR/GY
WR/SBI
WR/SBI
WR/SBI
WR/SBI
SWR/KJM
SWR/UBL
SECR/RYPS
NR/TKD
NR/TKD
NR/TKD
SWR/KJM
SWR/KJM
SWR/UBL

7. The first sample was fitted in loco 12283 (WDG4) and

Fitment Report from SSE/LAS was found satisfactory. All the
sealing systems have been fitted in the locomotives and no
adverse report received from shop/shed till date.
6. Corrective action

Hence it is decided to install the above cable sealing in all the

new EMD locomotives.

7. Drg/Spec/Test/Plan

As a regular fitment Drawings/specification has been prepared.

1. Purchase specification WDG4/EL/PS/30
2. Cable Sealing assly. (LHS) DRG 18461050 Cable Sealing assly (RHS)
DRG 18461062

3. Assembly DRG. 10630493 modified.

8. Implementation

The above EPDM modular based cable sealing system is

unique and an easy solution for sealing of cables with multi
diameter technology providing protection against fire, water,
Vibration, pull tension noise as well as rodents.
Now Change Notice No. CDE/EL(EM)/WDG4,WDP4,WDG445 & WDP4B /2010-1/34 dated 10.11.2010 has been issued
for regular fitment and cut-in-point as per DY CEE/MC has
been decided as Oct. 2011-12 and right now stocking of this
item has been completed for regular procurement.

9. Circulation

CME/P, CQAM, DY CME/Loco, WM/LAS, SQAM,

AWM/Test, SSE/TAS

*****
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Section B

Compendium of
failure investigations

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INDEX

SN

LAB No.

Subject

Page No.

C&M/F-11

Failure analysis of CBC Coupler

127 to 132

C&M/F-12&15

Failure analysis of Coil Spring

133 to 137

C&M/F-17

Failure analysis of Single Coil Spring

138 to 142

C&M/F-23

Failure analysis of Hex Bolt

143 to 146

C&M/F-122

Failure investigation of Air Compressor Outlet Pipe

147 to 150

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SUB:- FAILURE-ANALYSIS OF CBC COUPLER TO EMD PART NO.10632625 (Drg.

No. SD 2375/1, OF M/S. MUKAND LTD/BOMBAY), INSTALLED IN LOCO NO.12264;
RECEIVED FROM SR. DME (DLS) / SABARMATI W. RLY.
REF:- Letter No.C&M/SBI/DL/LAB/MI-6, Dtd.04.03.10; of Sr DME (DLS)/SABARMATI,
W. Rly.
1.BACK-GROUND:
(i)The subject component got failed in service, on 27.02.2010; at SUNR (RJT. Divn.). The
same had been installed in the subject Loco., during Loco. manufacture at DLW/BSB. The
date of its installation was, however, not reported upon.
(ii) Stamping mark on the component was: BH 232/S-540 (as reported upon in the letter
referred to above).
(iii) Prima-facie report, covering Matl. aspects as well, was not received from the Shed.
(iv) Only a fragment of the failed-component was forwarded to this Lab., with the letter under
reference; for probing into the reason/reasons behind the failure.
(v) As per the originating letter, the failed item was seen by GM / DLW, during his visit to the
Shed.
(v) Results of the Examinations/Checks, conducted with the failed-item, are furnished hereunder.
2.VISUAL EXAMINATION:
(i) No marking was found on the fragment received here.
(ii) The fragment was received in gas-cut condition, at one end. The fragment had got cracked at
the Knuckle Pin Hole. In this regard, Photo-print Nos.1 to 3/Annexure-A refer to.
(iii) The said fragment was further sectioned here, into several parts. The Fracture-Face was of
Coarse- Crystalline natureindicating Instantaneous Rupture. The sectioned parts revealed
Voids, Blow-Holes & Porosities as well ( the last feature in both at Macro & Micro levels).
The fragment was also having adhering Slag Matl. on to it. Relevant Photo-prints, in this
context, are furnished in Annex.-A. [Nos. 4 to 8].
3. CHEMISTRY(Wt%):
ELEMENTS
20153/
Wing)

(Max.)

RESULTS

Limits/Ranges, as per AAR Specn. No..M Grade-E (copy received from Design

C
Si
Mn
P
S

0.34
0.51
0.65
0.025
0.033

Not specified
Not specified
Not specified
0.05 %( Max.)
0.050 % (Max.) for Basic and 0.06%
for Acid Steels

Cr
0.46
Not specified
* Ni
0.43

Mo
0.15

Al
0.05
Not specified
*Extents of Cr, Ni and Mo present, can not be considered as Tramps/ Residuals in this case.
- 127 -

4. AVG. HARDNESS (BHN):

E

Obtained

Limit / Range, as per AAR.M.201 GRAD

302

Not specified

5. Stnd. Specimens could not be machined out of the received fragment, due to its odd size &
profile .Hence, Mech. Properties could not be ascertained.
6. METALLOGRAPHY :
(i) In Unetched Condition, Porosities, Cavities/Voids and Blow-Holes were noticed (Ref.
Photomicrograph Nos.1 to 4, at X100).
(ii) On Etching, Tempered-Martensitic and at locations-- both Tempered Martensitic &
Ferrito- Pearlitic Matrices were noticed.
(Ref. Photomicrograph Nos.5 to7, at X200).

BlowHoles/
Voids
1

Porosities

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MicroPorosities

6
Tempered Martensitic Matrix
with micro.porosities

Ferrito-Pearlitic
Matrix with
micro.porosities

7
7. DISCUSSIONS:
(i) Non specified elements as revealed in Chemical-analysis (Ref. Pnt.3), indicate usage of
unknown Scrap Matl. The CE Value also had, consequentially, been higher (around 0.596 0.6 ).
(ii) Findings of Visual-examination & Metallography establish that, the Component was
Unsound in terms of both Strength & Toughness. Killing & Smelting of the Melt used, were
of too poor standard.
(iii) Over-all Matrix of the Casting was unsatisfactory, in terms of H/T also. This aspect also had
affected the over-all Toughness of the Casting.
(iv) Perhaps; the Inspection Agency, for this item, is RDSO. If so, the situations should also be
brought to the notice of RDSO.
8.CONCLUSION:
Failure of the component is attributed to the features said at Point. No.7 (i) to (iii) above.

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9.CORRECTIVE MEASURES RECOMMENDED:

(i) The Drg. refers to a Specn., the edition of which is of quite Vintage age and the latter should
be suitably reviewed, covering all the salient features; like Chemistry, Heat-treatment,
Hardness and all other Mech. Properties (including Wedability and Soundness aspects also); in
view of the Critical End-use.
(ii) Adequate Foundry Techniques should be resorted to and requisite Killing & Smelting of the
melt, to achieve Adequate Soundness of the Castings, must be ensured.
(iii) Possible NDE/DT Methodology should also be adapted to confirm adequacy of CastingSoundness.
(iv) Matrix should be of compatibly and uniformly Heat-treated type.
Encl.:-Annex. A.
C&M/F-11

DATE: 17.7.2010

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Annex.-A
Component:- CBC Coupler to Part no.10622625.
DLW Lab./Sample No.-C&M/F-11

Evidence of GasCutting

Cracks on the Coupler

Blow-holes

4
Slag Matl. adhered on to the surface

- 131 -

After Sectioning of the Component

Porosities/ PinHoles

Blow-holes
& Cavities

8
Fracture-Face revealed Coarse Crystalline
nature indicating Instantaneous Rupture.

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SUBJECT: FAILURE-ANALYSIS OF COIL SPRINGS, TO EMD PART NO 40075318

(INSTALLED IN LOCO NOS. 12261& 12273 / WDG4); RECEIVED FROM
DLS/SABARMATI , AHMADABAD.
Ref.:- Letters Nos. (i) C&M/ SBI/ DL/ LAB/ MI-6, Dtd.23.03.10, (ii) C&M/ DL/ LAB/ SBI / MI6/26, Dtd.16.04.10, (iii) M.233/107/MIC/ SBI , Dtd. 30.04.10 and (iv) C&M/ DL/ LAB/ SBI /
MI-6/25, Dtd.10.06.10; of SR.DME /DLS/SABARMATI; W.Rly.
1. BACK GROUND:
(A)LOCO NO. 12261
(i) The Spring (of 4R/Side, R8 Bottom-most spring) had failed on 20/3/10. The spring had
been installed in the said Loco. at DLW and the Loco was commissioned on 28/11/09.
Thus, Service-life obtained was even less than four (4) months.
(ii) It was of M/s. Aboke / Jaipur make [as confirmed by ADE (Bogie)/DLW, on Ref.(iv)] and
its Identification mark was: CMAFJO 809 VL40, as reported.
(iv) Only a segment, gas-cut, from one end of the failed spring, was forwarded to this lab.
with the letter under reference (i), for probing into the possible reason / reasons behind its
failures.
(B)LOCO NO. 12273
(i) The spring (of L10 Bottom-most portion) had failed on 15/4/10. The spring had been
installed in Loco at DLW and the loco was commissioned on 20/01/10. Thus, service- life
obtained was even less than three (3) months.
(ii) The Spring was of M/S Frontier Spring/ Kanpur make [as confirmed by ADE
(Bogie)/DLW, on Ref (iv)] and its Identification mark was: CMFSK -09091-651007 AS, as
reported.
(iii) One similarly gas-cut portion, from an end, was forwarded to this lab. with the letter
under reference (ii), for probing into the possible reason / reasons behind its failures
(iv) The pertinent Prima-facie report, covering Matl. aspects, was not received.
2. Out-come of Examinations/Tests conducted with the failed portions, are furnished
hereunder:
2.(a) VISUAL EXAMINATION:
(i) Identification / Punching particulars on the Spring of Loco. No. 12261 were found as: FJ0809VL40 and those of the one of Loco. No. 12273 was:- CMFSK0909L15VL40
159.
(ii) The Punch-markings had been made atmost at the inner edge of the last coil, in both.
(iii) Each Spring had got broken into Two (2) fragments. Edges of the flattened zone, in both
the cases, were sharp and no curvature profile was noticed. Fractures had initiated from
such sharp- edges. In this regard, Photo-print Nos. 1 & 5 /Annexe-A refer to.
(iv) Fracture-faces, of both the springs, were of Crystalline nature indicating Instantaneous
Ruptures.
(v) Deep Tool-Marks was also noticed on the fragment of the spring of Loco No.12273. Photprint No.9 / Annex.-A refer to.

- 133 -

(vi)Relevant photographs are furnished in Annex.-A(Fig Nos 1 to 4 are of the Spring of

Loco No. 12261 & Nos.5 to 9 of the same Loco No. 12273 ).

2(b). CHEMISTRY (Wt %):

Elements

Findings
Spring
of

Specified Range / Limit (as per EMS-71)

Spring

(5150H/5160H/50B60H/51B60H/8650H/8655H/8660H/4161H )
Loco No 12261
Loco No 12273

C
Si
Mn
P
S
Cr
Mo
V
* Chemistries
.

0.55
0.55
0.24
0.28
0.76
0.73
0.023
0.019
.
0.013
0.011
1.02
1.02
0.16
0.15
0.08
0.19
do not conform to any of the eight (8) grades

(c) . Avg. Surface HARDNESS (Rc):

Finding
Spring of
Spring of
Loco No 12261

45

specified in EMS-71; in totality.

Specified Range (as per EMS-71)

Loco No 12273

45

44-48

2(d). MACRO- EXAMINATION (at X10):

Samples of both the springs were deep etched and no harmful Inclusion was noticed.
2(e). MICRO -EXAMINATION(at X200)
On etching, the samples revealed, Tempered Martensitic Matrix.
Relevant Photomicrographs are furnished hereunder (Nos. 1&2).

- 134 -

of

(1)

(2)

3.DISCUSSIONS:
(i)

Chemistries do not conform to any grade of EMS-71, in totality. V contents are

inconsistent. Due to nonconformity to Specified Chemistries; no remark can be made
towards the Resilience aspect of the Springs.
(ii) Macro & Microstructures and Hardness (Avg.) values were satisfactory, in both the cases.
(iii) Identification marks - having been punched almost at the edges (in both the Springs),
Mech.
Notches were consequentially generated; which, in turn, had served as Stress-raisers in
service and ultimately led to Ruptures, in Sudden mode.
4.CONCLUSION:
Failure of the component is attributed to the above said features [Ref. 3(i) & 3 (iii)].
5.CORRECTIVE MEASURES:
(i) Precise Chemistry should be worked-out, incorporated in the Drg. and the same must be
strictly adhered to by the manufacturers.
(ii) Identification and other relevant markings should be punched /stamped suitably, so as to
avert formation of any such Mech.Notch..
(iii) Change in profile should not be drastic and proper curvature should be provided with at
the Flattened ends.
Encl.:-Annexs. A and B
DYCCMT
DLW
No. C&M/F-12&15 DATE:- 01/7/10
- 135 -

A
Component:- Broken Coil Spring, to Part No.400075318, of Loco No.12261.
DLW Lab./Sample No.- C&M-F-12
Manufacturing Identity

2
Sharp edges

4
Origin of fracture

- 136 -

Annex.-

Component:- Broken Coil Spring, to Part No.400075318, of Loco No.12273.

DLW Lab./Sample No.- C&M-F-15

Manufacturing identity

Sharpe Edges

8
Origin of fracture

Tool Mark

- 137 -

SUBJECT: FAILURE-ANALYSIS OF SPRING SINGLE COIL / 8 O.D., TO EMD PART

NO. 40075318 (INSTALLED IN LOCO NO. 12257), RECEIVED FROM DLS/GOOTY.
Ref.:- Letter No. R/SIG/WARANTY, DTD.18.5.10; of SR.DME (D), DLS/GOOTY.
1. BACK GROUND:
(i) The subject Spring had been installed in Loco No.12257 (at location L-7) at DLW and the Loco
was commissioned on 03.11.2009. This Spring had, subsequently, got failed on 17.05.10.
(ii) The Service-life obtained from this Spring was only of about 6 months.
(iii) It was of M/S. Aboke Jaipur make, as mentioned in the letter referred to above.
(iv)The failed item was forwarded to this lab. with the letter under reference, for probing into the
possible reason / reasons behind the failure.
2. Out-come of Examinations/Tests conducted with the failed item, are furnished hereunder:
2.(a) VISUAL EXAMINATION:
(i) Identification mark/ Stamping particular was found as: CMAFJ0809VL40.
(ii) The Spring had got broken into four(4) fragments (broke from the 8th, 9th &10th turns, from one
end). In this regard, Fig Nos.1 &2 of Annexure-A refer to.
(iii) All of the Fracture-faces revealed Fatigue- Cracks ( of about 3 to 5% of the Cross-sections) &
remaining parts of fracture-faces were of Herringbone / Chevron (indicative of Shear-Ruptures)
type pointing towards the origins of fractures Characteristically. The respective Origins of
Fatigues are indicated by arrows in page no.2 of Annexure-A.
(iv) External Dent marks were also noticed on the Spring; roots of which had acted as ServiceStress Concentrators and in turn, led to nucleation of the Fatigues (Ref. Page 2 / Annexure A).
2(b). CHEMISTRY (Wt %):
Elements

Findings

C
0.55
Si
0.24
Mn
0.76
P
0.023
S
0.013
Cr
1.02
Mo
0.16
V
0.08
*Chemistry of the item does
EMS-71.

Specified Range / Limit (as per EMS-71)

*(5150H/5160H/50B60H/51B60H/8650H/8655H/8660H/4161H)
.
not conform, in totality, to any of the eight (8) grades specified in

2(c) . Avg. Surface HARDNESS (RC):

Finding
44/45

Specified Range (as per EMS-71)

44-48 [ Converted from 415 to 461 HB]

- 138 -

2(d). MACRO- EXAMINATION (AT X10):

A Transverse- Crack was observed at the 9th turn of the fracture location, on Macroetching.
Relevant Photomicrographs are furnished hereunder (No. 1& 2).

Transverse Crack

2(e). MICRO -EXAMINATION(AT X200)

Herringbone /Chevron
pattern pointig towards
origin of Fracture.

ii) The Sample on etching, revealed Tempered- Martensitic Matrix.

Relevant Photomicrographs are furnished hereunder (Nos. 3&4).

- 139 -

3.DISCUSSIONS:
(i) Chemistry of the item does not conform to any grade of EMS-71, in totality
(ii) Microstructure & Hardness (Avg.) were satisfactory.
(iii) Findings of Macro-examination was unsatisfactory, since Transverse Cracks were also
revealed.
(iv) Roots of the external dents had acted as localized Stress-concentrators in service, leading to
initiation of Progressive (Fatigue) Cracks.
4.CONCLUSION:
Failure of the component is attributed to the features said at Point. Nos.3(i), 3(iii) & 3(iv).
5.CORRECTIVE MEASURES:
(i) Chemistry should strictly be as per Specification.
(ii) Every effort should be exerted to avert existence of such Transverse Cracks, External injuries,
etc.; at all the stages.
Encl.:-Annexs. A.

DYCCMT

No. C&M/F-17 DATE:21/6/10

- 140 -

Annex.-A
Component:- Coil Spring, to Part No.40075318,of Loco No.12257(Make-M/S. Aboke Jaipur)
DLW Lab./Sample No.-C&M/F-17

1
8th turn

3
Dent Mark/Tool Mark

Manufacturing identity

- 141 -

9th turn

10th turn

8ii

8i
5

6
9i

9ii

10i

10ii

10

- 142 -

Sub:- FAILURE - ANALYSIS OF HEX BOLT to PART NO. 40037899 (installed in LOCO
NO.12228), received from Sr.DME/DLS/SABARMATI.
Ref.: Letter No.C&M/SBI/DL/LAB/MI-6, Dtd. 31.08.2010; of Sr.DME(DL)/SBI.
1.BACKGROUND:
(i) The subject component was found in broken condition, on 28.08.2010. It was detected during 360
days scheduled in the Shed.
(ii) The component was fitted in the Loco, at TM Gear Case No.3, during manufacturing at
DLW/BSB. The Loco was commissioned on 19.8.2009.
(iii) The service life obtained was of about one (1) year only.
(iv) Both of the broken pieces were forwarded to this Lab., for detailed investigation, with the letter
under reference.
(iii)Findings /Results of the carried-out Examinations &Tests are furnished hereunder.
2.VISUAL EXAMINATION :
(i) Identification mark found on the Head of the Bolt was PFL.
(ii) The Bolt had got broken from the first Thread towards the Head.
(iii) Fracture face revealed Fatigue crack of about 60% in multinucleus mode (as shown in Fig.No.3). Rest of the Fracture-face was crystalline in nature (final Instantaneous rupture).
(iv)Relevant Photo-prints (Nos. 1, 2 & 3), to these effects, are furnished as hereunder.

(1)

(2)
Identification mark

The two fragments of the Bolt.

- 143 -

One nucleus of
Fatigue Crack,
about 40%

Another nucleus of
Fatigue Crack,
about 20%

3.CHEMISTRY ( Wt%):
ELEMENTS
FINDINGS

(3)
SPECIFIED Range/Limit, as per
EMD Spec. No. GM300-M
0.28 - 0.55

0.44

Mn

0.67

Si

0.24

0.066

0.040Max.

0.072

0.045Max

Not specified

4. Avg. HARDNESS (Rc):FINDINGS

Head Portion

29

Shank Portion

31

SPECIFIED Range/Limit, as per

EMD Spec. No.GM300-M
33 39

5. Metallographic Examinations :Macro Examn.

Sample, cut-out from the Thread portions, revealed Thin Sulphide Inclusions of Series 3.0, Rolledthread and Segregated Intermetallic Inclusions. The pertinent Photomacrographs (Nos.4 to 7) are
printed in the next page.

- 144 -

(4)

X100

Thin Sulphide Inclusions of Series 3.0

(6)

(5)
Segregated of Intermetallic Inclusion

X10

(7)

Flow-lines of Thread rolling

Micro. Examn.(at X100)
In Etched Condition, the micro. specimen revealed Tempered Martensitic Matrix at the surface
region and Tempered Martensitic Matrix, with free Ferrite of about 5%, at the Core. Relevant
Photomicrographs (Nos. 8 & 9) are printed in the next page.

- 145 -

Free
Ferrite

(8)
Tempered Martensitic Matrix,
at the surface region

X100

(9)

Tempered Martensitic Matrix with

free Ferrite of about 5%, at the core

6. DISCUSSIONS :(i) The Steel used for manufacture of the items was too unclean. Such High levels of Inclusions and
detrimental elements (S & P) are not at all allowable in such critical applications.
(ii) Chemistry of the component was not conforming to the Specification. Such high P, S and
N.M.Inclusion contents are not desired since they leave the matl. both Cold & Hot Short.
(iii) Avg. Hardness values were lower than Min. specified limit, both at the Head as well at Shank
portions.
(iv) H/T rendered with the Bolt, was inconsistent.
7.CONCLUSION:Failure of the component is attributed to the points said at 6 above.
8. Remedial Measures:(i) The Basic Steel must be free from such High-Levels of Inclusions, S & P.
(ii) H/T Cycles must be Adequately Monitored, during Production.
(iii) Matl. properties also should be checked adequately, at the manufacturing end as well.

No. C&M/F-23

DYCCMT

DATE: 15.10.2010

- 146 -

SUB:FAILURE INVESTIGATION OF AIR COMPRESSOR OUTLET PIPE OF PIPE

ASSY., TO EMD PART NO.10634919 (INSTALLED IN LOCO NO. 20095/WDP4);
RECEIVED FROM DLS/BGKT.
REF:Letter No. BGKT/T/102, Dtd. 26/12/2009; of Sr. DME/DSL/BGKT.
(1).BACK GROUND:
(i) The Component (i.e. the Air Compressor Outlet Pipe) had been installed in Loco no 20095
WDP4, during Sept. 09, at DLW and the loco was commissioned on 01/11/09. The Component
subsequently got failed enroute, on 23/12/2009. Thus, Service-life obtained from the item was even
less than two (2) months.
(ii) The Failed Component was forwarded to C& T Lab/DLW, for probing into the possible reason /
reasons behind such prematured-failure.
(iii)Adequate History / pertinent Prima-facie report (on Matl. aspects) was not received with the
originating letter.
(iv) Out come of the Examinations /Tests conducted with the failed item, are furnished
hereunder:
2.VISUAL EXAMINATION :
(i) Manufacturing identity was not found on the Component.
(ii) Parting took place at the weld - joint. Incomplete Penetration/ Fusion was evidential at the
Fracture-face [Fig. No. 2 / AnnexureA].
(iii) Synthetic Fiber Cloth & Metal Foil were found wrapped on the pipe, in lieu of Galvanizing.
(iv) Relevant Photographs are furnished in Annex- A.
3.CHEMISTRY(Wt.%)
ELEMENTS
FINDINGS

SPECIFIED limits(Max.)[ as per EMS-54, referring

in turn to ASTM- A53 Type S, Grade B]
C
0.22
0.30
Mn
0.35
1.20
P
0.019
0.05
S
0.016
0.06
Si
0.27
Not specified
*Cu
0.11
0.40
* Cr
0.05
0.40
* Ni
0.40
* Mo
0.15
*V
0.08
* The sum of nonspecified elements (Cu, Ni, Cr, Mo & V) shall not exceed 1.00%Max.

4.Mechanical Properties
FINDINGS
i) UTS
ii) Elongation

SPECIFIED[ as per EMS-54, referring in turn to

ASTM A53 Type S, Grade B]

62397.36 PSI
23.6 %

60000 PSI(Min.)
19 %(Min.)

- 147 -

5.METALLGRAPHY
5.(a)Macro-examination(X10)
The remnant Weld as also, the Fracture-Face revealed existence of Cracks. Relevant Photomacrographs, to this effect, are furnished hereunder:

Crack on outer surface

of the remnant Weld.

Crack on Fracture-face
of the Weldment.

5.(b)Micro-examination(X100)
Micro-specimen, cut-out from vicinity of the fracture-face, did not show any abnormal inclusion, in
unetched condition. Ferrito-pearlitic matrix (Normalized) was noticed in etched condition. The
Relevant Photomicrographs are furnished hereunder:

Normalized Matrix

(at X100)

- 148 -

6. DISCUSSIONS
(i) Chemistry & Matrix were satisfactory.
(ii) Protective measure adopted was absolutely nonstandard.
(iii) Quality of Weld-joining was inferior; which didnt favour the item to bear with the ServiceStresses.
7.CONCLUSION
Breakage of the item is attributed mainly to the unsound Weld-joint [Ref. Pnt. No. 6(iii)].
8.REMEDIAL MEASURES:
(i) Quality of Weld-joint should be sound and monitored by suitable NDE techniques (like LeakTest, Radiography, DPE; etg.).
(ii) The Specified Matl. aspects should strictly be adhered to.
Dy.CCMT

C&M/F-122, Dtd.22/6/2010
DISTRIBUTION
(i) CDE
(ii) CQAM
(iii) Dy.CME/(Loco)
(iv) Dy.CDE(V)-With an additional copy, for further disposal; pl.
Encl.-One.

- 149 -

Annex.-A
Component:- Air Compressor Outlet Pipe[ of Loco No.20095/WDP4 (Pipe of Assy. to EMD Part
No.10634919)].
DLW Lab./Sample No: C&M/F-122

Location of
Parting-off

(1)

(2) Parted Cross-section

Incomplete
Penetration

Wrapping with
Metal Foil
finally

(3)
Wrapping with Synthetic Fiber Cloth

CMS I / Met.

- 150 -

Section C

Summary of
Important & Relevant
Change Notices
(Jan09 & onwards)

Change notices are changes introduced in the current design of components/assembly.

Proposal change notices are initiated by design office. This passes through material
control, planning office and concerned shop in DLW before issue of final change notice
by CDE/DLW. A necessary change in structure is done by material control office after
receipt of final change notice. Subsequently shop/DLW starts working as per revised
drawings only. This is also informed to DMW and RDSO in standard format.

- 151 -

SN

1
Veh

2
Veh

R/DESIGN/CHANGE MONITOR
Brief Description of
Modification

Loco Type

Use of ATHS Bogie (fabricated

trimount bogies) on WDS6 AD
Loco in place of cast CO-CO
bogies.

CDE\VEH\WDS6
ADT/ 0817
DT.19.02.09

WDS6 ADT

Use of Equalizer less Bogies in

place of high Adhesion bogies
and TM 4907 shall be used in
place of TM 5002 (GE TM 752
AH 36 shall be alternate to
BHEL TM 4907)

CDE\VEH\ WDM3D/
0818 DT.19.02.09

WDM3D

Clamp qty. revised as per shop

requirement

CDE\VEH\ WDG3A/
WDM3D/ 821
DT.02.03.09

3
Veh

Rationalization of air dryer for

EMD and ALCO Loco.
As per.
4
Veh

5
Veh

Change Notice No.

and Date

Tie bar assembly deleted from

Brake Rigging Kit & added in
Brake application & marked it as
shop manufactured item.

WDM3D,
WDG3A

Cut in Point (Loco

No.,Month &
Year)

Major Drg. No.; (if

retrofittable)

Oct. 2010 AND

ONWARD
WDS6 ADT-577

11522021 &11522033
1150210,
11522069,70,82,94,
11522290

sep. 2009 AND

ONWARD
WDM3D-0208

11522197,
11520747,
11520769,
11522252,64,76
11521983,11522240,
11521971,11521995,
11522008

For kit
April- 20101
AND ONWARD
WDG3A-1161
WDM3D-0242

10065801,
11567582,
11569736
11569992,
11070031,
11567740,11073380,
11569724

CDE\VEH\ WDG3A/
WDM3D/
WDG4/WDP4/822
DT.03.03.09

WDM3D,
WDG3A,
WDG4
WDP4

ALCO-loco
Oct. 2010
and onward
WDG3A-1135
WDM3D-0238
EMD-May-2010
WDG4-0131
WDP4-0307

11563280
11569748
11631303
10661339

CDE\VEH\ WDG3A/
WDM3D/ 0823
DT.19.03.09

WDM3D,WD
G3A

july 2010 AND

ONWARD
WDG3A-1123
WDM3D-0235

11520103
11520334

- 152 -

RDSO Ref.

Retrofitta
ble
( or x )
D P S
M O H
W H E
D

RDSO Letter
no.SD.DFM.A.4.7.1.3
DT.17.09.08

6
Veh

7
Veh

8
Veh

Feed pipe gage application to

part no. 17045010

CDE\VEH\WDG4/
WDP4/825
DT.26.03.09

WDG4,
WDP4

As per shed (HUBLI) complaint ,

change in super structure
WDG4, WDP4 Loco

CDE\VEH\WDG4/
WDP4/826
DT.30.03.09

WDG4,
WDP4

WDS6 ADT under frame convert

from tetra mount to Tri mount.

CDE\VEH\ WDS6
ADT /829
DT.13.05.09
CDE\VEH\ WDM3D
830 DT.05.06.09

WDS6 ADT

9
Veh

WDM3D Partition assly (engine

& Gen.) to part no 11549993
revised by shop.

10
Veh

Prepared Separate drg. for

Buffer application Of WDS6 ADT
loco.

CDE\VEH\ WDS6
ADT /831
DT.13.05.09

WDS6 ADT

Size of packing and Sim revised

Size of packing, Sim deleted and
packing washer made
applicable.
Interlock washer introduced in
place of spring lock washer

CDE\VEH\ WDG3A/
WDM3D/ 0833
DT.26.06.09

WDM3D,
WDG3A

Lubricating hole deleted from pin

and Eq.Pin and grease nipple
deleted from bogie arrgt.

CDE\VEH\ WDG3A/
WDM3D/MTA-ZR
0834
DT.02.07.09

Use of modified hand brake in

place of conventional type hand
brake

Modification in hand brake cover

assly for fitment of modified hand
brake to part no.11669160.

11
Veh

12
Veh

13
Veh

14
Veh

WDM3D

May--2009
and onward
WDG4-0203
WDP4B-0081
WDG4-4500-001
WDP4-0076
Aug--2009
and onward
WDG4-0217
WDP4B-0086
WDG4-4500-003
WDP4-0076
Jan-2009
and onward
WDS6AD-0552
July-2009
and onward
WDM3D-0096
WDS6AD-0543

17045010
17290193

17042719
17043098
17041983

11549993

AUG.-2009
and onward
WDS6AD-0248
Sep. 2010 AND
ONWARD
WDG3A-1200

11029365,
11275560
11609606

WDM3D,
WDG3A

April . 2011
AND ONWARD
WDG3A-1157
MTAG3A-0029

11520425,37,
11028890,93,
11168055,67

CDE\VEH\ WDG3A/
WDM3D/3E/3F/WDS
6ADT 0837
DT.21.07.09

WDM3D,
WDG3A

November. 2010
AND ONWARD
WDG3A-1150
MTAG3A-0239
WDS6ADT-579

11024460,11011245,
11669160

CDE\VEH\ WDG3A/
WDM3D/0838
DT.23.07.09

WDM3D,
WDG3A

DEC.-2009
AND ONWARD
WDG3A-1111
WDM3D-0215
WDS6AD-557

11543413
11547881

- 153 -

As per Dy. CME/MC letter no.

MC(M)/PP/design dt. 19.05.09
Hardware part no. converted
from 20 group to 19 group.

CDE\VEH\ WDG3A/
WDM3D/WDS6/0839
DT.23.07.09

WDG3A
WDM3D
WDS6

November. 2009
AND ONWARD
WDG3A-1114
WDM3D-0206

11568100
11562353
11071448
11073147

Air dryer mounting arrangement

changed (as per Sr.DME/ET
/D/L /Store 08 dt.11.05.09.

CDE/V/WDM3D/840
DATE-11.08.09.

WDM3D

Sep.. 2009
AND ONWARD
WDM3D-0208

11564748

17
Veh

EMD Type fuel pump motor

added in fuel piping assly in
place of fuel pump & bracket
assly & AC fuel pump motor by
intruction of RDSO letter no. SD
Aux.F.P.Motor dt.22.07.09

CDE\VEH\ WDG3A/
WDM3D/0841
DT.23.07.09

WDM3D,
WDG3A

April- 2011
AND ONWARD
WDG3A-1165
WDM3D-0257

11071059
11071631

18
Veh

1. Water pressure sensor used in

WDG3A &WDM3D Loco.
2. Water piping modified.

CDE\VEH\WDG3A,\
WDM3D /844
DT.28.12.09

WDG3A &
WDM3D

August -2010 and

onward
WDG3A-1182,
WDM3D-0247

11066210
11567740
11666316

For pressurization of CP
application of hose assly, which
is being applied on loco WDG3A
& WDM3D

CDE\VEH\/WDG3A,\
WDM3D /848
DT.13.04.10

WDM3D,
WDG3A

Jan-2011 and
onward
WDG3A-1228
\WDM3D-0281

11810786

For CAB Equipment part

no.17045186 addition in product
structure of WDG4 LOCO

CDE\VEH\WDG4/
849 DT.22.04.10

WDG4,
WDP4

17042951

Fire extinguisher application

CAB to part no.1741867 revised.
(Portable ABC dry powder used)

CDE\VEH\WDG4/WD
P4/850 DT.23.04.10

WDG4,
WDP4

WDG4-0310,
WDG4-4500-146
WDP4B-078
Onward
April 2012 and
onward
WDG4-0309,
WDG4-4500-231
WDP4B-0101

CAB Seat to part no11664319

used in EMD Loco. (EMD cab
seat part no.17041880 &
17043682 deleted)

CDE\VEH\WDG4/WD
P4/852 DT.07.09.10

WDG4/
WDP4

17041880

Clutch drive bolt and washer

added in WDS6 ADT Loco

CDE\VEH\WDS6
/853 DT.07.10.10

WDS6 AD

JAN.2011
and onward
WDG4-0300,
WDG4-4500-054
WDP4B-035
OCT.2010
and onward
WDS6AD-0540

15
Veh

16
Veh

19
Veh

20
Veh

21
Veh

22
Veh

23
Veh

- 154 -

17041876

11058444
11056617

24
Veh
25
Veh

26
Veh

WDS6AD engine cooling system

to part no.11072581 modified.

CDE\VEH\WDS6 AD/
854 DT.22.10.10

WDS6 AD

Cover assly to part no 18530138

Replaced by purchase item to
manufacture item

CDE\VEH\WDG4/
WDP4/ 855
DT.29.10.10

WDG4/
WDP4

Fuel oil piping changed due to

connection of primary fuel oil
filter

CDE/VEH/WDG3A/W
DM3D/856
DT.09.11.10

WDG3A
WDM3D
LOCO

April-2011 and
onward
WDS6AD-0587
December 2010
AND ONWARD
WDG4-0293,
WDG4-4500-043
WDP4B-0032
December 2010
AND ONWARD
WDG3A -1199
WDM3D-0248

11072581

18530138

11071059
11071631

27
Eng

Retarded fuel cam angle 3.3

in stiffer camshaft seg. (RHS) &
stiffer camshaft seg. (RHS) for
achieving higher horse power &
to reduce peak firing pressure.

CDE/ENG/16
CYL/2010/001
dt:06/01/2010

WDM3D &
WDG3A

0208 & 1119

Dec-09 &onward

10216728 n
10216730 q

28
Eng

Gasket added in structure of 6

cyl. Engine in aasly Crankshaft
Extn & Vibration Damper

CDE/ENG/06
CYL/2010/002
dt:05/01/2010

WDS6AD

0554
Jan-10 & onward

10170145 a

CDE/ENG/06
CYL/2010/003
dt:28/06/2010

WDS6AD

0579
July-10 & onward

10031250

CDE/ENG/06
CYL/2010/04
dt:21/07/2010

WDS6AD

610
April-11 & onward

10021498 b

29
Eng

30
Eng

Change of Cam Shaft Gear

Cover
with Techo Drive purchase (P) to
shop manufactured(M),
to achieve proper quality.
Procurement of Main Base
Machined (without drill hole)
along with depth gauge
asslyfrom trade.

31
Eng

Modification of Assly Main piston

& Cam Rod in order to correct
the 06 cyl explosion so that only
11.7:1 CR piston can be used.

CDE/ENG/06
CYL/2010/005
dt:30/07/2010

WDS6AD

0631
April-12 & onward

10030505 e

32
Eng

Introduction of 3 RV kit in
WDG3A power assly consisting
of six items.

CDE/ENG/16
CYL/3100 HP &
above/2010/006
dt:22/09/2010

WDG3AM
WDM3D

1253 & 0293

Sept-11 & onward

10272276 a

- 155 -

33
Eng

34
Elect

Change of Out Board Housing

Arrangement from purchase (P)
to shop manufactured(M),
to achieve proper quality.

Add Item No. 02 DB Cable

sealing APL Drg. No.
DRG18001336 in long hood EQ.
Drg. No. 10630493

CDE/ENG/16
CYL/2010/07
dt:16/11/2010

WDG3AM &
WDM3D

1207 & 0260

Jan-2011 &
onward

10031406 d

CDE/EL/(EM)/WDG
4,WDP4,WDP4-45 &
WDP4B/21010-1/34,
dated:10.11.2010

WDG4,WD
P4,WDP445 &
WDP4B

Oct 2011- 12

10630493

- 156 -

Section D

List of important CPAs

Corrective and Preventive action is a standard machinery under ISO 9001 for stoppage of recurrence
and occurrence of existing non conformities, defects or undesirable situation. Correction action is
taken for elimination of causes of existing non conformities, defects or undesirable situation in order
to prevent recurrence. Preventive action is taken for elimination of causes of potential non conformity,
defects or other undesirable situation in order to prevent occurrence. The purpose is to focus on
continual improvement to ensure that deviation from specified legal or other norms are addressed in a
systematic manner.

- 157 -

LIST OF MAJOR CORRECTIVE ACTIONS (CLOSED FROM JAN'2010 TO DEC'2010)

SN CA No.& Date
1

CA Date Brief Description

CA Closed Date Action and remark

Proper straightness of Retainer Clusters and are not

achieved through straightening fixture

CA/BLK/01/09

23-Jan-09

CA/LOC/23/09

During Air Brake testing of all GM locos: Air drain

valve, compressor unloader valve, sander magnet
31-Jul-09
valve, air horn magnet valve failed due to rust/dust &
foreign particle accumulated in Brake valve seat.

CA/BLK/24/09

4-Sep-09

CA/BLK/24/09

Retainer Cylinder head forging/machining are

5-Sep-10
incorrect, creating problems in crank case fabrication.

CA/BLK/28/09

CA/BLK/27/09

CA/INS/35/09

3/8" NF holes on Injector rails got shifter/punctured

during drilling and tapping due to poor straightness

Damaging of thread of GM C/Case in ES. Internal

6-Oct-09 threads of different size holes are getting damaged in
ES during assembly of GM crankcase.
Abnormal sound noticed from ACC drive end during
6-Oct-09
engine testing
Cam lobe & roller worn out in Loco no.12201, 12184,
26-Oct-09
12203 & 12199

2-Jul-10

Fixtrue has been modified as requirement of

Block shop & it is working satisfactory.
Straightness is being achieved.

15-May-10

Pipe cleaning and pickling is starter in pipe

shop. Various valves fitted with pickled pipes
are giving satisfactory results.

5-Aug-10

Crankcase no. 127 (DLW) has been fitted with

modified thickness and found satisfactory.

23-Jul-10

Drg has been revised and advised to firm to

correct the defects. M/s.SIFL accepted that
future supplies will be free from defect till
March2010.

5-May-10

WI for using MB hole size 1-1/4" and 1" has

been made and problem eliminated.

4-Jun-10

Later no sound noticed from ACC drive end.

5-May-10

Prolems due to pins supplied by M/s.Trident

which is rejected.

14-Jun-10

Cooling system is not working properly & heat

exhcanger cleaned. 10 engines monitored, no
temp rise observed.

CA/INS/37/09

During full load and over laoding Engine is shutting

down due to abnormal rise in lube oil temp. Engine
26-Oct-09
run only 25-30 minutes at full load. But engine should
be run continously 2.30 hrs at full load plus over load.

CA/ENG/06/10

24-Feb-10

Crank case to oil pan lube oil seapage observed in all

WDG4 & WDP4 locos during loco testing at LTS.

9-Oct-10

Design bulletin issued fro inspection procedure

for fully finished oil pan.

20-May-10

28 alternator have been rejected due to low IR during

initial inspection.

20-May-10

It is decided that pre-inspected alternators will

be send to shop for fitment. Firm advised to
improve.

10 CA/INS/13/10

- 158 -

LIST OF MAJOR CORRECTIVE ACTIONS (CLOSED FROM JAN'2010 TO DEC'2010)

SN CA No.& Date
11 CA/INS/14/10

12 CA/LOC/22/10
13 CA/INS/32/10

CA Date Brief Description

CA Closed Date Action and remark

Crab nuts torquing are being done by uncalibrated

hydraulic machine. After torquing of all crab nuts
20-May-10
position not found at 11:00 to 02:00 'O' clock as per
check sheet or 200+35 as per AI 2127.
7-Jul-10

Complaint of wheel gauge in Axle Wheel assly of Loco

no.13411 is given by Kazipet diesel shed.

14-Sep-10 Failure of driver seat

26-Aug-10

21-Sep-10
23-Sep-10

- 159 -

As per design bulletin the torque value for nut

rotation is fixed at 235 deg and problem
eliminated.
the pressing gauge i.e.inside micrometer has
been procured and is in regualr practice by
TMS. Readings of wheel to wheel distance in
TMS & LTS found satisfactory.
Decision for using ALCO design seat in EMD
locomotive.

Section E

List of trial
fitments by DLW

- 160 -

TRIAL FITMENT BY DLW

SN

3
4
5
6
7

ITEM DESCRIPTION
ENGINE
Scavenging Oil Pump to PL no. 16060090
Turbine Bearing, Compressor Bearing,
Bearing Planet, Flange Assembly, Bearing
Spherical Sheet (M/s PBW)
Support Assembly
Diffuser
Turbocharger Assembly
Seal Impellor
Liner of M/s GETS

Liner of M/s COOPER

Bearing Insert of M/s PBW

10
11

Bearing Insert of M/s Miba

Piston of M/s GETS

12

Cylinder Head of M/s GETS

13

Carrier Piston Pin of M/s GETS

14

Carrier Piston Pin of M/s Pionner

12290, 12318, 12306, 12311, 12312, 12323

12230, 12229, 1231, 12323, 12274, 12311,
12311, 40003, 12259, 12306, 12320, 12316,
40004, 40006
12316
40025, 12340
12187
40025
12190, 20077, 12194, 12188, 12189, 12192,
12191, 20078, 12195, 12199, 12196, 20080,
12239, 20090, 12248, 12245, 12246, 12262,
12262, 12305, 12284, 12294, 12295, 12299,
12324, 12310, 12319, 40002, 20103, 12313,
12308, 40003, 12318, 12306, 12311, 12312,
12323, 12322, 12321, 12326, 12237, 12316
12227, 12230, 12237, 12235, 12325, 40004,
40005
12234, 12236, 12245, 12305, 12284, 12324,
12310, 12319, 40002, 20103, 12313, 12308,
40003, 12318, 12306, 12311, 12312, 12323,
12322, 12321, 12326, 12237, 12316, 12325,
12353, 40016, 40020, 40026, 12336, 12333,
40023, 40024, 12334, 40033, 12346, 40025,
12342, 12345, 12349, 12343
40004, 40005, 40006, 40007
12187, 12190, 20077, 12194, 12188, 12189,
12192, 12191, 20078, 12195, 12199, 12196,
20079, 12197, 12198, 20080, 12204, 12202,
12201, 12245, 12246, 12262, 12192, 12268,
12271, 12272, 12277, 12273, 12294, 12295,
12299, 12324, 12310, 12319, 40002, 20103,
12313, 12308, 40003, 12318, 12306, 12311,
12312, 12323, 12322, 12321, 12326, 12237,
12316,
12187, 12190, 20077, 12194, 12188, 12189,
12192, 12237, 12316
20077, 12194, 12188, 12192, 12191, 20078,
12195, 12199, 12196, 20079, 12197, 12198,
20080, 12204, 12202, 12201, 20081, 20082,
20083, 20084, 12209, 20085, 12208, 20086,
12206, 12210, 12213, 12215, 12218, 12219,
12220, 12226,
40006

15

Con Rod Blade of M/s GETS

20080, 12204, 12202,

1
2

- 161 -

LOCO Nos.

VEHICLE
16

CCC System to PL No.17454098

13574, 13512, 13654, 13655, 13653, 13656

ELECTRIAL
Cable Sealing System (LHS & RHS) for
DBR Cable
M/s Roxtec / Gurgoan
17
18

AC CC Motor with built in inverter

M/s Medha Servo Drives Pvt Ltd
AC DCB Motor with built in inverter
M/s Medha Servo Drives Pvt Ltd

12283, 12311, 12312, 12313, 12316, 12319,

12320, 12321, 12322, 12323, 12324, 12326,
12327, 12328, 40004, 40005, 40006, 40007,
40018
13630, 13631
13609, 13624, 13625, 13631, 13633, 13634,
13635

19

AC FP Motor with built in inverter

M/s Medha Servo Drives Pvt Ltd

11297, 11300

20

Ni-cd Batteries
M/s High Energy Batteries

20089

21

Starter Motor
M/s Fuji Tech Services Mumbai (make-IAE
Power Products/ USA)

12326

Control desk TFT display

M/s Medha

11333

23

Electronic LWS
(M/sMeno -tech/BSB

24

Power LED Marker light

M/s Altos/Pune

25

Electronic load ammeter

M/s Meters & control/mumbai

26

LED type Flasher light

(M/s Matsushi/New Delhi)

11282, 11283, 11284 , 11291, 11292, 11293,

11294, 11296, 11297, 13513, 13514, 13517,
13518, 13519, 13520, 13521, 13522, 13523,
13524, 13525, 13526, 13527, 13528, 13529,
13530, 13537, 13538, 13539, 13540, 13541,
13542, 13543, 13544, 13545, 13546, 13547,
13552, 13553, 13554
11282, 11285, 13520, 13521, 13522, 13523,
13524, 13526, 13527, 13532, 13536, 13537,
13565, 13566
11280, 11290, 11291, 13519, 13537, 13538,
13539, 13540, 13520, 13521, 13522, 13524,
13526, 13528
11292, 11293

27

LED type Flasher light

M/s Altos/pune

28

Power LED Marker light

M/s Matsushi/New Delhi)

29

Master controller
M/s Kaysons/BSB

22

11300, 11301, 11302,13534, 13541, 13565,

13566, 13568, 13569, 13570, 13572, 13573,
13574, 13579, 13580, 13578, 13581, 13583,
13585, 13586
11301, 11302, 13543, 13544, 13545, 13567,
13583, 13585, 13586
11301

- 162 -

30

Fire Alerter System M/s Trolex/Bangalore

11301, 11302, 13572, 13573, 13574, 13578,

13581, 13585, 13586

31

REMMLOT (M/s Medha)

11307, 11310, 13586, 13593, 13594, 13599

32

Control console # 1
M/s Kaysons/BSB

12353, 40017

33

Master controller
M/sWoama

12323, 12350

34

AC - AC Traction system 4500HP (M/s

Siemens)

12276, 12307, 12309, 40018

35

AC - AC Traction system with integrated

Hotel load module (M/s Medha)

40001, 40003

36

Master controller
M/s Kaysons/BSB

13517, 13518, 13519, 13520

37

Electronic load ammeter

M/s Mechtronic/Faridabad

13629, 13633, 13639, 13640, 13641, 13642,

13643

38

Engine water pressure sensor M/s

Medha/hyderabad

13638, 13639, 13640, 13641, 13642, 13643,

13644, 13645, 13646, 13647, 13651

39

Twin CFL Cab light

M/s Mechtronics/Faridabad

13572, 13581, 13593

40

Twin CFL Cab light

M/s Krishna Engg./Kolkata

13576 , 13583, 13585, 13586, 13592

41

Aces with APU for ALCO loco

M/s Medha

13583, 13599, 13602

- 163 -