a FORWARD AND CN - Indian Railway · 2011-11-21 · Foreword As you are aware, two issues of...

Soochna

Dec 02

Change Notices Study of defects & corrective actions Status of reliability of critical Powerpack components Failure investigation reports Listing of important CPAs Listing of trial fitments Miscellaneous technical information Important projects in hand

Diesel Locomotive Works Indian railways

Varanasi

Foreword

As you are aware, two issues of Soochna (period ending 31-3-2002 & 30-6-02) were published in a changed format, mainly with a view to apprising the Zonal Railways, Railway Board, RDSO, PUs and IRIMEE of all the changes/modifications, corrective actions and failure investigations undertaken by DLW. Based on the feedback, we have decided to changed the periodicity of publication from Quarterly to Four-monthly and also expand the scope further. An electronic copy of the contents as well as the drawings referred to in the booklet is also issued on CDs. This issue (December 02) consists of the following sections:

Section A Summary of important Change Notices Section B Summary of defects reported to and

action taken by DLW

Section B 1 Status of reliability of critical Powerpack components

Section C Compendium of failure investigations (This was earlier issued as a separate booklet by Dy CCMT/DLW)

Section D List of important CPAs (Corrective & preventive Action) raised and successfully closed by the standing machinery under ISO-9002)

Section E List of trial fitments by DLW

Section F Miscellaneous technical information and notices

Section G List of important projects in hand Special attention is invited to the section on reliability of powerpack .I hope the new format is found more useful by Zonal Railways. Suggestions for improvements are welcome.

(S.Mani) Chief Design Engineer

Section A Change Notices

Summary of relevant Change Notice (1-6-02 Onwards) R/DESIGN/MONITOR

Retrofittable (a or x )

S/N Brief Description of Modification.

Change Notice Number and date.

Loco type

Cut in point (loco No. month & yr.)

Major Drg.No.(if retrofittable )

RDSO Ref.

Details if the C.N. involving more than two wings

DCW POH SHOP

SHED

1. Veh

To avoid oil throws from CC Motor the drgs.SK.no.0986,SK no.-0985 have been changed and new drg. ”Drain Hose Assly.” TPL-8884 is made. As per SME/D note. during visit to VSKP shed.

CDE/V/ WDM2, WDM2B,WDM2C, WDM2CA,WDG2, WDG2A /523 dt 22-05-02

WDM2CA WDM2A WDM2B WDM2C WDG2 WDG2A

WDG3A-501 WDM3B-0006 WDM2-2623 WDM2CA-0144

TPL-8884 SK-0985 SK-0986

b b b

2. Veh

Forged or cast bend added in engine cooling (TPL-6178/11066210 & TPL-6948/11563035). Forged end & pipe reducer added in pipefitting. For this new drg. Forged bend /pipe fitting (TPL-9860,TPL-9859) & and pipe reducer (-9861, TPL-9862) made

CDE/V/WDM2CA, WDG2A/ 534 dt 28-06-02

WDM2CA WDG2A

WDG3A-501 WDM2CA-144

b b X

3. Veh

New design of pipe clamps made applicable in air truck piping

CDE/V/WDG3A/ 537 dt.12-07-02

WDG3A WDG3A-501 WDM3D-0006

TPL-8893 TPL-8894

a a a

4. Veh

Arm Rest Mounting Application in Cab Lining modified to fix design.

CDE/V/WDG3A, WDM3A,YDM4, WDM3c+/ 445 dt. 29-7-02

WDG3A WDM3A YDM4 (VNR) WDM3c+

WDG 3A - 0513 WDM3A-0144 WDM3c/3d- 0014

TPL-2730 a a x

5. Veh

New type of fire Extinguisher Bracket introduced for better quality of typical bracket Application as GM Loco.

CDE/V/WDM3D, WDG3A,WDM3C, YDM4 / 544 dt. 29-7-02

WDM3D WDG3A WDM3C YDM4

WDG3A=051 WDM3D=006 WDM2=2623

TPL-3296 TPL-3265

a a X

A1

6. Veh

Bush (inner & outer) for centre pivot pin arrgt. Material is changed from forged steel to mn steel (IRS.65 ) to increase the life of bushes.

CDE/V/WDG3A, WDP1 / 546 dt 01-08-02

WDG3A WDP1

WDG3A -0501 WDP1-0072

TPL-5893 TPL-5894

I.R.S. R-65

a a X

7. Veh

Copper tube removed from piping fuel & Gov. oil circuit and hose length increased and adapter elbow fitted with regulating valve.

CDE/V/WDM2, WDM2C, WDM2CA,WDG2, WDG2A/ 547 dt 02-08-02

WDM2 WDM2C WDM2CA WDG2 WDG2A

TPL-6304 66413V 180629

a a a

8. Veh

Ful flow vl. 3/8”(TPL-208/11390074) & full flow vl. ½” (TPL-207/11390086) replaced by high capacity 3/8” relief vl.(tpl-9865/11663728) & high capacity ½” regulating vl.(tpl-9864/11663716)

CDE/V/WDM2,2C, 2CA,WDG2,WDG2A / 548.dt. 03-08-02

WDM2 WDM2C WDM2CA WDG2 WDG2A

WDG2A-0519 WDM2CA-144 WDM2-2623

6413V180629/ 11062691 6413V180622/ 11562092 TPL-6304/11560441

a a a

9. Veh

Length of flux ducting hose increased from 15” to 18” to avoiding rubbing with long hood door in centrifugal l.q. filter.

CDE/V/WDM2, WDM2CA,WDM3C,WDG2,WDG2A /549 dt 9-8-02

WDM2 WDM2CA WDM3C WDG2 WDG2A

TPL-2721 x x x

10. Veh

Item no. 218 revised in floor frame assy. & item no.222 (cover plate ) added. Due to avoiding collision between drain pipe with bogie frame.

CDE/V/WDG2A / 550.dt 9-8-02

WDG2A TPL-6903/11036163 TPL-8716/ 11530 558 TPL-8903/ 11531 113

a x x

11. Veh

Insulation is added in place of glass wool cab lining (TPL-6760) for better quality.item 1& 2shown in insulation (TPL-4102) and table made.

CDE/V/WDG2A / 551.dt. 20-08-02

WDG2A WDG2A -529 TPL-6760 TPL-4102

x x x

12. Veh

For avoiding bending problem item no. 9 (TPL-8906/11640870) for line ii in draw gear arrangement.

CDE/V/WDG2’ WDP1’ WDP2 /552 dt. 23.08.02

WDG2 WDP1 WDP2

TPL-8906 a a a

13. Veh

2”X90 0Elbow NPT-NPT fitted in place of 2” coupling in Engine Cooling for G.E. Turbo To avoid infringement of G.E.Turbo Water Drain Hose & Strainer.

CDE/V/WDG2A, WDG2,WDM2ca /553 dt. 31-8-02

WDG2A WDG2 WDM2C

- TPL-6948/ 11563035, 11564209

x x x

A2

14. Veh

New drg. Of M.R. Auto Drain Valve made due to port connection of M.R. Auto Drain towards cab in MR-1 & MR-2.

CDE/V/WDM2ca, WDM2a,WDM2b /554 dt-5-9-02

WDM2ca WDM2A WDM2b

- TPL-3297/ 11567181 TPL-6740/ 11562341 TPL-3299/ 11567193 TPL-3300/ 11567200 647V181050/ 11060463

x x x

15. Veh

New drg. & Pt.No. Of items 10,103 & 104 added in place of TPL-6031/11086907, TPL-6089/1108710 & TPL-6090/11034531 (ii ) Qty. 4 was 6 of item 76. (iii ) Item No.223,224, 225 & 226 added. Due to damage of Floor Plates at lifting & jacking Lug area and proper fittments of motor cables for maintenance purpose.

CDE/V/WDG2a/555 dt. 11-09-02

WDG2a - TPL-6903 TPL-6031 TPL-8913 TPL-8914 TPL-8915 TPL-6089 TPL-6090 TPL-8909 TPL-8912 TPL-3271 TPL-3272

a a a

16. Veh

New drgs. Of Piping Bk. Cab & Hood(with micro processor), Location of Apparatus in Cab, Location of Bk. Equipment in Front Hood is made with the application of Air Bk. Panel & Vac. Bk. Panel.

CDE/ V/WDG2A/ 559.dt. 19- 9-02

WDG2A - TPL- 8901 TPL- 8902 TPL- 8907 TPL- 8904

a a a

17. Veh

Changed in piping cab & hood due to fouling of emergency bk.valve to the driver seat.

CDE/ V/WDG2A / 562.dt. 28-11-02

WDG2A TPL- 8630 TPL- 8733 TPL- 8901

a x a

1. Eng.

Liner sleeve lower to Pt. No. 10120725 Drg. No. 31D 71512-5 to identify the vender as well as manufacture.

CDE/ENG/16 CYL/ 12 CYL/6 CYL/ 2002/038 dt.06.08.02

WDG2 With immediate effect

10030013 - - a x X

A3

2. Eng.

Cyl head machining Drg. for valve seat to part no. 10120397 Drg.no.22EE71103 Alt.'BBP', Frost plug introduced in place of threaded pipe plug.

CDE/ENG/16 CYL/ 12 CYL/6 CYL/ 2002/042 dt.05.10.02


10040262 - - a x X

3. Eng.

Flange Turbo inlet to Part no. 10261394 Drg.No. TPE-06-0088 Alt. "a" made shop manufactured.

CDE/ ENG/16 CYL./ 2002/ 043 dt. 11.10.2002

With immediate effect

a a a

4. Eng.

1. Assly cam gear Cover (L/S) modified for (microprocessor) Part no. 10031485 Drg.No. SKE-1243 Alt. "Nil" 2.cover(for camshaft gear) Part no. 10124846 Drg. No.SKE-1233 Alt. "Nil" 3.Boss Part no. 10217071 Drg.no.SKE-1247 Alt. "Nil"

CDE/ ENG/16 CYL./ 2002/ 045. dt. 08.11.02

WDG3A With immediate effect

x x x

5. Eng.

Engine mounting pad (free end) Part no. 10193558 Drg.No.14D 71520 Alt. "a", modified to fit Alternator.

CDE/ ENG/16 CYL/ 2002/ 046. dt. 08.11.02

VNR With immediate effect

x x x

6. Eng.

Core(After cooler assy for GE Turbo) , assy. Pt no.corrected. Part no.10083236 Drg.no.SKE-1118 At."b"

CDE/ ENG/16 CYL./ 2002/ 047. dt. 09.11.02

WDG3A WDM3A

With immediate effect

a a x

1 Elect

Out line dimension of LED type marker light.

EL/All type/2002 -25/ 2299.dt.17/06/02

All Type 12365762 -- --

--

√

√

√

A4

2. Elect

LED type Flasher Control Unit. EL/All type/2002-26/2300.dt.26/06/02

All Type 12365683

--

--

√

√

√

3. Elect

Conduit & Cable Arrgt. (Radiator Compartment)

EL/WDG2/NID/2002 -27/2301.dt.24/06/02

WDG2 12007602 --

--

√

√

√

4. Elect

Conduit & Cable Arrgt (Engine Room) , Cab & Short Hood , Radiator Compartment. ( Lamp used as GM Type loco)

EL/WDG2/NID/2002 -28/2302.dt.02/07/02

WDG2 12008114 (R13) 12007614 (R9) 12007602 (R10)

--

--

√

√

√

5. Elect

Ergonomically Design Control Desk ( LS ) ( NID )

EL/WDG2/NID/2002 -29/2303.dt.03/07/02

WDG2 12003542 (R2)

--

--

√

√

√

6. Elect

Ergonomically Design Control Desk ( RS ) ( NID )

EL/WDG2/NID/2002 -30/2304.dt.03/07/02

WDG2 12003554 (R2)

--

--

√

√

√

7. Elect

Wire Markers for Control Cables ( WW Governor).

EL/WDG2/NID/2002 -31/2305.dt.06/07/02

WDG2 --

--

√

√

√

8. Elect

Control Stand – A Assly (RS) EL/WDM2C/2002 -32/2306.dt.10/07/02

WDM2C 12003566 (R8)

--

--

√

√

√

9. Elect

Control Stand – B Assly (LS) EL/WDM2C/2002 -33/2307.dt.10/07/02

WDM2C 12003578 (R8)

--

--

√

√

√

A5

10. Elect

Motor Cable Arrgt. (WDM2C) Motor Cable Arrgt. (WDG2)

EL/All type/2002 - 34/ 2308.dt.09/07/02

All Type 12001077 (R3) 12007602 (R9)

--

--

√

√

√

11. Elect

Conduit & Cable Arrgt (Engine Room) , Cab & Short Hood , Radiator Compartment. ( Lamp used as GM Type loco)

EL/WDM2C/2002 -35/2309.dt.11/07/02

WDM2C

--

--

√

√

√

12. Elect

Specification changed from DEL/SPN/192 to RDSO ELPS/Marker/01 (latest Revision)

EL/All type/2002-36/2310.dt. 22/07/02

WDG2 530/ Production Cycle 2004-05

EL/PT/0382 (R1)

RDSO ELPS/Marker/01 (latest Revision)

--

√

√

√

13. Elect

GM type Wire Marker PL No. 18310240 to be used in place of preprinted wire marker.

EL/WDM2C/2002-38/2312.dt. 23/07/02

WDM2C (EDC Gov)

With immediate effect (with GM wire markers)

EMD DRG. NO. 9554481

--

--

√

√

√

14. Elect


EL/WDM2C/2002-39/2313.dt. 28/07/02

WDM2C (WW Gov)



--

--

√

√

√

15. Elect


EL/WDM2C/2002-37/2311.dt. 29/07/02

WDM2C (EDC Gov)



--

--

√

√

√

16. Elect

MUSD & GFCO Switch (as per Drg. No.)Pt No. Separately allotted.

CDE/EL/WDG2(NID)/WDM3D/2002-44/2318.dt. 21/08/02

WDG2 (NID) & WDM3D

With immediate effect. From first loco

EL/PT/0392 (R6) EL/PT/0393 (R6)

--

--

√

√

√

17. Elect

Provision of Cab Fan in WDG2 loco. EL/WDG2(NID)/ 2002-45/2319 dt. 03/09/2002

WDG2 (NID)

With effect from loco No. 14985

12007614 (R-11) 12003554 (R-3) 12003542 (R-3)

--

--

√

√

√

18. Elect

Provision of imported Cab Fan in WDG2 loco.

EL/WDG2/2002-43/2317. dt.13/08/02

WDG2 With effect from loco No. 15015

12007614 (R-10)

--

--

√

√

√

A6

19. Elect

Provision of clamp for safety of cable of TM 2&5

EL/WDG2/2002 -46/2320 dt.9.9.2002

WDG2 With immediate Effect

12001119 (R-11)

-- -- √

√

√

20. Elect

Provision of E-beam cables vice EPR cables

EL/ALL TYPE/2002 -49/2323 dt.10.09.02

ALL TYPE With effect from Loco no.500

12008114(R-14) 12002185(R4) 12005150(R13) 12008102 (R7) 12001119 (R11)

-- -- √

√

√

21. Elect

Provision of rubber cleats vice wooden cleats

EL/WDG2/2002-50/2324 dt.12.9.2002

WDG2 With effect from loco no. 530

12001119(R12) -- -- √

√

√

22. Elect

Addition of rectifier -ve bus bar in WDM2C loco.

EL/WDM2C/ 2002.-51/2325 dt.26.09.2002

WDM2C With immediate effect

12005125 (R-9) -- -- √

√

√

23 Elect

Change in conduit size 3/4” to 1”. EL/WDG2/2002-52/2326 dt.27.09.2002.


12008114 (R15) 12007614 (R12)

-- -- √

√

√

24. Elect

Revision of specification DEL/SPN/202

EL/ALL TYPE/2002-53/2327 dt.5.10.2002

All Type With immediate effect

DEL/SPN/202 (R-1)

-- -- √

√

√

25. Elect

Revision of CONNECTION BOX Drg.

EL/ALL TYPE/2002-54/2328 dt.7.10.2002

All Type With immediate effect

12523483(R-1) -- -- √

√

√

26. Elect

Provision of lugs for M.U. Receptacle

EL/ALL TYPE/2002 -55/2329 dt.10.10.02

ALL TYPE With immediate effect

12360521 DEL-3/ 1 (R-6)

-- -- √

√

√

27. Elect

To add Dowel pin due to separates SCH. No.

EL/WDG2(NID)/2002-56/2330 dt.26.11.2002

WDG2/NID With immediate effect

12003542 (R-4) 12003554(R-4)

-- -- √

√

√

A7

Section B Summary of defects reported

and action taken

B 1

Corrective actions by DLW on problems reported by Zonal Railways (Including actions taken on suggestions by sheds)

Problem/Suggestion Action taken

Mechanical (Engine) See section B1 Mechanical (Vehicle) 1 SERly has mentioned that on dual brake locos,

HS4 is provided with the panel but control air gauge is on driver's desk, making it difficult for adjustments by staff; gauge not required on desk.

Change notice issued. (SN 20 Veh, page A 2, Soochna 31-3) and implemented. Closed.

2 Failures of PECO make RTMB brgs (CR, NER, SR & ER) Performance of sealed brg RTMBs.

DLW has switched over to sealed bearing type blowers developed by DLW as the same have proved to be very reliable. Further improvements, like change in brg. Type and greasing arrangement have also been done. Sheds have also been advised to do the same by Board and procurement action has been modified accordingly. Closed.

3 Problem of VTP gauge due to electronic governor fitment

Drawing modified indicating the correct location and implemented. Closed.

4 Frequent breakage of axle box bearing end plates and its bolts on WDP2/G2 locos at axle No.2 and 5. Reported by N & NE Rlys. RDSO has issued instructions to reduce the failures: i) Tightening torque for M12 bolt - 9 M.kg. ii) Material of bolt property class P.8.8 to IS:1367. iii) Dia & depth of groove at the end of the axle 100 mm & 8 mm resp. iv) Lateral play of the middle axle boxes 10 mm.

Detailed audit checks in TMS/DLW done and corrective action advised, which are being implemented through QC & inspection measures. Some specific actions taken by DLW are: • Strict checks on horn way

dimensions • Checks on radial clearance in

mounted condition • Checks on correct float by ensuring

recess depth of loose lip by the manufacturers; ensured at specified value

• Strict checks on the diameter and depth of recess at the axle end face

There has been considerable improvement as failures have not been reported on recent locomotives. Matter taken up with RDSO also to review the design as failures have occurred more on WDP2s. Proposal given to RDSO for switch over to CRUs. Closed.

5 Radiator fan mounting needs modification as it is seen that the fan blades sit towards the bottom and not in the centre of the petticoat. This is to be modified to place the fan in the centre.

Cowling design modified for placement of the fan in the centre of the skirt. Implemented since August 02. Closed.

6 Welding of hood provided over radiator fan gave up such that fan touched the hood in two cases at NKJ. In all WDM2c locomotives, tip of the rad fan binds again the cowling towards engine end requiring cutting of the canopy (GOC shop), which had to be patched back and realigned with fan brg housing to ensure uniformity. Locos attended are 14037, 14013, 14038, 14009, 14031 & 14039. It is suggested that min gap of 6 mm be maintained by DLW and increase of stand height by 7 m, also

The quality issues have been addressed in the new design. Inspection has also been advised to check this aspect specifically. Implementation of improvements done. Closed.

B 2

providing 2 flanges of 3.5 cm each at top & bottom of the universal shaft to avoid improper seating of fan stay rods due to lengthy radiator cores.

7 One piece integral centrifugal coupling not provided on new locomotives(GY)

This is DLW modification and is provided on all locomotives. Closed.

8 S.E. Railway has reported 26 cases of failure of radiator fan blades & seven cases of detection of cracks on radiator fan blades. (Except three, all PSPL make). The inspection of fractured surface revealed improper casting. The fractured face had cast dendrite structure which indicates that heat treatment, especially solution treatment & ageing was insufficient to protect the dendrite structure of the thickest portion resulting in poor toughness, leading to breakage of blade from this portion. Defects like blowholes, pinholes, porosities, segregation found in the broken pieces. Some failures/shed detections reported by SCRly also.

The drawing and specification of the fan was studied in detail and the same has been modified with a view to improving the performance, including stringent testing by vendors. (SN 17 Veh, page A 2, Soochna 31-3). Subsequently, the specification has been further improved to provide for radiography standards superior to the GM type fan and shot blasting. Performance of modified fans, which are now being fitted by DLW, is expected to be much superior. Closed.

9 Performance of FTMBs: Railways had earlier reported large number of failures on BEC make blowers. Eight failures/rejections of BEC make FTTM blowers reported by SCRly. The performance of BEC make has improved with welded impeller.

M/s BEC advised once again to replace all non-modified impellers and they have done nearly 80 replacements. Balance replacements have to be taken up by Railways directly with the firm. Further failures, meanwhile, are not being reported. Closed.

10 DLW built locos have the problem of all stay plate bolts slack, which are required to be tightened on the horns of bogie pedestals with spring wa shers. There are complaints of pedestal cap bolts breaking frequently inside the body.

Inspection tightened and torquing of bolts started except eight bolts for which approach is not proper. The approach in a three tier shed would, however, available. The quality of bolts in use was also examined and only reputed make bolts are in use. Closed.

11 Interchangeability of air dryers of different makes not possible. Inlet/outlet should be standardized.

RDSO has attempted it but it has led to more problems like poor piping from Knorr Bremse. This need not be pursued, as it is not an equipment needing frequent replacement. Closed.

12 Failures of panel-mounted brake system This issue was taken up in detail with both the manufacturers, SABWABCo & SIL, including issues like the adhesive employed and ultrasonic testing of failed areas. The reliability of both the manufacturers in recent supplies has improved. Sample ultrasonic checks has also been introduced. RDSO has been advised to carry out stringent inspection. Closed.

13 ED shed has mentioned the pressure is directly absorbed by shoes. (Bk equalizing levers rub against top portion of the brackets, causing the latter to bend. Pistons rub against top position of cylinder mouth). Hence force on piston is partially absorbed by linkage and hence reduced bk power, the planes of eq link pin and that of bk block lever pin are not same; skewed movement.

This is a design limitation which cannot be overcome without major changes. Closed.

14 On WDG2s, the spring seat resting on the top of equalizers plays due to less thickness of beam

Drg revised for providing liners. The shop is, however, reportedly ensuring

B 3

plate. (GY) by suiting the bracket to plate size. It has been made a check point also. Closed.

15 CBC yoke pin bottom plate getting bent. Thickness of the bottom plate to be increased. (GY)

Thickness has been increased in the design and implemented. Closed.

16 ED shed has mentioned that addl supporting bkts are to be given for IRAB panel. The mounting panel shakes and hence additional clamps provided 14901 & 902(ED).

The details of mod provided by SRly asked for but not received. Panels have been strengthened by suppliers. Meanwhile, DLW is in the process of switching over to compact panel which is smaller in height and much less vibrations are expected. Closed.

17 Relocation/height reduction of emergency valve to avoid infringement.

Relocation already done to avoid infringement with driver’s seat. Reduction in height has also been done. Closed.

18 Poor quality of bag filter leading to damage to turbo (ED, ABR), dust passing through the filter(LDH & GY) switch over to older paper filter type design mooted by RDSO.

Matter taken up very strongly with both the suppliers, i.e., M/s Anfilco and Varun. Improvement already in place in case of Anfilco but other aspects, like fabrication etc. has to be improved by M/s Varun Flair. Meanwhile, the design of WDG2/2C filters modified to 600mm length to avoid tearing of filter bag by air draft. Change over to fibre panel type design also decided by RDSO. Closed.

19 Failure of Saswad make radiators reported by SCRly. Out of a total of three locos, failures have taken place on two due to leakages.

Detailed checks done at the firm, which has good facilities and Quality culture Meeting also held recently. Soldering problem at works; since rectified. Closed.

20 In the light-weight design of long hood implemented in early 2001, many problems have been reported:

It has single top door design instead of hinge type and out of course removal of cylinder heads, exhaust manifold is very difficult. Increased 14 mm height of the bottom vertical guide plate of lagging causes inconvenience in attending main brg. and con rod bolts. The roof hatches are very difficult to remove due to defective centring devices. Poor quality door locks and hinges. Increase height of door in compressor room such that a/cooler can be removed straightaway. Separate hood for TA for easy removal; suggested by Vatva shed

Other problems related with long hood are:

Uncoupling of GE TSC requires removal of hood. Uncoupling of GE a/coolers requires removal of hood. Similarly, uncoupling of expressor on WDG2s cannot be done without removing the TSC. Expressor hood angles touch with the pipeline in expressor room & angles are cut by DLW at many places, the maintainability is very poor.

All these problems, which are mainly of design and some of quality, are being taken care of in a new design of long hood, completed by 31-3 and to be implemented fully by 31-12-02, the issues of poor maintainability have been addressed in detail in this design. Meanwhile, the old hood design has been restored and the maintainability problems eliminated to a large extent. Closed.

21 3” dressor coupling of deaereator to rad pipe In modified long hood design this

B 4

touches with hood on GE turbo loco. Drg has to be modified showing some additional clamping for Cu pipes; no margin left to attend; will hatch help?

problem has also been sorted out. Closed.

22 NKJ has opined that the superstructure of WDG2s is very long and due to its weight has the tendency to open out and placement back is difficult. It should be in two parts.

In modified design this problem has been sorted out by improving the design. Closed.

23 ED shed has mentioned that addl supporting bkts are to be given for pipe brackets for BP pipe in control stand.

The above addl supporting bkts are being given but one combined clamp shown cannot be provided; the drawing has to be modified showing some additional clamping for Cu pipes. Change notice is being issued.

24 Failure of mounting bolts of fuel tanks on WDG2s. (NGC)

The modified design of fuel tank for WDM3D does not have this problem. To be implemented for WDG2 also, identifying purchase item separately. Moreover, on receipt of complaints detailed checks were made and it was found that some old stock of non-std. make bolts were in use. It has been decided to scrap the same. Bolts, which are manufactured at DLW, have now been made purchase item.

25 If both A-9 valves are open; braking in vac loads is affected badly. Why not provide a three-way cock on one stand only.(SERly)

Matter has been taken with RDSO.

26 Non standard fitting in air inlet/outlet pipe of Knorr Air Dryers; Non std air inlet & outlet pipe fittings; leakage due to misalignment. Heavy duty piping arrangement to take misalignment and vibrations reqd. (NKJ).

Matter taken up strongly with firm to improve the piping in future supplies. The pipe issue basically emanates as attempt has been made to keep the air dryers interchangeable.

27 Poor accessibility to DB grids due to very narrow footboard and DB Blower due to brake panel on WDG2s causes maintenance problems.

The space on WDG2 is more than WDM2c on rad side. The design of WDM3Ds has: Rad side space same as WDG2. More s/hood space max possible. Extra space can be provided on WDG2sif we go for pure air brake by shortening the short hood.

28 NKJ shed has mentioned that the for IRAB panel attention, the flap door should have hinge in the other direction to provide visibility outside to staff working in the cab.

The details of mod provided by SRly to be asked for.

29 SCRly. have reported water tray in compressor compt spot-welded and not continuously welded to chassis resulting in water entering TM no. 5 & 6. GY shed has also reported improper welding of ducts causing oil and water entry in TMs if any leakage takes place in LO/water pipe line in radiator or expressor room. GY shed has indicated leakage mainly at TM no. 5 & 6 air channel M-seal application/we lding in position done by VSKP shed due to improper welds on RTMB air channel. Ingress of oil in the front TM air channel leading to problems on rectifier & TMs(ED). HWH has reported oil ingress problem on one loco(14132)

Stringent pneumatic test has been introduced and the problem is not encountered in the newly manufactured locos except the complaint made by HWH, which is under investigation separately. Similar tests for front plenum have also been introduced.

B 5

which appears to be a case of some stray defect. 30 Brake shoe face turned at many locations as the

brake block touches wheel flange; reported repeatedly by NKJ, ED & LDH sheds. In addition, complaints of adjustments required for brake blocks during commissioning. LDH shed has reported that torquing of brake block's adjusting screws is difficult due to less space for tools

It was observed that the brake block has tendency to climb on the flange. This problem was studied & based on observation, additional checks have been introduced & implemented. The brake tie bar, which was in T-section made out of flats, has been changed to rolled angle and the quality has improved. Recent checks revealed that there is reduction in the problem of brake block climbing & monitoring is on.

31 Leakage from water level gauge fitted in expansion tank of rad compt due to defective gasket seating.

Drawing modified to improve seating and change notice issued. Modified supplies awaited. In the long term, design of the gauge itself is to be modified to GM type.

32 VTA shed has reported that although there are not much bogie/wheel problems, biased wear is being noticed on wheels (locos are approx 2 years old)

Needs to be studied by RDSO; referred to them.

33 SERly has experienced many failures on WDG2s due to hot engine with water levels depleted w/o apparent leakages; possible that water depletion takes place at high temp through pressurization cap. Area of seating being high & due to pressurization either on the cap or the pipe base, sealing is not perfect resulting in leakage of water. KGP shed has indicated that due to weaker design of pressurization cap locking seat it gets deformed resulting in displacement of the pressurization cap from its original position. This effects the spring compression & thereby the pre ssurization cap gets lifted at a lesser pressure than prescribed value. Due to leakage of water/water vapour past the gap between cap and its seat, locomotives fail due to depletion of water. Design of cap to be upgraded.

The problem has been referred to RDSO as they made the original design. Meanwhile, the design of the pressurization cap is being upgraded to GM type on WDM3D locomotives.

34 Paper filter element cannot be changed in situ in GD80E, as gap bet filter bottom & floor is less; to be relocated higher. Also vac problem on filters due to air drawl from bottom joint(sealing compound is also used). O-ring of the joint is with a non-uniform ridge & bottom cover plate wing nut screw slot extends beyond O-ring seating making gap for air drawl; housing mod reqd. for flange at bottom with gasket. (ED) Poor quality of GD 80 filters Design inadequacy as reported by NKJ due to:

Bottom plate not seating properly; air leakage; welding gave up in many cases. Possibility of foreign particles entering and clogging the filter Paper filter reduces sweep area

Change notice issued and implemented for relocation to facilitate filter change. Housing modification implemented earlier to eliminate problem of air drawl. Quality of supplies being monitored; poor suppliers deleted. Problems reported by NKJ studied at other sheds by officers during their visits and similar problems not reported; referred to RDSO also.

35 HWH shed has commented that the wiper arm is OK but the rubber fails within short span of time of 3-4 months(HWH)

Under study

36 Failure of Shastri fuel pumps at ET, ED, KJM and LDH.

DLW has worked to improve the quality of this source with some positive results but

B 6

not fully acceptable. A large lot of M/s Shastri make pumps has been rejected at DLW. The seal of provided by M/s Shastri has been improved to ceramic type. Another source M/s Trien Engg tried out and performance reports are awaited. Railways requested to indicate good sources, if developed.

37 Shell tube type LO Cooler; SCRly reported that quality of Shivdeva/Flama needs to be improved.

Meeting held with manufacturers and improvements advised. Specification under review. It has been decided that replacement to be made to PTLOCs during POH for 3100 hp locos.

38 Defects develop in ball type COCs where there is frequent operation; 3/4 inch COC in loco cab for additional C2 valve, COC for MR drain & 2 nos. 1/2 inch COC for A 9 valve. Plug type COC (instead of ball type) in locations where airflow is not important & frequent operation is required.

Referred to RDSO as it involves change in schematic. RDSO has in turn referred to all sheds for their opinion.

39 Water filling arrangement-DLW has provided bottom water filling arrangement on new locos. Water has to be filled in by opening the pressurization cap. Another problem which remains is very slow water equalization between the two tanks. Sheds have also recommended that the glow rod be given in the second tank. Water filling arrangement: Presently there is a provision only one filling point. Sheds recommended that two points should be provided.

Pressurization valve and filling cap separated and implemented. Eq pipe dia cannot be increased. Provision of a filling cap on both tanks provided in the modified design. This design provides a cam type filling cap on GM locomotive pattern on both tanks and a Gm type expansion cap on the front tank. This will remove any air lock and filling time will be much faster.

40 Defective fuel relief and regulating valve settings reported by many sheds; one loco 952 sent to NKJ w/o piston of relief valve. ET shed has changed in most of the off-DLW locomotives.

Detailed study at DLW showed that the root cause of the problem is that this item is being purchased from poor vendors at very low rates. The drg. has been being revised and procurement from reliable vendors only has to be ensured. The samples of M/s Jaypee found to be acceptable and procurement is underway.

41 GY & UDL have reported that equalizer pin & bush wear out on WDG2s making grooves in the pin as well as rubbing of equalizer with ballast due to canting. Removal of the worn out pins is very difficult even as modified pins with greasing nipples are on trial in sheds and is considered acceptable. Reverse fitment of link pins of WDG2 bogies(NKJ)

Basic design problem; Referred to RDSO. Meanwhile, a modified design with double lock pins and grease nipples on the accessible side has been made and sent to RDSO for acceptance.

42 Fuel oil reg valve to gauge pipe not modified to flexible type at valve end (ED).

To be confirmed at other sheds by officers during their visits and implemented.

43 SERly have also reported wearing out of Koppers coupling spiders, which the shed is forced to repair in position in addition to failures of radiator fan. SERly have op ined that these failures are due to higher vibrations in the radiator room of WDG2s, which is in turn due to the floor not being secured to the longitudinal member. SCRly have also reported failure/shed rejection a large no. of PSPL and some BEC fans due to this defect.

Radiator room area stiffener etc. modified in underframe through a recent change notice applicable for DLW only and implemented. Performance monitored and vibrations have been reduced. The failure of fans has been tackled separately. Meanwhile, a project has been taken up to introduce a better design of flexible coupling also.

B 7

44 Aluminum cast foot pedal switch to be made of hinge type on one end to prevent theft. (BGKT)

Opinion of other sheds required.

45 Some draining arrangement to be made from battery boxes to stop the acid on pipe lines, bogie etc. (BGKT)

The best solution is to provide underslung battery boxes which has been done on WDM3Ds

46 Cab modifications (NKJ shed); Three piece Glass windows must have at least one tinted glass, Walkie-talkie holding bracket should be provided & no need of sunshade

Design change underway; middle glass is being made tinted.

47 Excess joints in fuel suction line to be eliminated; reducer sockets and adapters of diff designs and air is sucked through damaged threads of reducer socket and adapter.

This issue has been partly tackled and one reducer has been eliminated and implemented on WDG2s. With the incorporation of trap of modified design, the joints shall be further minimized. Note to be given to MC for disposing off old design traps.

48 The wire mesh provided on turbo chimney is an obstruction for maintenance As well running staff in taking TRD. Hence removed on all locos at NKJ.

No action required by DLW. Sheds may decide as per their practice.

49 SA upper rod bending due to improper bend in brake eq pipe (GY shed)

Mainly quality-related as bending of this pipe is done manually & checked by wire templates. CA raised for using proper die & checking templates.

50 Sandboxes on WDG2s work better; It is required to standardize capacity; the size the box on WDM2cs is bigger and fails due to hitting etc. (ED shed).

Less capacity 42 to 27 kg implemented. Change notice to WDG2 type mooted (some sheds feel WDM2C type box is preferable); under review.

51 Frequent fuel oil leakage from upper glow rod (LDH)

Change notice issued for GM type level gauge which is inherently a good design as it eliminates gaskets.

52 Failure of Lo filter drum from weld Change notice issued for dish type bottom. Under implementation.

53 NF Rly. Have reported that in most of the newly built locos, the stay plates on either side of the axles no.2 & 5 hit against comp beam due to less clearance bet stay plate & comp beam. (in static condition min clearance of 60 mm), i.e., no chance of hitting of stay plate with compensative beam due to vertical deflection of bogie frame. DLW to ensure that there is no initial sagging in beams due to lack of balancing of axle loads which may result in reduction of clearance between comp beam & stay plate such that plate edges hit the beam.

Referred to RDSO. Meanwhile, RDSO modification has been cut in for WDG2s and is to be employed for WDM3Ds also. The required clearance is not obtained but a in of 30 mm is being ensured. Provision of shims between frame & both inner & outer primary springs to compensate for excess static deflection is not the correct solution as it has adverse impact on buffer height. To be studied further.

54 SERly report that nose compt cupboard for hand tools is redundant. Horn COC gets operated due to hits by door handle; relocation required. No good place for fire extinguishers; R/side partition wall of the nose compt may be made thicker with suitable for hanging extinguishers. Locker in nose compt. be replaced by simple door with clamps for keeping hosepipes and cupboard removed; heavy locks of the cupboard does not work and is noisy.

Modification taken up and change notice issued for improved partition door with fire extinguishers bracket at the back.

B 8

Corrective actions by DLW on problems reported by Zonal Railways (Including actions taken on suggestions by sheds))

Problem/Suggestion Action taken

Electrical 1 For wire no. 4 & 17 no. of junctions used, to

be replaced by a fixed copper strip (BGKT) With the introduction of fastons/Wago connectors, this issue would be eliminated. Closed.

2 Failures of alternator gear train In addition to a large no. of measures at BHEL, backlash measurement at DLW enforced. Closed.

3 Poor quality grease in aux m/c brg (NK J) This was a case of poor quality control by BHEL. The matter was taken up strongly and grease was replaced by BHEL in all suspect AGs at DLW as well as sheds. Closed.

4 Micalux b/holder lock pin loosening at refitting (NGC; SIO)

This was examined on new brush holders but no such problem could be seen in latest supplies. Closed.

5 Problem of torquing of gear case joint bolt due to bigger length reported by GD.

Taken up in CA-1 also. BHEL advised to use only standard length bolts. Checks at DLW have verified that the problem does not exist now. Closed.

6 Replacement of grids due to reduced IR (VSKP failure data). Base of the grid resistance should have closed epoxy in place of asbestos since asbestos absorbs water(HWH)

Epoxy used 100% for base mounting. Meanwhile, a project is being taken to improve the tray material based on CH/GM design without changing the grid material. Closed.

7 Problems of C brush exam./change on AGs/EGs, specially top EG brush(all locos)

This was checked at HWH and it was found that the complaint relates mainly to lack of access to some brush holders which can not be improved in the present design of alternator+three aux machines. Closed.

8 Failures of TM com end bearings Study in hand with RDSO to change the design to rivet less cage bearings. Trial with polyamide cage bearings also is under process. No specific quality issue involved. Closed.

9 Pr switches on rectifiers are reported misbehaving. It was clarified that the temp sensor is adequate and the VAPS should be disconnected (connected in series with temp sensor). NKJ mentioned that even on the latest supplies, temp sensor is not provided.

Temp sensors are provided on all new supplies. Circular issued to remove pressure switches. New rectifiers shall be procured with temp switch alone. Meanwhile, the pr switch is being isolated at DLW. Closed.

10 ED has reported that on 12.9.2001, loco No. 14076, which was commissioned on 1.4.2001, had failed due to harness problem. 72B wire of temperature switch and wire no.4 between ECP and terminal board was disconnected. Many wires in the harness were having joints, which were just tied together and covered with steel grip tape without making a proper joint with terminal shoe and bolt.

DLW inspection tightened to avoid such cases of bad workmanship. Such cases not reported any more. Closed.

11 EDC harness wire should be thick to avoid OC/earthing; governor harness not to be of teflon cables as failed on 14080(ED). Problem of wire strands getting open from

DLW procures the complete governor plugline either from BHEL or recently from M/s Venus/Wintech. The design of this plugline is as per OEM design with a spacer.

B 9

soldering point and coming in touch with nearby by wires of back panel to governor harnessing (BGKT Shed).

Teflon cable required due to high temperature in the area but if the plug line is fitted without undue twisting, this problem should not arise. The design of M/s Allied Electronic Corp./Delhi is not proper and should not be employed by sheds. Closed.

12 Though the problem of slackening of gear case bolts on run is not un-common, Southern Railway has reported that in general, all gear case bolts are slack in newly built locos.

Inspection tightened. Torque values employed by DLW were not correct; same corrected. Implementation under monitoring.

13 Interlock readjustment of BKT, REV and P contactors needed in sheds; reported by NKJ.

Taken up with RDSO inspection and DLW inspection tightened. To be examined with BHEL.

14 Cracks on AG housings; 14946 & 934 at NKJ

This is an old problem due to poor quality by BHEL vendor(s). Matter taken up with BHEL it is learnt that the vendor in question, M/s United, has been blacklisted. Free supplies to sheds were identified by DLW and BHEL is committed to supply the same by 31-12.

15 Failures of arcing box support clamps near the bend as the quality of the clamps appears to be poor; reported by GY shed. Similarly LDH has reported that the new design of GF arc chute breaks during service.

This is also a problem due to poor quality by BHEL vendor(s). Matter taken up with BHEL who have confirmed that the vendor in question has been blacklisted. Traceability of vendors from the component is another related issue with BHEL for which an exception list has to be given by BHEL. To be monitored further by DLW/RDSO.

16 Less pressure on female contacts, shroud holes of excessive size and non-interchangeability of base due to different type of lug height etc. of excitation panel cards(LDH)

The problem is not reported after change of shroud block material from DMC to Nylon-66? Lug height problem to be examined with BHEL and sheds.

17 Reversor problems: Keyway of non -std size, non-interchangeable keys, cutting marks on centre shaft for gripping of finger block damages the finger blocks when new ones are fitted, excess dia of finger block guide holes and improper power shunts leading to short ckt etc.(LDH)

The design of the shaft modified to provided knurling instead of chisel cut marks. To be monitored by DLW to ensure that the problem has been solved.

18 Interlock springs work out on relays; these are secured with adhesive after taking out all relays during commissioning (LDH). GP Relay interlocks are open circuited after repeated operation and required changing at this end for better reliability. Less over travel seen on relays.(HWH)

Large no. of failures reported by HWH shed but failed relays could not be shown to BHEL rep. Packing of relays has been improved by BHEL on insistence of DLW. Some relays have been rejected by DLW in superchecks on contact pressure and over travel; RDSO inspection needs to be improved.

19 P/contactor mounting bolts cracked on DLW locos.(ED)

TVS/LPS/PFL make class 8.8 class bolts are used by BHEL. Under monitoring by DLW.

20 VR-96; NFR: 21 failures. GD: all VRPs removed from service. ED: 8 failures in 01 on VRPs mostly of VRL1 relay. SERly: failure rate as high as 70 cases per 100 loco per yr. SCRly: wide voltage fluctuation and voltage not building up on 7 VRPs of locos of Aug-Oct 01. VRPs with latest mod put in to service from Oct 01 onwards.

This component has been off-loaded to trade and the new supplies are expected to be much more reliable.

B 10

21 Stator windings of 2 TAs at VTA earthed due to internal insulation failure (Sr No. 4601833 & 4601705) and another two LDH(4601873) and RTM (4601661).

Fan bolt shank broken in one case/foreign materials(washer) in another. Detailed report for all case required from BHEL.

22 Problems of roller suspension bearings Failure/breakage of M-12 & M-36 bolts. These are inadequately torqued, them opening easily (TKD, LDH); TM N. 2 & 5 bolts can not be torqued in position. Also, Allen key bolts (M-12) for adj washer hold can not be tightened in situ. Low backlash observed bet gear/pinion Sealant between Traction Moor suspension unit not being applied; no sealant used in adjustment washer. Lower half of the adjustment washer falls during run. Hardening of gear case compound; Study of problems reported by SERly, GY & ED shed (SN 80/18, 80/68 & 82/27) etc on both TM 4907 & L/Wt motor. These bearings are expected to give trouble free and maintenance free service and to take care of problems, if any, due to incorrect dimensions of the tube or due to improper fitment, feed back from railways is required.

Action being taken as per the decision in the latest DMG; information required by RDSO given by DLW. Further action by RDSO. Inspection at DLW(and later at RDSO also) tightened to ensure that motors with inadequate backlash are not provided on new locomotives as was done in the period July 00 to May 01. Proper torquing of bolts is being ensured at present. End play being adjusted between 4 and 8 thou. BHEL’s TMX wing to indicate the list of failures in 2002 and to be examined with BHEL

23 Cable marking is of sticker type, which gets erased with time. It should be of PVC ferrule type. NR-LDH, NKJ and BGKT.

Problem arose due to accumulation of old stock of sticker type design. Old stock has since been scrapped or listed for scrapping. In any case, to improve the design, changeover to GM loco type marking system has been decided and change notice issued. Meanwhile, the existing markers are being secured with high temp cello tape.

24 Shed reported problem of water ingress in 24 point junction box (RBS Box); BGKT Shed)

Changed notice issued for sealed conduit type arrangement based on the GM loco practice.

25 Sheds have mentioned that. terminal shoes of 16 SWG are found loose crimped. Other sheds report that the control wire harness of WDG2 is not yet standardized. Thimbling quality is not good. Thimbles are undersize in most of the cases. (NR-LDH). Similar complaints have been received from other sheds.

•Regular load test on crimped joints started. In addition, a team nominated to conduct audit checks like pull tests on crimped join ts as per RDSO MI procedure; comprehensive drop tests based on this MI also planned (Modification details circulated vide specification no. MP-0.5200.04 & MP.MI no.1470).

•Modifications like removal of insulation on control cable sockets for higher size cables taken to avoid improper crimping.

•Periodicity of replacement of crimping dies fixed.

•New Amp type hand crimping tools procured and put in use; use of plier type tools discontinued.

•Drawings check and re-qualification based on Dowell’s practice in hand.

B 11

•M/s Varanasi Terminals decategorized after audit inspection.

•M/s Amp, a GM loco lug supplier of good quality, put in the directory and action underway to procure the same.

26 SCRly & ED shed has suggested that a reliable water level indicator cab indica tion be developed as std equipment. A cause for failure of locos in electrified territory is “ASD due to LW”. The practice is to check water level by getting up on loco roof, which is risky in electrified territory. Water level gauge provided in the rad. room is not effective because the glass goes yellow.

M/s Allied and Hem Electric decategorized and procurement by Railways should be stopped. Performance spec prepared by DLW for electronic water level indicator cum switch. Aston make is being provided in all WDM3Ds initially. Meanwhile, M/s Danfoss & Precol also approached to develop the item.

27 Improvements in respect of sealing of conduits to avoid ingress of oil etc.; grommets not fully effective(GY).

The change notice for sealed conduits takes care of this problem also.

29 Breakage of axle alt/pulse generator due to ballast hit (TKD). Protection arrangement may be thought off.

Change notice for provision of a guard issued.

30 Verma Trafag/Rewari ETS Temp setting gets disturbed; moves free of spindle.(10-12 failures)(TKD). Poor performance of Deltronic make electronic ETS as compared to Alpha make. Deltronic ETS normally get oc & Alpha ETS normally gets sc. (BGKT)

Details to be collected from TKD and NKJ and firm advised to take necessary corrective action.

31 Aux. Generator and exciter carbon brush consumption is very high (HWH)

Samples taken from HWH shed by BHEL for further study.

32 Oil pressure switch (Enfos Make) fail. (TKD) Under study 33 TB 3 foundation bolt was found rubbing with

rectifier cable causing GR operation. (VTA; 14078)

Under study

34 Some problems have been reported on power cable crimping also. Power cable socketing at DLW is poor. In one case, the socket was split horizontally/individual strands were seen (VSKP). Car body cables lugs should be to DLW Drg. EL/WT/0013A of el. copper tubes and not of wrought Cu as per DLW Drg. EL/WT/50; solid lugs burn out. (TKD)

Following action has been taken: •Miliviolt drop test on first notch has been started to detect bad crimps.

•Audit of crimping dies and process carried out.

•The drg/mat spec of DLW examined and found to be correct technically; It is, however, proposed to adopt the GM loco mat. for improvement/ uniformity.

35 Sluggish operation of Power contactors

Oiling started at DLW. BHEL approached for development of PTFE piston. Referred to RDSO to take up with BHEL.

36 Weight of MU couplers+ MU cable very high (BGKT)

This can be addressed by using 27 core MU cable. Under study.

37 All make speed recorders interchangeability. Referred to RDSO. 39 ASD due to OST at transition stage(SE/S Rly) Referred to RDSO. 40 Problem on micro-processor based governors

(reported by ED, NKJ and HWH sheds), which inter alia include: Overshooting of rpm up to 1200 Engine not loading fully causing wheel slip Fouling of terminals, cables etc. with box Failure of devices

A special drive was taken by BHEL to educate the sheds as many problems took place due to lack of understanding. Most of the problems appear to have been licked as failure reports have stopped. The issues still under examination are: Overshooting of rpm up to 1200 Reliability of devices

B 12

Specific inspection -related complaints Problem DLW’s observation 1 Side bearer bottom plate pin breaking.(GY) Placed under strict inspection 2 Longitudinal and lateral clearances of axle boxes of

some new found to be less than critical; same problem faced on locos when both box and frame liners are newly renewed; (GY shed.)

Placed under strict inspection

3 * Extn shaft and fast coupling bolts broken; retorquing required in shed. Vatva, NGC & LDH. Two failures have taken place on KE6 expressor due to key breakage at coupling hub. One of the loco no. is 14929 and other loco no. is to be found out from GY. This aspect need further study as the bad workmanship appears to be of DLW. Other complaints of failure of fast coupling keyway/key on both expressor/compressor & engine end

Torque wrench is used at present. Failed materials required. Study showed that the problem was related to : • Inadequate draw during fitment of

coupling • Poor quality of bolts supplied with

the couplings • Minor irregularities in keyway

dimensions and keys These have since been set right

4 Improper clearances of labyrinth on axle boxes; to be checked thoroughly at DLW

The problem appears to be a manufacturing quality issue; under special checks at DLW.

5 * Failure of mounting bolts of fuel tanks on WDG2s. (NGC)

It was found that some old stock of non std. make bolts were in use. It has been decided to scrap the same.

6 * ED shed has mentioned that addl supporting bkts are to be given for pipe brackets for BP pipe in control stand.

Implemented but discontinued by shops recently. Inspection advised to ensure that this is done on all locos. Drawing has to be modified showing some additional clamping for Cu pipes.

7 * DLW built locos have the problem of all stay plate bolts slack, which are required to be tightened on the horns of bogie pedestals with spring washers. There are complaints of pedestal cap bolts breaking frequently inside the body.

Inspection tightened and torquing of bolts started except eight bolts for which approach is not proper. This aspect is under examination. The quality of bolts in use is also under examination.

8 RTTM belt worked out due to Pulley alignment being out by ½"(BGKT)


9 Lube oil leakage from main header gasket Placed under strict inspection 10 Air leakage from A 9 valve due to exhaust valve

stuck on two locos (HWH) Placed under strict inspection

11 Fuel pump support threaded holes found with less length causing vibration and breakage (HWH).


12 Side bearer bottom plate pin breaking.(GY) Placed under strict inspection

Section B1 Status of reliability of ritical

Powerpack components

B1-1

Vision for Mech department; a report on reliability of DLW high hp engines

1.Some of the relevant extracts from the vision statement for Mechanical department are given below:

• Manufacture of 3600 hp ALCO locomotives in 02-03 • Manufacture of 3300 hp ALCO locomotives beginning December 2001. • 20% reduction in consequential damage to crankshafts in 02-03. • Design validation of existing ALCO engine block for 3600 HP capability. • Vendor development of critical items, particularly power pack items, such as main bearing bolts, main bearing, connecting rod, bearing shell, piston etc. on a sound footing. • 50% reduction in consequential damage to crankshafts by 2006-07.

In addition, high rate of failure of major engine components, with or with consequent damages, in general in recent years has been a major cause for concern. 2.All the issues involved in respect of reliability of engines have been addressed meticulously in recent months with the following multi pronged approach to affect tangible improvements:

• Data collection, management and analysis • Failure investigation (at sheds and DLW). • Review of design. • Review of manufacturing practice (occasionally maintenance practice too) • Vendor audit and inspection control • Comprehensive study to adapt good features from other designs.

3.The enclosed table summarizes the measures taken by DLW. The process is continuous and is being pursued vigorously. The efforts have born fruit and the rate of failure has already come down substantially. It is not out of place to add that every single area has needed major inputs from all concerned. The enclosed loco-wise list of failures of critical Powerpack components, excluding turbochargers, (See Annexure, section B1) shows approx. 40% reduction in failures in 2002 as compared to 2001, as can also be seen in the summary given below:

No. of failures 2001 = 146 No. of failures in 2002 (till Dec 02) = 85 No. of failures in 2002 (projected) = 90 No. of locomotives with one failure in period 1.1.01 to Dec 02 = 151 No. of locomotives with two failure in period 1.1.01 to Dec 02 = 32 No. of locomotives with >2 failure in period 1.1.01 to Dec 02 = 05

4.Considering the mistakes already made and attendant infection with “defective/substandard” components in our large population of locomotives, some failures continue. Efforts are on to reduce even such failures by stepping up new supplies from DLW. 5.Since the exercise is only half way through, suggestions for course correction as well closure of gaps in existing data/measures etc. are solicited from all. For example, in the listed failures on our engines loco-wise, some information may be missing. We would be glad to incorporate additions/deletions.

B1-2

Corrective actions by DLW on problems reported on engines and turbochargers

(Including actions taken on suggestions by sheds) Problem/Suggestion Action taken

Con rod 1 Failures of connecting rods This has been engaging the attention of DLW and the

actions taken are as under in brief:

§ The process of rifle drilling controlled by issuing a fresh WI and inspection tightened. § The oil hole blending improved. § Spec. changed to Boron Steel only but difficulty is being

faced in implementation. Meanwhile, stress is being given to use of material with required longitudinal and transverse strength. § Cleanliness of RM incorporated. § Con. rod nut & bolts being procured in pairs. One ‘I’

mark at serial key seat provided. § Drawing revised to ensure that min. distance between

locating lug and bolt hole is achieved. § Audit of SIFL done and a number of improvements

incorporated in the process & spec; verified by RDSO also. § A new reliable source under development. § Sample checks over and above RITES inspection being

carried out on con rod forgings. One con rod would be got cut from the rifle hole every month and the quality of hole examined and metallurgical tests carried out. Photographs and records being kept for all audit checks. § RDSO requested to issue an IB covering Magnaflux

inspection of suspect SIFL con rods; done. § The pie-tester attachment for the Magnaflux machine

being made functional and the validation frequency spelt out and ensured accordingly. § Dy CCMT/DLW has procured the Keto’s rings for the

magnaflux machine. § The process of removal of excess material from the web

has been improved. Arrangement for measurement of thickness in the form of template is being devised.

2 Free movement of con rod nut on bolt not available. Boltholes should be done in two stages on con rod.

Converted to one assembly & PL. Improved fixture provided and machining improved; out of sqaureness of hole centre line and top surface still around 20 thou; to be permitted under concession. Experiment carried out to check permanent set at 25+1 thou stretch and it was found that the material is okay. Trial on five engines in hand. Introduction as a regular measure subsequently.

3 Heavy rejection of con rods due to shrinkage of big end bore at NKJ. (Presentation of NKJ)

Detailed study carried out by Inspection and Design wings at NKJ and the problem found mainly on very old or new DCW make con rods. Ref. made to Rly Board and RDSO. Closed.

B1-3

Piston and piston pin 1 Seizure and

disintegration of pistons The problem was faced to a large extent on IPL pistons and to some extent on EML pistons. Details study with M/s IPL, including FEA for 3100 hp application, PFMEA and detailed failure investigations of six cases were undertaken. Supplies of piston from IPL were withheld for some months as the above job was in hand. After proper study and identification of measures needed, supplies have now been resumed. Detailed audit exercise as above has generated confidence in the piston design as well as manufacture. Further analysis of the samples of cracked pistons is in hand. Problem on six-bolt piston of EML design continues to some extent. The solution lies in gradual weeding out of this design with single bolt design, which of GETS as well EML make is in satisfactory service. The matter has been taken up with Board.

2 Failures of piston pins This has also been engaging special attention of DLW and the actions taken are as under in brief:

§ Improvement of the oil hole finish not only required a modification of process but also tighter inspection. Since implemented and the finish obtained at present is acceptable; chamfering, however, needs improvement which is in hand.

§ Surface finish improved due to introduction of reaming process.

§ ‘I’ Mark for vendor of RM and finished piston pins incorporated in the drawing facilitating traceability.

§ Sample checking of inclusion rating is called in our spec. RITES advised to tighten inspection.

§ Introduction of new suppliers for seamless tube RM after auditing their facilities. Moreover, identification mark for vendor of raw material and finished piston pin has been incorporated in the drawing facilitating traceability.

§ Two-stage quenching has been introduced w.e.f. 1-12-2001.

§ Stringent metallurgical check is being ca rried out at DLW on every heat and record keeping improved for complete traceability of the heat treatment done by DLW. One piston pin being cut from the oil hole every month and the quality of hole examined and metallurgical tests carried out. Detailed records of all audit checks, including photographs being kept.

§ Stringent 100% hardness check is being carried out at DLW.

§ The quenching temp standards audited for conformance with ALCo spec.

§ Experimentation at DLW has shown that pickling, instead of sand blasting, achieves better result. implementation planned.

§ Standard calibration samples for Magnaflux tests have been provided.

§ Go/No-Go gauge has been introduced to ensure proper ID to sleeve fitment.

§ 150 Nos. piston pins being procured from trade from repute d auto -manufacturers.

§ Annealing of pin sleeves being done since 4-01.

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Split and cam shaft gears 1 Failures of crankshaft split

gears This problem has also been dealt in detail and the actions taken are as under in brief:

• Spec of forging revised to call for inclusion rating • Protuberance hob introduced; step at gear root eliminated • Hardness values increased to 341-371 to avoid cases of

pitting/breakage. • Drg. revised to call shot peening to guard against tooth

breakage and it has been started. • Deburring on finished gear improved. • Development case (20 Nos.) moved to obtain some

supplies from reputed gear manufacturers. • Sample checks on forgings improved. • Pitch line checker procurement mooted so that shaving

not done on bore distorted during hobbing . • Gap between the mating surfaces of the two split gears

being checked with the help of feeler gauge. Crankshaft, engine block and main bearings 1 Problems on engine block;

Weld failures, distortion of main bearing bores, cracks on saddle & cam bush housing

The problems have been studied in detail and the actions taken are as under in brief:

§ 100% check of alignment as per RDSO procedure after correct tightening of main bearing caps § Good features of Bombardier block introduced. § CO2 welding instead of conventional welding for manual

weld locations under introduction in stages. § Ensuring MB stud hole in centre and higher mating area

of serrations by building up saddle ends § Wider cam bearing block at No. 9 location § Cam bearing set-up fixture introduced and low cam

bearing wall thickness problem eliminated § No 9 crank bore is finish -bored separately at reduced

rpm; eliminates bore misalignment and radial distance problems; same for cam boring with HSS tool § 100% elongation check of MB studs ensured § Boring done only with validated studs § Oil groove provision in cap planned. § Repair of the stress-relieving furnace to achieve specified

temperature differential planned § Correct welding sequence implemented as per WI § Measurement of locked up stresses in hand § Laser based alignment systems studied and applicability

under study § Extruded section spline on Bombardier pattern to be

introduced § Strengthened cap & saddles; forging drawings to be

revised and manufacturability to be examined § Use of Rillenlager bearings at no. 3& 7 locations § Review of heat exchangers, i.e., LO cooler and radiator

in hand with a view to ensuring cooler LO

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2 Structural/weld failures,

undersize side sheet thickness etc

The problems have occurred mainly on blocks manufactured during the period when blocks were permitted on waiver:

§ Waivers on block stopped except in rare cases § Targets machining re-qualified to avoid complaints of less

thickness of sheets etc § Inspection after planing of side sheet & FR joints in HMS; in

case of defects, rectification done by proper gauging and welding § SAW weldment improved in respect of controlled voltage and

current leading to poor penetration (New power source for Lincoln m/c installed) and new m/c no. 3026 installed § SAW weld flux of only reputed and proven make to be used.

The flux of M/s Lincoln found far superior with considerable improvements in weld quality and proposed to use only this flux § Use of alternative machines for edge preparation as old

machines have outlived their life § Root run weld improved for wa ter chamber § Improved flux application during welding § Hydraulic test at higher pressure § Rejections in Radiography and Hydraulic tests reduced

drastically § Re-qualification of all welders on GM pattern § Good features of Bombardier block introduced. § Detailed bead-wise record-keeping of blocks done § CO2 welding instead of conventional welding for manual weld

locations under introduction in stages. § Repair of the stress-relieving furnace to achieve specified

temperature differential planned •• Implemented shot blasting of all components prior to set up to

improve weld quality § Correct welding sequence implemented as per WI § Proper seating of middle deck against outside wall and

spline ensured. If gap is found, it is closed by flame heating of outside wall § The flux falling on the ground to be discarded § All internal seams flame heated prior to SAW § Since RDSO has approved a plethora of electrode

manufacturers, DLW has developed its own list of vendors on the basis of past performance §§ Most of the joints on positioner GMAW welded

3 LO regulating valve to sump connection adapter on the sump to be made 41/2 “ long for proper fitment of dressor coupling (ET shed)

This problem was studied and it was found that the change over to a longer pipe on request of some sheds. This modification, however, resulted in difficulties in fitment of dressor coupling. The modification has since been reversed. Closed.

4 Wrong indication of LO level; tube not modified stick modified (NKJ)

Tube has since been modified & cut in. Graduation verified at DLW. Closed.

5 Lube oil not rising after a certain level for nearly 250 litres.(HWH)

Tube has since been modified & cut in. Graduation verified. Closed.

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6 Cracks on the main

bearing lug area This issue was examined in detail with the manufacturers like KOEL and Gabriel. A process has been evolved by which bearings can be made totally crack free. Stringent check deduction at manufacturing stage itself has been introduced. One round check on all makes made and bearings found okay. RITES advised to pay special attention to this aspect. Closed.

7 Water drainage from L/S bank is not possible fully as it retains water during drainage contaminating the oil whenever liner is taken out (NKJ & GY).

It has been decided that drain wou ld be provided for l/s water header in block by providing two special pipes for the purpose. The first two such blocks are under manufacture.

8 Leakage of lube oil in fuel gallery 14953 due to angularity in push rod bore of the block at R5 location (NKJ presentation).

With the introduction of GMAW welding and improved test standards, such problems are not likely to be encountered in recent blocks. This has been made a checkpoint. The angles under use for galleries are of poor quality. Rejection of angles may be required as complaints of laminations persist.

9 Cold breakage of crankshaft

Suspected cases of cold breakage of crankshafts has been analysed by DLW in detail independently as well as through joint investigations with the manufacturers. Investigations have revealed that most of the cases are hot breakages, not due to any inherent defect in the crankshaft, except one case in which warranty claim has been raised against M/s. National Forge which has been accepted. Simultaneously, the specification for the induction hardened crankshaft has been revised to call for fillet hardening. Induction of new crankshaft from sources other than M/s. NF is being done in a cautious manner. Moreover, waivers requested by M/s HEC are not being agreed to in most of the cases due to criticality of all the application.

10 Other miscellaneous complaints on engine block: Failure of two recent DLW blocks due to Cracks near fuel pump support area Leak off channels drilled through gallery Water jumper hole drilled through Slight bulging at fuel pump support mounting area

With the improvement in SAW weld machine, its power source, flux quality and application and improved test standards, such problems are not likely to be encountered in recent blocks. Some problems were faced due to employment of “direct to use” flux from M/s Advani, which has since been discontinued. It is being ensured that only quality flux (Lincoln make) is employed. Checks on slight bulging at fuel pump support mounting area to be done.

Cam shaft 1 Low life of camshaft etc. It may be mentioned at the outset that the life obtained on

DLW camshafts is higher than that on camshafts of other sources and this has been confirmed by the users in the latest BIM. There have, however, been some recent cases of failures of camshafts within months of commissioning. This has been investigated and the reason appears to be due to poor dimensional QC on allied components like roller, pins, bush and lock plates, resulting in rotation of the pin and blockage of oil hole, seizure of bush and roller etc. It has been decided to exercise greater quality control on the dimensional aspects of these components and infant failures of the type

B1-7

reported recently should get reduced with this. Moreover, with a view to improving long term life, following measures have been taken:

• Stringent check on surface finish. In the fuel cam-opening flank, 8-10 rms. is being achieved (specified 5 rms). This has been achieved by introduction of 3M emery polishing and this practice has to be sustained.

• Reduction in quenching cracks by stricter process control. • Removal of quenching and grinding cracks by stoning, which

was being carried out earlier, has been stopped. • Use of Landis m/c 1180(old m/c) for finish grinding, which

resulted in poor grinding, has been discontinued. • Repeated checks on 100% hardness checks carried out.

Decision has been taken to introduce polymer quenching as it has superior spreadability contributing to uniform hardness

• Improved handling of camshafts; assembled camshafts placed on proper wooden pallets instead of two point supports. It is proposed to start better stacking of finished individual camshaft segments on wooden pallets to avoid any damage. It is also planned to introduce palletisation; a safe system of transporting finished Camshafts from shop floor custody to spares ward is planned to avoid damage during material handling/transportation.

§ Checks on some reground camshafts revealed that the specified case depth is being obtained.

§ Procurement of a camshaft buffing attachment to improve the surface finish further is underway.

§ RMS value at the plunge groove has been specified on the drawing as 250 RMS to eliminate fatigue failures initiating from sharp marks in this area. It is planned to introduce selective turning of the flange grooving by introducing final turning with the help of finishing tool to improve the finish. With a view to improving finish of plunge groove, all camshafts shall be made on CNC machines. Alternatively, use of carbide tools mooted.

2 GY has reported breakage of L4 & R4 internal snap ring of camshaft while removing the shaft.

Correct method of removal has to be followed; advice sent to sheds. Closed.

3 ED has reported that on FE camshaft lock nut of the flange cannot be tightened fully with a ring spanner as gap bet nut & dia of shaft is less. Approach of torque wrench also needs to be checked.

No problem seen at DLW; referred for clarification to ED. Nothing received Closed.

4 NFRly has reported that camshafts of some locos were fitted with plain (not Nylock) nuts.

Loctite trial by DLW stopped and only Nylock nuts fitted at present. Closed.

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5 Camshaft failure due to

working out of bolts (TKD, LDH & NGC)

Checks carried out on co -bore for the chamfer and found okay; excessive play not found. Audit of M/s Sandeep Engg. carried out and Nylock nuts supplies improved; defective materials rejected. Development from M/s Pooja Forge/Symond Marshall under n/s indent procurement. Fixture for drilling stud holes and dowel repaired to ensure correct location of all the stud holes and dowel hole; the clamping fixture needs to be rectified to avoid rotation. Torquing of cam shaft nuts enforced. Permanent elongation suspected in some studs; metallurgical examination of stud done in lab in detail and the material found to be okay. Taper of the mating flanges, as called in the drawing, not being obtained. This has never been done earlier. It is proposed to start providing this taper and but necessary tooling for the same has not been arranged. Detailed investigations carried out on failed materials of TKD and NGC. Detailed report made by DyCCMT which did not suggest any material deficiency. Attributed to improper machining with incorrect dowel location. This has since been improved.

6 Problem of tightening with ring spanner on FE camshafts as the land dia is higher; why adopt higher dia on FE shafts(GY)

Five loco sets are being made as per the revised design with reduced plunge dia; under process.

7 Cam gear snap ring works out during disassembly(GD & GY).

Checks done on the cam shaft keyway as well opening of cam gear after assembly. Data collected from other sheds also. This appears to be a problem of improper extraction. Closed.

8 Failure of cam gear nut reported by VTA.

The design has been modified to reduce the thickness of the lock nut split to ensure proper locking. The problem has been contained on modified cam gear nuts. Closed.

9 Frequent failures of cam rollers specially of Jalan make.(NKJ)

One lot has recently been made with higher hardness than specified which is under investigation. M/s Jalan delisted.

Cylinder head 1 Yokes in valve lever

assembly are found to be misaligned. GY shed has reported many failures/rejections on DLW locos.

Inspection of checks on fixture to check yoke dimension tightened. Closed.

2 Incorrect location of water jumper pipe passage wrt locating holes.(RDSO)

Audit checks at DCM and AIW carried out and no such problem is faced at present. Closed.

3 Supply of valve locks to sheds only in pairs (RDSO report MP/Misc/52 Feb 97); reported by CRly also.

Carried out for DLW locomotives but not for supplies to sheds. Procedure of paring explained to sheds and DCW and pairing may be done at fitment stage. Closed.

4 Cylinder exhaust yoke spring was broken. (SRly)

These failures have been arrested through strict vendor qualification. No problem reported from other sheds in recent past. Closed.

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5 Failure of cylinder head

assembly, especially nozzle cooling sleeves reported by SCRly, 25 failures on AIW make heads. Also reported recently on 5/6 locations on one locomotive. Failure of casting defects on cylinder heads reported by many Railways, showing poor life on AIW and DCM make heads.

Detailed meeting held with all the firms i.e., M/s DCM, AIW, KOEL and DEC twice in last six months. In the above meeting, measures to taken to improve the castings were also identified. Detailed action plan, including shed visits and audits has been drawn up and improvement is expected. Audit checks at DCM conducted and CAs advised. V isit to AIW planned. Performance of DCM heads, claimed to have improved in recent lots is under verification through checks in two Rlys. DCM report obtained from TKD, required from RTM and one more shed.

6 LOC of all WDM2C locos, which have completed 12 months have abnormally increased. Valve guide clearances were found excess as one of the reason for high LOC at NKJ.

Valve guide drg modified to provide for recess at top, closer tolerance and harder material in line with 251 plus guides. GETS type material also to be incorporated. M/s Ma Sidheshwari delisted; M/s Mukherji & Ma Vishalakshmi audited for checks on concentricity, taper & run out and found acceptable.

7 Breakage of rocker arm reported by UDL during DyCDE’s visit. Many breakages reported by NKJ on new locos.

Process audit done. Forging drg revised and machining drg also revised to avoid any possibility of notch formation. Inspection advised about the issue such that the levers now under manufacture are okay. Closed.

8 Frequent failures of swivel type water jumper rubber gasket and O-ring; injector O-ring can be fitted).(NKJ)

Material changed to SGCI; procurement action in hand. The problem is under study with a view to improving the vendors, especially of the Viton O-ring. Checks underway in the laboratory for these rings.

9. Failure of Engine Valves.

Vendor requalification was taken up afresh and due to poor performance and inadequate facilities, M/s. Shama has been deleted. Upgradation of facilities required at M/s. KOEL has also been identified and dialogue is on with the firm. Another improvement in hand is to analysis the valve groove and lock design critically and a modified design is under consideration. In addition, the specification of the engine valve, especially in respect of test standards has been made more stringent and good features from GM loco practice incorporated, e.g., impact test. The revised specification is under issue.

10. Leakage from Plugs. Frost plug design in line with the 251+ cylinder heads has been adopted for conventional cylinder head also.

11 251 plus Cyl head decompression plug dummy leaky (HWH)

The plugs available have faulty threads. Vendor review of this item in hand.

Turbocharger, after cooler and allied systems 1 Deaerator outlet pipe

elbows projecting outside hood requiring cutting of hood.

Change notice issued providing a hatch at this location for maintenance. Closed.

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2 SCRly have reported that on

WDG2 locos with GE turbos, lube oil pipeline of turbo filter is drawn zigzag increasing the chances of failure. ED & NKJ sheds have reported that LO inlet pipe to filter is taken from bottom of LO pipe bet strainer & header dangling underneath the extension shaft, rubbing with metallic parts. Similarly flexible connected to pipe form strainer is also difficult to attend as a/cooler pipe, water pump suction pipe and w/p branch pipe leading to a/cooler are to be removed first. Clamping of these pipes also need to be improved. M/s GETS have also suggested that the pressure at turbo inlet be increased.

Change notice issued standardizing the strainer to filter and filter to turbo pipeline including improved clamping after detailed study. This will also help in improving the LO pressure at turbo inlet. (SN 16 Eng, page A 5, Soochna 31-3, issued for ABB turbo; Change notice for GE turbo also (incorporating modified bracket, shortened & rerouted header to filter hose and modified PTFE coated and rerouted filter to turbo inlet hose) issued and implemented (with min pressure of 2.8 Kg at turbo inlet). Railways also advised for retrofitment. Closed.

3 Kinks observed in the water inlet to a/cooler hose in GE turbo locos(GD)

Water inlet to a/cooler hose elbow angle modified to 135º to avoid kink in the pipe. Closed.

4 SERly reported that air maze to turbo adaptor extn piece is non-standard in DLW locos; dimension varying from 432 mm to 472 mm. Vatva shed reported that TSC expansion joint burnt in two cases resulting in loco failure. TSC/ cyclonic duct muffler found to have its clamp shifted (NKJ shed). LDH reported that Cyclonic filter housing distance piece is tack welded at 4 places and has 1/4" gap circumferentially in loco 14870 due to which unfiltered air goes to TSC and results in increase of Silica content. A piece with jubilee clamps requires to be fitted between TSC & Cyclonic filter housing.

The arrangement has since been standardized and there are now no complaints of non-standard fitment. The complaints are now in respect of quality of the filter bag and this issue is being taken up with the manufactu rers. Closed.

5 GE turbo vents should be flexible type; suggested by CRly. NKJ replaces bubble collector flexible with steel pipe.

Change notice issued to convert the pipe to flexible type with lagging. Closed.

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6 Poor quality of bag filter

leading to damage to turbo (ED, ABR), dust passing through the filter(LDH & GY) switch over to older paper filter type design mooted by RDSO.

Concerns Vehicle wing. Matter taken up very strongly with both the suppliers, i.e., M/s Anfilco and Varun. Improvement already in place. Meanwhile, the design of WDG2/2C filters modified to 600mm length to avoid tearing of filter bag by air draft. Change over to fibre panel type design under consideration by RDSO.

7 Failure of GE turbochargers under warranty.

The issue was analysed threadbare based on independent investigations by DLW as well as joint investigation reports submitted by the shed and special reports of M/s. GETS. The latter have agreed to replace six out of 8 turbochargers which were suspected to be direct failure cases. With the upgradation of lube circuit and other measures suggested by DLW, the reliability of GE turbocharger is likely to improve substantially.

8 Failure of ABB Turbochargers due to loose tablocks.

This issue was taken up with M/s. ABB very strongly and it was concluded that the loosening of tablocks is mainly due to weak design and not surging alone. With the help of Railway Board, M/s. ABB have been persuaded to retablock the turbochargers with old design of tablock. The logistics of the same has to be worked out by the CMPE/Ds as this would lead to considerable improvement in reliability.

9 Issues related with reliability of allied equipment of GE turbocharger ED has reported that foundation bolt access is poor, turbo to be removed if water inlet seal ring perishes (water inlet should be provided directly on the turbine casing) and length of turbo water inlet flexible pipe is too short, to be increased & metallic length reduced. To attend water leakage at turbine casing end joint pipe from water pump is very difficult, as engine hood & TSC are to be removed.

To repair leakages on GE TSC/After cooler, the pipe manifolds on both sides have to be removed which is done after HOE.

Uncoupling of a/coolers requires removal of LH vibration damper and strainer.

Change of water or LO pump requires unloading turbo. Deaerator pipe/water return

Study showed that this could not be solved in GE turbo design. As far the inlet pipe is concerned, although replacement of the pipe poses some difficulty, it is not advisable to change the flexible length. In the modified long hood design, which has been cut in with loco 14991, extra width of the hood has been provided and this problem has been solved. This is being taken care of by providing an expresser hood in the new design of long hood. Meanwhile, GETS has been advised by both DLW and RDSO to provide water inlet from the side on the pattern of single volute design.

Rectified in new locomotives with the relocation of strainer. This problem cannot be solved in the existing GE turbo design. Flexible clamp provided for outlet pipe.

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pipe of twin a/cooler failures. Leakage from twin after cooler outlet pipe from threaded joints. The entire system of piping to be looked at. Failure reported recently on Rt side GE after cooler outlet 1-1/2" pipe nipple broken from bottom thread on loco 14942 at CRly. A/cooler water return pipe elbow touches with hood and is under tension causing water leakage. LDH has mentioned that both a/cooler water outlet pipe sockets are touching with a/cooler side cover plates. Breakage of foundation bolts; breakage of bolts due to inadequate engagement on rear bolts.

Lowering of hood to be done with wooden blocks placed on pipe. Till the modified hood is applied, proper alignment of after cooler water return pipe is being done to ensure that 2nd elbow has adequate gap from the sidewall of the hood. Clamping system has been redesigned and the firms, which supply the pipes, have been visited and deficiencies indicated to them. Drg reviewed; use of ring and plus gauges by vendors introduced to standardize the threads on the pipe.

The alternative design with flexible pipe alone (as suggested by GD shed) is under examination; Opinion of other sheds awaited (drg. has been kept ready).

Old stock modified after coolers were with defective water outlet pipe, M/s Saswad has replaced; deaereator/water ret pipe to be made properly, to be checked in LAS.

Bolts received with GE turbos as per the revised thread engagement length. GETS has started replacement with free issue bolts.

10 ED shed has reported that repair of a/cooler core on GE turbos is difficult as the core consists of 2 parts integral with housing and not detachable as in other locos. They have also mentioned that on GE turbos, foundation bolt access is poor, turbo to be removed if water inlet seal ring perishes (water inlet should be provided directly on the turbine casing).

Required redesign to single volute turbo, which has been completed and expected to be introduced in service in 02-03.

11 ABB turbo LO pipeline etc. (GE included in 31-3 Soochna) Complicated LO pipeline leading to the turbos in all types but specially poor in design for GE TSCs resulting in very poor maintainability and reliability as well as loss of LO pressure.

The subject has been studied in detail and the pipeline has been modified for both ABB as well GE turbos. Change notices issued after modifying filter location. RDSO advised for issuing mod sheet for retro-fitment.

12 Provision of hatch in the turbo support for checking leakage on after cooler other side of support

Opinion of sheds obtained and considered not necessary. Closed.

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13 Breakage of rotor shaft on loco

no. 17522 at LDH on 10.5.02 (LDH) & 7 other cases since 98.

Make PECO. The firm asked to visit LDH and produce joint report. Delisitng advice also issued to the firm.

14 For the turbo adaptation part, the pipe threads are of local made and the threads are breaking. These are with seams. These should be preferably seamless and standard threads on standard pipes should be used. (TKD)

Use of seamless pipes for water piping ensured. Use of ring gauges to check the threads of pipes by the vendors ensured. Closed

15 The clearance between shaft flange and oil seal turbine end was provided by ALCO between 8 to 10 thou which has now been revised by DLW as 8 to 12 thou. Excessive clearance at turbine end oil seal results into oil throw; this needs re-examination. (GD)

Drawing revised to call clearance between shaft flange and oil seal turbine end between 8 to 10 thou. Closed

Cooling water pump and system 1 The modification in the water

pump casing as per Report No. MP/Misc.41 not done resulting in poor life of water pump seal. (ABR).

The subject modification has been cut in by DLW. Closed.

2 Rt side radiator to LO cooler inlet on horizontal pipe should be in vertical pipe as was the case in earlier design of locos. (LDH).

The problem was examined at DLW. This is specific to PHEs. Water inlet pipe cannot be made horizontal due to typical inlet location provided on the PHEs. No functional problem envisaged. Being further examined.

3 Water pump oil seal reliability to be improved (VSKP).

The drg. studied and found okay. Quality improvement by vendor control is in hand. New vendor, M/s Sujan, under trial. Dimensional and chemical tests conducted on oil seals supplied by OMCO. Dimensional variations found. Firm advised. Performance of oil seals supplied by new vendors being monitored.

4 C Rly has reported that (especially on DCW locos), use of sub-standard water seal of NPC make in water pump leading to premature failures. Water pump seal failures due to carbon worn out reported by NERly (loco no. 14061) and SCR. Best failed life of 10 m on EPIL & much poorer on NPC/Burgman makes(GY). PA shed has reported that Leakproof supplies rubber instead of ceramic seal; faster wear. EPIL seals with imported rubber kit is superior(running at NKJ).

NPC//Unique are not DLW approved sources; railways may indicate performance as the details available at present are conflicting. Leakproof is under dev and order should not be placed by Railways. Import of seals being done for reverse engineering. Meanwhile, drg. of the seal modified to obtain 18 month life and EPIL modified sample fitted at DLW. The product appears to be promising and further procurement shall be done only to this drawing. One no modified water seal from M/s Leakproof and 05 nos from M/s NPC have been fitted on engines. No leakage observed during testing at DLW. Field performance being monitored.

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5. Low pressure in water system. The 10” impeller water pump have been cut in at DLW,

leading to considerable improvement in water pressure in the system. In addition, higher speed of the drive gear, with the increased drive gear ratio, shall also lead to higher discharge.

LO pump and system 1 Erode Shed of Southern Railway

has reported a large no. of cases of cracks on outlet as well as inlet bellow couplings of the lube oil filter drum.

Bellow couplings not in use any more. Closed.

2 LO pump failures at GD and NGC (cracking of bushes etc.) breakage of gears (TKD presentation). LO pump out let pipe found leaking from welded flange joint. (VTA)

GD pump called for investigation. NGC case also being studied. Quality plan of LO Pump assembly reviewed and check point to ensure casing dimensions at oil outlet added. CIO inspection restored. The pump design itself is also under review for introduction of Herringbone type gears in the lube oil pump with expected higher delivery and reliability.

3 LO strainer housing weld quality is poor and cracks reported. Similar failure of casings due to cracks on WDG2s also reported by GY, ET, NKJ & Vatva sheds on primary filter, secondary filter and LO strainer casings. CRly has modified secondary housing bottom to bowl-shape. (ET).

Change notice issued (fabrication using seamless pipe); implemented for fuel casings. Subsequently, it was found that even for the modified casings, the weld procedure adopted by the shop was not correct, which has now been rectified. In case of LO strainer housing, the design of seamless tube has been reviewed and the modification notice issued. Under manufacture.

4 Many sheds have reported low LO pressure problem on new locomotives from DLW; the pressure obtained on DLW locomotives is less that on DCW loco or other locos of sheds. The problem has become acute after Low Idle modification.

This issue has been examined in detail. One of the major improvements done at DLW is stringent rig test, based on the lube oil pump delivery with the revised standards. Another improvement underway is increasing the capacity of lube oil pump by introducing increased gear ratio of the gear drive in the first phase. In second phase, introduction of Herringbone type gears in the lube oil pump should result in higher delivery and pressure. PO for supply of LO Pump with herringbone design gears placed.

5. Leakage from fittings leading to starvation of oil e.g. leakage from S-Pipes.

A detailed analysis of the leakages observed was carried out and it was decided that only superior Parker Hannifin type single ferrule ermetto fittings, which were in use for some time at some locations, shall be provided at all critical locations. Such types of fittings are in use since August 02 and are likely to last at least till POH i.e. on new locomotives turned out from DLW. Replacement of ermetto fittings by shed is, therefore, not required. Locations that are more critical identified. Procurement under process.

6 Use of unreliable quality of Hi-flex make hoses on critical locations such as turbo inlet by DCW – reported by C.Rly. Hi Flex is not an approved source of DLW; no such problem reported on DLW built locomotives.

Hi Flex is only a source under development by DLW for limited ordering ; not many cases reported on DLW built locomotives. Closed.

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FO injection equipment and system 1 All FIP racks sticking. SRly, GY

and ET sheds have reported this problem. They have also reported frequent guide cup housing breakage. Every locomotive rece ived from DLW has got problem of fuel rack jamming; reaming of bore has to be done all cases. (BGKT)

Detailed technical discussion held with MICO & analysis/ investigations done. Meanwhile, action taken on to obviate use of dirty fuel oil at DLW. MICO are rectifying defective pumps available at Sheds. 05 pumps out of 21 rectified at GY. 16 pumps collected by MICO for rectification/replacement. Railways may contact MICO for rectification of FIPs, if any. Air blasting of all items fitted after secondary filter ensured. Periodicity of cleaning of overhead tank and tank filter (incoming fuel line) replacement identified and implemented. To eliminate dirt ingress to FIP, instruction issued to shops keep the plastic protection caps in place till the time of assembly. Plastic caps are kept in place even on failed FIPs. The issue of jamming of the linkage, which has not been reported by other sheds except cases of FIP sticking, is under examination.

2 Sheds have complained that the rack settings from DLW do not match with those recommended by RDSO. The subject has been studied in detail and both pump delivery and settings at DLW, including employment of a different linkage may be required based on some trial and error on engine test bed. Also, FIPs found with 75 cc delivery at idle. (SRly).

Detailed technical discussion held with MICO in respect of delivery pattern on their pumps and its non-conformance with the ALCo standards. Further analysis with MICO is on; there has been some improvement but not to the extent required. Idle delivery is also an allied issue. Change notice has been issued and implemented for employment of a modified link in the fuel linkage such that 0-30 rack setting is achieved.

3 Following leakage/problems on fuel T-jumper and banjo bolts (GY, SRly and ET sheds) Jumpers not tightened fully, leading to leakage. T-Jumper leaky as less draw in flexitallic gaskets & F/Oil header misalignment. Breakage of jumpers due at thinned wall due to excess machining for access to bolt. Shock absorber rubber rings not provided on both ends of the fuel header. Banjo bolt thread wear out/poor CU washer

Detailed study by Design and Inspection wings carried out. Torquing of jumper/banjo bolts restarted; torque values specified. Some Cu washers of defective quality were in use, same rejected. Machining of T-jumpers modified to eliminate chances of breakage of jumper from sharp corners. Header support design modified to single support to improve flexibility. Opinion of sheds about single/three point support of fuel header with a view to improving fuel jumper fitment obtained and the modification found to be acceptable. Since implemented. Drg of the fuel T -jumper changed to call for facing only on two sides and liberal radius as earlier be retained on the other two sides. Implemented.

4 Jumper with holes out of alignment and very less land thickness for Cu washer to sit(GY).

Checks made in MGR/DLW on the ones being made at present. Fixture problem identified. Included in QP as a check point. Since arrested.

B1-16

5 Failure of two cases of new spec

HP tubes of IA make were reported by NFRly. SCRly has also reported 9 failures; 5 of unknown make and 4 of Injecto make. Western Railway has also reported a few cases of HP tube breakage. NKJ and ET sheds have reported leakage on HP tubes on loco 14945 & 14100 respectively. PA shed of CRly has also reported some failures. Another aspect to look at is that over the period the 3R angle in FIT gets deformed and sometimes the technician fits it forcefully from the cylinder head end giving rise to breakage from cylinder head end near the tip (TKD).

Letter addressed to CMPEs; has the modified design failed at all? Education required in sheds about the modified design; copy of letter enclosed. Sheds also advised to improve handling, especially at the time of cylinder head removal. In any case, large no. of failures of new design AIC make and some of new design IA make have been indicated by VTA, HWH, GY, TKD and NKJ. Detailed investigations carried out including testing by MICO. The material used by AIC was found not imported from P & P/Germany. Status of AIC relegated from Cat “A” to Cat “B”. The firm has replaced defective FIPs at all sheds. Design of the tube sleeve modified to call surface finish, lower hardness and clearance done and drg revised and issued. All firms advised to supply material as per new drawing.

6 Fuel oil cross over pipe not secured with wooden cleats, center clamps and protection sleeve. The cleat also required to be modified.

Design modified & change notice issued. PVC sleeve on hose provided. Clamping at centre ensured. Further, change over to very high abrasion resistant hose mooted. Samples received are under fitment.

7 Breakage of nozzle tips from the tip or from the flange;(Itarsi, TKD & PA). Fuel injectors found dribbling. (SRly).

Discussion held with MICO and analysis is on with RDSO. Meanwhile failed samples collected from TKD. Samples also sent to MICO. Under investigation by RDSO, DLW and MICO.

Cylinder liner and allied areas 1 Failures on account of peeling off

the chrome layer have increased in recent plating and reports have been received from WRly, NRly, NERly, SCRly. & CRly..

Final rejection of liners after shot blasting on account of porosity in casting (detected by presence of oil on the inside surface) started to be ensured without exception.

Machine repaired to avoid eccentric honing. It was found that liner seat was not uniform due to casting defects. In KCD make liners this problem is more pronounced. This check is being done in 100% liners. RITES also advised to check this aspect.

Many cases of chrome layer peeling off are due to fitment problem. Process of sleeve and liner pressing audited in detail and improvements made. Detailed study of data shows that the breakage cases take place mostly on old CF liners. These have to be examined during 18-Mly schedule and weeded out of the system by Railways and shops.

Marking of cylinder liners, casting, machining and chrome plating has been called out clearly for identification of the manufactures.

2 Complaints of constricted movement of piston in the liner

Audit checks conducted on practices of liner pressing, sleeve measurement and employment of GO/NOT GO gauges. OD of liner is checked on 100% liners before plating.

B1-17

3 There are some cases of liner

breakage, at collar or otherwise. As far as breakage of liners is concerned, a majority of the cases involves liners of M/s. Cooper Foundry. Due to various improvements done by them, the same have reduced substantially. A large number of liners with deep undercut in the collar area, however, are in service for which instructions from RDSO for checking and weeding out exists from RDSO. Detailed PFME has been carried out by M/s. Cooper Foundry in association with IT/Mumbai. They have submitted report. Findings out of investigation by CF has been circulated to other vendors for implementation during manufacture.

Centrifuge 1 Location of centrifuge not

standardized. N Rly (LDH). SERly have added that new locos with GE turbo have been fitted with centrifuge in compressor compartment above RTMB with flexible hoses joined at many places. SCRly have reported that on these locos, the return pipe of lube oil centrifuge is too long with 3 joints and may fail due to vibrations. ED reported that the flexible centrifuge hose obstructs OSTA removal.

Location standardized near R1 & R2 sump doors, doors modified, pipes made as per manufacturer's recommendations. Change notice issued. (SN 4 Eng, page A 3, Soochna 31-3). Subsequently, the location has been further modified taking the centrifuge back by approx. 35 mm to help in maintenance at R1 R2 locations. Closed.

2 Height of centrifuge stand should be reduced, one more leg added and thickness of plate increased to arrest vibrations.(NKJ)

Present design reviewed. Additional support provided between the two legs and also between stand and engine base. This has resulted in reduced vibration.

Miscellaneous 1 In the light-weight design of long

hood implemented in early 2001, many problems, inter alia, have been reported in the power pack maintenance: It has single top door design instead of hinge type and out of course removal of cylinder heads, exhaust manifold is very difficult. Increased 14 mm height of the bottom vertical guide plate of lagging causes inconvenience in attending main brg. and con rod bolts. The roof hatches are very difficult to remove due to defective centering devices. Poor quality door locks and hinges. Uncoupling of GE TSC requires removal of hood. Uncoupling of GE a/coolers requires removal of hood. Similarly, uncoupling of expressor cannot be done without removing the TSC.

Concerns Vehicle wing. All these problems, which are mainly of design and some of quality, are being taken care of in a new design of long hood, completed by 31-3 and to be implemented by 31-8-2002; the issues of poor maintainability have been addressed in detail in this design. Meanwhile, the old hood design has been restored and the maintainability problems eliminated to a large extent.

B1-18

2 CRly has reported that location of

engine hood doors on WDG2s is incorrect resulting in requirement to cut both side doors at alternator end as spanner space is not available for uncoupling cam gear.

Concerns Vehicle wing. This has been rectified in new locomotives. Closed.

3 Locos released from DLW with 3-bolt armoured coupling required to be stopped; reported by CRly.

Concerns Vehicle wing. Implemented except some locations due to lack of space; LO filter to LOC near cooler, bubble collectors to rad & near LO strainer. Closed.

4 LO strainer top cover touches with hood. Strainer location, to be changed as removing of strainer/ L-1 power/assembly difficult. Gap bet strainer & hood required to be increased to avoid vibrations. (LDH)

Strainer has been re -aligned to ensure adequate gap between the top cover and hood; no problem on new locos. Closed.

5 Length of l/s vibration damper drain flexible pipe to be increased. (LDH)

Design modified, change notice issued and implemented. (SN 14 Eng, page A 4, Soochna 31 -3). Closed.

6 Inadequate depth of threaded potion in the FIP support

Inspection tightened as some FIP supports machined on CNC m/c have had this problem. Closed.

7 Conventional LO strainer casing fitted in primary filter location Conventional primary filter casing fitted in secondary filter location resulting in non-standardization & maintenance/stocking difficulties. 14893/14902 (ED)

Representative of DLW visited the shed and it was found that the complaint originated due to lack of awareness about the modified filter housing for 90 day primary and secondary filters. Closed.

8 LDH & GY sheds have reported that the value of TG deflection on new locos is found to be more than that prescribed. DLW may study their practices and take necessary action.

As indicated earlier, audit checks taken in hand and subsequently detailed study carried out with RDSO at DCW also. The loopholes observed have been closed. No problem in recent locomotives. Closed.

9 Concerns Vehicle wing. Provision of fuel drain cock and manhole covered in a recent and change notice and implemented. (SN 18 Veh, page A 2, Soochna 31 -3-02). Closed.

10 Concerns Vehicle wing. In a recent change notice, the dia of suction & return pipes standardized and made interchangeable for use in any emergency repair. Closed.

11 OST spring failure reported by GY; shed has fitted 6 cyl. engine spring.

Change notice issued and implemented. Closed.

12 Square handle to be provided in OSTA instead of round handle at present (Vatva).

As indicated earlier, Change notice issued but not implemented. It has now been decided to scrap the older material and procure the new material from trade on priority. Closed.

13 OST handle strikes a/cooler on tripping breaking the handle pin(ET shed)

With the introduction of square handle, which is without pin, this problem would be solved. Closed.

14 Push fit type amphenol plug being provided for PG governor (LDH).

Opinion of sheds differs. M/s Woodward are willing to make the change. Under study.

B1-19

15 Abnormally high oil throw from CC

exhaust on WDG2 locos reported. Drain hole provided at bottom of pipe has not helped; metallic pipe has a suction window which is wrongly located

The design studied and arrangement modified to MG engine type design. A drain back from external pipe has also been added through a change notice. Subsequently, the return flexible pipe diameter from oil accumulator also increased in a recent change notice no. CDE/V/523 dated 22-5-02. Under further monitoring as conflicting reports have been received from sheds about the extent of problem. Meanwhile detailed study is in hand in respect of CC vac maintained at DLW/sheds & aux header ¼ inch nozzle in block for g/case.

16 High oil throw from CC exhaust on WDG2 locos reported by NKJ and attributed to inadequate tightening of engine sump bolts.

Drawing does not provide torque value. Bolts are tightened by pneumatic spanners. Further exercise to compare the torque with different levels of pneumatic pressures usually available in shop is on. Not reported form any other shed. Checks made at DLW and NGC shed indicate vac level more than specified. The capacity of CCM blower being reviewed. 02 CCMs with 10% lower capacity being arranged for trial fitment.

17 Defective jointing sheet/gasketing: has deviated from the original ALCO specification. This needs to be examined as there are complaints of oozing from joints after some time in service(GY). Bursting of secondary filter gasket on two locomotives, 14070 & 71(VTA)

Ref made to GY for detailed explanation as NKJ shed has indicated that there is no problem on DLW locomotives. Drawings of all gaskets being reviewed and standardised. Alternate material removed.

18 Failure of modified crosshead body at TKD. Further 22 failures reported by TKD (plunger breakage?)

Critical study of design of crosshead body undertaken. Audit checks of manufacturing practices at DLW done. Metallurgical tests done on fresh and also on failed samples collected from TKD. The 5/64” radius provided on the crosshead body found improper. The surface finish was also found improper. Checks on hardness pattern revealed that it has been hardened up to the required point only. 5/64” radius made as a check point. The correct radius has been implemented.

19 Lube oil leakage from FIP base-T. Cross head clearance to be maintained (NKJ presentation). Leakage due to porosity? Porosity and other casting defects in fuel pump support

All the FPS are being subjected 6to hydraulic test to ensure no leakage.

20 Cracks on exhaust manifold/ bellow connectors

This is an old item of high level of reliability and therefore the failures, reported recently by VSKP and TKD, were suspected to be due to poor quality control by the vendors. Audit checks were carried out and based on the findings, orders have been withheld in case of M/s Ransal & Vikrant. In addition, another good vendor is being encouraged to enter the field. It is expected that the reliability of the exhaust manifold would improve considerably. Since failures are mainly due to cracks on bellows, modified bellow connectors with stainless steel mesh to replace sleeve has also been taken up for development.

B1-20

21 Western Railway has reported that

poor quality flexible pipes are being used in the water system in a/cooler & TSC; nitrile instead of neoprene. spec to be modified. HiFlex & AEI complaints.

Meeting held with reputed manufacturers and it was decided to implement Gladiator type hoses for critical locations with chances of abrasion and R5R type hoses elsewhere. Drg revision progress?

22 Wear of vibration damper spiders Detailed audit check at DLW of the manufacturing, particularly broaching has been conducted. Problem in broaching tool identified. Broaching tool has since been corrected. During assembly of intermediate ring and spider, dimensions are stringently checked.

23 LCP failures on recent lot of PG governors reported by NKJ

Investigations by M/s Woodward are in hand.

24 Extn shaft and fast coupling bolts broken; re -torquing required in shed. Vatva, NGC & LDH. Two failures have taken place on KE6 expressor due to key breakage at coupling hub. One of the loco no. is 14929 and other loco no. is to be found out from GY. This aspect need further study as the bad workmanship appears to be of DLW. Other complaints of failure of fast coupling keyway/key on both exp/comp & engine end

Torque wrench is used at present. Failed materials required but not received from Vatva. Study showed that the problem was related to : • Inadequate draw during fitment of coupling • Poor quality of bolts supplied with the couplings • Minor irregularities in keyway dimensions and keys

These have since been set right

25 Improper plugging of the drain pipe at the engine sump as well as the outlet results in splashing on TMs during run

Proper plugging ensured.

Section C Failure investigations

FAILURE INVESTIGATION OF M.B.SHELL OF LOCO NO 17573 RECEIVED FROM (DSL) SHED, ITARSI

BACK GROUND: It was stated that during 2nd half yearly schedule of the above locomotive on 27.03.02, temperature of no.8 main bearings was 100 more than the temperature of other main bearings. These shells were checked and found to have severely worn out. As per the records, these shells were fitted on 07.08.01. The manufacturer of top shell was GMH and bottom shell was G.B. VISUAL EXAMINATION: Top Shell: The marking on top shell was GMH. The plated side shows complete wiping of the top (white metal) layer. The bearing is blackened. The middle layer is smeared and torn. At some places steel back is visible. There is evidence of middle layer material extended up to oil groove. Steel back shows blackening. Photograph of the plated side and backside is printed below.

Bottom Shell : Marking on bottom bearing was stated to be G.B. Its condition is similar to the condition of the top shell. Photographs of the plated side & steel backside are printed below.

CHEMISTRY: Middle layer ELEMENT OBSERVATION SPECIFIED % OF GMH GB Sn 3.12 3.15 2-4 Pb 24.20 25.20 23-27 Cu 71.02 72.10 Reminder Steel back C 0.08 0.08 0.08-0.13

C1

MICROSTRUCTURE : A micro specimen was cut at one location of both the bearings. These were polished at x section and seen under microscope. It was found that in both pieces over layer was completely removed and middle layer was 28 thou and 29 thou. REMARKS: There is no deficiency in the material of bearings. Visual examination indicates that these bearings had run with starved lubrication. Such failures are observed normally when the clearance between shaft and bearings is insufficient or when priming before start up is inadequate. In this case the problem was noticed during 2nd half yearly schedule and not before that. It therefore appears that the priming before startup during the half-yearly schedule was not adequate. No. C & F-30/2002 Dt. 12.07.02

C2

FAILURE INVESTIGATION OF M.B.SHELL OF LOCO NO. 17521 OF DSL/SHED, ITARSI

BACK GROUND: It was stated that , white smoke was observed from crank case motor and worn out metal was noticed in crank case of loco no. 17521 during monthly examination on 09.04.02. On further checking main bearing no.2 (top & bottom) were found to have severely worn out. This bearing was fitted on 27.07.00. The statement says that both the bearings were of GB make. Both them were send to DLW vide letter no. ET/D/L/P-22.6/Mech dt. 26.04.02 by DSL/Shed/ Itarsi for failure investigation. VISUAL EXAMINATION: TOP SHELL: Marking was not visible on the shell. Plated side shows that over layer is completely worn out, bearing surface is smeared, patches of bearing metal are torn clearly from steel back & melted bearing metal has resolidified along edges. Surface is blackened. Backside shows bluing and wear. Photographs of plated side and backside are printed below.

Bottom Shell : Marking on this shell also was not visible. Its condition is similar to the top shell. Photographs of both sides of the shell is printed below.

CHEMISTRY: OVER LAYER - Wiped out

C3

MIDDLE LAYER ELEMENT OBSERVATION SPECIFIED % OF Sn 3.22 2-4 Pb 24.14 23-27 Cu 71.12 Reminder Steel back 0.08 0.08-0.13 MICROSTRUCTURE: A micro specimen was cut at one location, it was polished at x section & examined at 100 X. It was found that over layer was completely removed. Middle layer was 26 thou. Pb distribution was uniform. REMARKS: There is no deficiency in the material of bearing. Visual examination indicates that these bearings had run with starved lubrication. Such failures are observed normally when the clearance between shaft and bearings is insufficient or when priming before start up is inadequate. In this case white smoke was observed during monthly examination. There was no problem during the earlier 21 months of operation. It, therefore seems that the priming before startup during the monthly schedule was inadequate. NO. C&F- 31/ 2002 Dt. 12. 07.02

C4

FAILURE INVESTIGATION OF MAIN BEARING SHELL OF LOCO NO. 16124 OF DSL SHED/LUDHIANA

BACK GROUND: It was stated that the M.B.Shells of location 7 were found cracked during yearly schedule examination on 23.03.02. These shells were fitted during POH on 31.05.00. One of the shells was sent to DLW for failure investigation vide letter no. DSL/LDH/Lab/9 dtd. 28.06.02. VISUAL EXAMINATION: Marking on the shell was GB 0300 INI 10150018P001C. The shell had cracked along oil hole. Plated side shows complete removal of over layer in about 65% of the bearing area, while the remaining 35% of this area shows presence of over layer, indicating biased wear. There are numerous deep scratch marks through out the bearing surface. There is no evidence of fatigue failure or peeling off of the bearing metal. The backside shows wear of tin flash and steel back. The lug also shows slight wear. Photographs of both sides of the bearing are printed below;

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF Over layer

Sn 11.23 8 - 12 Pb Remainder Remainder Cu 2.77 2-3 Middle Layer Sn 2.99 2-3 Pb 23.06 20-22 Cu 70.99 Remainder Steel Back C 0.10 0.08-0.13 MICRO EXAMINATION: A micro specimen was cut at undamaged location. It was polished at cross section. On observing under microscope it revealed that over layer is 1.2thou against 0.7-1.8 thou specified, middle layer is 28 thou against 15-35 thou specified. Ni dam is present Pb distribution is uniform in the bronze matrix. There is no void in any one of the bonds.

C5

REMARKS: Chemical compositions of different layers are satisfactory. Thickness of different layers also is satisfactory. Visual examination shows biased wear and deep scratch marks on the bearing side and fretting on the steel backside. This could be possible because of uneven clearance between the shaft and bearing. Presence of scratch marks indicates that, the L.O. filters were not working properly. Fretting on the backside indicates that the two bearings were not tightened properly. CONCLUSION: Breakage & biased wear of the bearing is due to improper fitting. Oil filtration system also needs attention. Proper clearing does not appear to have been done during POH. No. C & M /F47 Dt. 25.07.02

C6

FAILURE INVESTIGATION OF M.B.SHELL (INTER) RECEIVED FROM DIESEL SHED/ MALDA TOWN.

BACK GROUND: It was stated that MLDT diesel shed was supplied main bearing shell ( inter) of Gabrial make having crack in lock/ neck area. This shell was sent to DLW for investigation vide letter no. M-301/S/DLW/ pt-III/3132. VISUAL EXAMINATION: Marking on the M.B. Shell is G.B. 10.01 INT 10150018 P007 C. The bearing is new condition. The neck area did not show any crack visually. On die-penetrate test also it did not reveal any crack. REMARKS: The M.B.Shell did not have any crack. No. C & M / F - 62 Dt. 28.10.02

C7

FAILURE INVESTIGATION OF C.R.BEARING OFLOCO NO. 18357 WDM2 RECEIVED FROM DSL SHED/ RATLAM.

BACK GROUND: It was stated that loco no. 18357 had failed on 04.07.02.Crankshaft also was found to have damaged in this failure. L-3 and L-7 top and bottom bearings of this loco were sent to DLW vide letter no. N/DL/233/104/6/1 dated21.10.02 for failure investigation, stating that all these bearings ( of GMH make )were fitted on 13.03.02 .

VISUAL EXAMINATION:

L-3 C.R. Bearings Both the bearings were badly worn out. Only pieces of steel back were available. Its edges had acquired profile of crankshaft fillet. No identification mark could be traced. Photograph of the worn out bearings is printed below,

L-7 Top Bearing:-

There is evidence of ingress of foreign particles at places on the bearing side and fretting on the steel back side. The bearing is otherwise in good health. Marking indicated that it was of GMH make. L-7 Bottom:- Marking on this bearing is GMH. Plated side shows removal of tin flash at 6 locations. Four locations showing removal of tin flash also show cracking of the tin flash layer and also possibly the over layer. Steel back reveals depression spots indicating ingress of foreign particles between the bearing housing and bearing back. These depressions correspond to the areas which show distress marks on the plated side. Photographs of this bearing are printed below,

CHEMISTRY: R-7 bearing shell was selected for chemical analysis. Results are as under,

C8

Over layer Element obtained specified Sn 11.95% 8 - 12 Cu 2.00% 2 - 3 Pb Remainder % Remainder Middle layer Sn 2.82% 2 -3 Pb 21.23% 20 -22 Cu 74.40% Remainder Steel back C 0.10% 0.08 – 0.13 MICRO EXAMINATION : One micro specimen was cut from R-7 bearing, it was polished and examined under microscope. Observations are as under, Over layer 1.2 thou against specified 0.7 - 1.8 thou. Middle layer 28 thou against specified 15- 35 thou. Ni dam between over layer and middle layer was present. Lead distribution in middle layer was uniform. Bonds between layer were satisfactory. REMARKS: There is no metallurgical or chemical deficiency in the material of bearings. Visual examination shows that, L3 bearings had fretted severely in the housing and were rubbing the fillet of the crankshaft. This area of the crankshaft must be having severe damage. This defect can take place either because of in adequate tightening of con rod bolts or because of less crush height in the bearing. L7 bearings, which were of the same make and also possibly of the same batch did not show any indication of less crush height. Also there was no complaint related to less crush height in any one of the other 28 CR bearings of this loco. Therefore the possibility of deficient crush height is remote. Visual examination also indicates that there is no damage to the L7 top bearing. The L7 bottom bearing however shows evidence of localized distress because of presence of foreign particle between the bearing back and the bearing housing. CONCLUSION: Failure of crank shaft and L3 bearings is attributable to improper tightening of con. rod bolts. There have been several similar complaints from Western Railway. This needs to be investigated and addressed. At the same time quality audit (crush height) of CR bearings supplied to WR also needs to be carried out. As agreed to during last BIMs, super quality audit of bearings (con. rod & main) including crush height and DPT must be carried out at DLW. No. C & M /F-75 Dt. 02.11.02

C9

FAILURE INVESTIGATION OF MAIN BEARING STUD OF LOCO NO. 14598 RECEIVED FROM DSL SHED/ NKJ

BACK GROUND: It was stated that Main bearing no.9 of the above loco had seized as 20.9.02. Shed had sent the corresponding M.B.Stud to DLW for testing vide letter no. NKJ.Lab.Misc. Testing dtd. 24.10.02. This stud was fitted at DLW on 21.12.97 and had not given any trouble up to IOH, which was carried out on 31.12.00. VISUAL EXAMINATION: Marking on the M.B.Stud is "A". The stud does not bear any identification mark of the manufacturer. It appears to have been manufactured at DLW. The stud was in good health. Visual examination did not reveal any damage. This stud was subjected to dimensional check. Values obtained are as under, Specified length Observed length 18.49" - 18.5100" 18.5100,18.5130" CHEMISTRY: ELEMENT OBTAINED SPECIFIED

% OF C 0.49 0.47-0.54 Si 0.39 0.20-0.35 Mn 0.81 0.65-1.10 P 0.041 0.025 Max. S 0.054 0.025 Max. Cr 0.86 0.79-1.20 Mo 0.13 0.15-0.25 MECHANICAL PROPERTIES: HARDNESS RC 32 30-34 MICRO EXAMINATION: One micro specimen of the stud was cut from thread location, polished and seen under microscope. In unetched condition, it revealed thick oxide inclusion between 2-2.5 and thick sulphide inclusion between 1-2. When examined in etched condition, the structure revealed pearlite and ferrite against specified quenched and tempered structure. Threads were rolled. REMARKS: Chemical composition is not satisfactory. S & P are higher than specified. The microstructure indicates presence of abnormal oxide inclusions, which could cause development of fatigue cracks. These inclusions have however not affected the performance of the stud because the stud has not broken. The microstructure also reveals that the stud is not hardened and tempered. The manufacturer has however been able to achieve hardness by normalizing. Because of this, there is no significant change in the total length of the stud. CONCLUSION: The heat treatment given to the M.B stud does not conform to the requirements of specification, through its hardness is satisfactory. No. C & M / F - 76 Dt. 20.11.02

C10

FAILURE INVESTIGATION OF MAIN BEARING, THRUST BEARING AND MAIN BEARING STUD OF LOCO NO. 14940 WDG-3 RECEIVED FROM DSL

SHED/ GOOTY. BACK GROUND: It was stated that the main bearing no.9 of loco no. 14940 WDG-3, which was commissioned on 09.10.01 was found broken prematurely at the time of trip examination on 22.9.02 i.e. within 11 months of service. Detailed examination revealed that the thrust bearing also was severely damaged, crankshaft was in good health and No9 main bearing bore was distorted. The above two bearings along with two numbers of the relevant MB studs were sent to DLW for failure investigation vide letter no. G/D/M.103/24 dtd. 26.10.02. The shed had also stated that all MB studs of thus loco were subjected to reverse elongation and readings obtained varied between21 to 45 thous, although hardness was satisfactory i.e. within 29 to 33 RC. MAIN BEARING: VISUAL EXAMINATION: Marking on this bearing is GMH.03.0150018. It has broken in two pieces. Photograph of both sides of this bearing is printed below,

Inner surface shows removal of over layer, bronze layer and over heating in half of the bearing. Steel back also show over heating in one half of the bearing. CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF Over layer Sn 9.2 8-12 Pb Reminder Reminder Cu 2.26 2-3 Middle layer Sn 3.4 2-3 Pb 23.6 20-22 Cu 71.2 Reminder

Steel back C 0.10 0.08-0.13

C11

MICRO EXAMINATION: One piece cut from the broken piece was polished and seen under microscope. It revealed following: OBSERVED OBTAINED SPECIFIED

Over layer thickness 1.2 thou 0.8-1.8 thou Middle layer thickness 31 thou 15-35 thou Ni dam thickness Present Present Lead distribution uniform uniform Bond between layer Sound Sound

THRUST BEARING: VISUAL EXAMINATION: Identification marking GB-01-001 was noticed. Inner surface shows that about 1/2 portion of bearing width did not wear. The remaining portion of the bearing was damaged. Photograph of this bearing is pasted below.

It shows biased wear, pealing off and over heating. CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF Over layer Sn 11.50 8-12 Pb Reminder Reminder Cu 2.62 2-3 Middle layer Sn 2.92 2-3 Pb 20.61 20-22 Cu 74.89 Reminder Steel back C 0.11 0.08-0.13

MICRO EXAMINATION: Micro specimen cut from the bearing at undamaged location revealed the following,

OBSERVED OBTAINED SPECIFIED Over layer thickness 1.2 thou 0.8-1.8 thou Middle layer thickness 30 thou 15-35 thou Ni dam thickness Present Present Lead distribution uniform uniform Bond between layer Sound Sound

C12

MAIN BEARING STUD: VISUAL EXAMINATION: Both the studs did no t show any damage. They did not bear any identification mark of the manufacturer. " CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF L R D-87018

C 0.50 0.48 0.47-0.54 Si 0.24 0.35 0.20-0.35 Mn 0.84 0.77 0.65-1.10 P 0.014 0.012 0.025-Max. S 0.006 0.005 0.025 Max. Mo 0.18 0.23 0.15-0.25

MECHANICAL PROPERTIES:

HARDNESS (RC) 32 34 30-34 MICRO EXAMINATION: Micro specimen were cut from the thread portion of the both studs L and R respectively. Both the specimen were polished etched and seen under microscope at 100X. Both specimen revealed tempered martensite structure. REMARKS: There is no abnormality in chemical composition, hardness or microstructure of bearings or studs. Visual examination reveals biased wear and overheating of both the bearings towards one half . This could be because of less clearance at the time of initiated fitting. Sheds observation about improper values obtained during reverse elongation requires examination at DLW and GY, because permanent set is not expected in studs having hardness as high as 29RC-33RC. No. C & M / F - 77 Dt. 26.11.02

C13

FAILURE INVESTIGATION OF M.B.SHELLS OF LOCO NO. 14118 WDM3A RECEIVED FROM DSL SHED/GONDA

BACK GROUND: It was stated that, the lower main bearings at locations 3 and 7 of the above loco were found loose in their respective housings. Both the bearings were commissioned during April-02 and the above problem was noticed within a few months time. They were sent to DLW for failure investigation. VISUAL EXAMINATION: Marking on the both the shells was GB 12.01 1N1 10150018 P007. The plated side revealed removal of tin flash. No other significant damage was noticed. CHEMISTRY: ELEMENT(%of) OBTAINED SPECIFIED Over layer Sn 11.68 8-12 Pb Remainder Remainder Cu 2.7 2-3 Middle layer Sn 2.8 2-3 Pb 23.15 20-22 Cu 70.98 Remainder Steel back C 0.11 0.08-0.13 MICRO EXAMINATION: A micro specimen cut from undamaged locations revealed, a) Thickness of over layer 1.2 thou against specified 0.8 -1.8 thou. b) Thickness of middle layer 32 thou against specified 15-40 thou. c) Ni dam present. d) Distribution of lead in middle layer was uniform. DIMENSIONS: Since both the bottom bearings were found loose in their housings and were coming out easily, one of them was checked for free spread, which was found at 9.0165" against 9.0520 - 9.1120" specified. REMARKS: There is no metallurgical deficiency in the bearing, the free spread how ever is less than specified. This needs to be taken up with M/s. GB. Diesel shed, Gonda was able to detect this problem quite early. This is commendable. No. C & M /F-81 Dt. 04.12.02

C13A

FAILURE INVESTIGATION OF FUEL INJECTION TUBES BACKGROUND: Recently there had been spurt in the failure of FIT's. 54 sample of FIT's failed during service in the recent past were received from various Diesel sheds at DLW. Details are as under,

S.No Lab Ref. No. Shed No Of Tubes Recd. i) F09 & 51A GOOTY 19

ii) F49 VATVA 14 iii) F50 BGKT 02 iv) F56 NKJ 02 v) F63 NGC 06 vi) F53 HWH 05 vii) F59 TKD 06

Vender and defect wise analysis of the above 54 samples is as under, S.No. Vendor Type Of Defect Puncture Broken from Nipple 1. APOLLO ( AIC) 28 - 04 2. IMPERIAL (IAL) 06 - 10 3. INJECTO 03 - NIL 4. NPC 02 - NIL 5. TRITON 01 - NIL From the above analysis, it is evident that the leakage due to development of puncture in the FIT's is the predominant mode of failure of the FIT's. As regards breaking from the Nipple; problem is more with IAL. DY.CME/G has discussed this issue with the firm and has advised them to improve the nipple forming practice. This investigation is therefore confined to the puncture problem. 2. SPECIFICATION: We are presently procuring FIT's to grade ST-52.4 to DIN 73000. Salient features of this specification are as under 2.1 Dimension and Tolerances

OD : 9.53 + 0.10/-0mm ID : 2.72 + / -0.05mm Wall Thickness : 3.405mm

2.2 Chemical composition

C : Max. 0.22 % Mn : Max. 1.60% Si : Max. 0.55% P : Max. 0.040% S : Max. 0.035%

C14

2.3 Mechanical properties

Tensile strength : 490 - 650 N/mm2 Yield Point : Min.355 N mm2

Elongation : Min. 22% 2.4 The inside surface of the tubing shall be finished to ensure a smooth bore

of accurate size with no fissures, crevices or other imperfections deeper than 0.10mm. There shall be no more than 5 imperfections between 0.05 and 0.10mm per cross section.

2.5 Compression Test : Tube samples of length 2 X OD when compressed to

OD shall not show cracks deeper than 0.13mm. 3. OBSERVATIONS:

Selected samples drawn from the above failed lot were tested as per the above specification. The results are as under,

3.1 DIMENSIONS: Four samples were checked. Details are as under. S.No. Sample No. Vendor I D OD Wall Thickness i) F52 Apollo 2.70mm 9.50mm 2.40 ii) F49 Imperial 2.70mm 9.53mm 2.41 iii) F56-1 Injecto 2.70mm 9.52mm 2.40 iv) F56-2 Apollo 2.70mm 9.50mm 2.40

3.2 CHEMICAL COMPOSITION: Two sample one each of Apollo and Imperial make was selected for chemical composition. Results are as under, Sample No. F-49 F-52 Vendor IAI APOLLO Loco/Shed VATVA HWH % of C 0.20 0.19 Mn 1.40 01.35 Si 0.40 0.37 S 0.015 0.014 P 0.02 0.018

3.3 MECHANICAL PROPERTIES:

Three samples were selected for evaluation of mechanical properties the results are as under,

Sample No. F-49 F-49 F-52 Vendor Apollo IAI Apollo Tensile strength (N/mm2 ) 476.86 521.65 488.53 Elongation % 27.84 33.44 33.48 Hardness :

Tube RB (HB) 88(174) 88(174) 83(156) Nipple RB(HB) 82(153) 84(159) 87(170)

C15

4. SURFACE FINISH (Bore): Four tubes were selected for evaluating the quality of bore at 100x. The findings are as under, F- 49 (Imperial) : Four pits, below 0.05mm depth. F- 52( Apollo) : One pit about 0.05mm depth. F- 56-1 (Injecto): Four pits below 0.05mm and four fishers 0.075 to 0.10mm depth. F-56-2 (Apollo) : Four pits below 0.05mm depth. 5. BORE DECARB Four tubes ( F49, F52, F56-1 and F56- 2 ) were tested. No decarburisation was noticed in any case. 6. MICROSTRUCTURE The above four tubes were tested for microstructure also, which revealed ferrite - pearlite structure of grain size 9-10. These tubes were tested for flow lines in the nipple area. These lines were along the geometry of the nipple. 7. COMPRESSION TEST Samples of one tube each of Imperial (F-49) and Apollo (F-52) make were subjected to compression test. The sample of Imperial showed are crack which was less than 0.15mm in depth. The sample of Apollo showed four cracks, three of which was deeper than 0.13mm. 8. CONCLUSION Apollo tubes are deficient (marginally) w.r.t. to tensile strength and compression test. Surface finish of the bore of tube of injecto make does not satisfy the requirements of the specification. 9. RECOMMENDATIONS The specification needs provision of the following, i) Firms indicated that they preserve the raw material (tubes) in hydraulic oil.

It is observed that the bore of these tubes gets corroded faster in the nipple area. It is therefore recommended that, a) these tubes should be kept in high quality preservative oil b) the nipple forging should be done in inert atmosphere and c) after forging of nipples, tubes should again be dropped in preservative oil tanks.

ii) Though not mentioned above, all tubes showed extensive surface damage. This could be due to mishandling in shops/ sheds. This needs to be addressed.

C16

iii) The material specification should read as under, "All FIT's shall be manufactured from tubes imported from M/s. Poppe & Potthoff /Germany and conform to DIN ISO 8535-1 : 1995-10 Part- I. The quality degree of inner diameter( para 4.3.2) shall conform to code- P. The mechanical properties ( para 4.5) shall conform to code -3 ( Table -4 )" of the above specification. In the above proposal the maximum defect allowed is not more than 0.02mm depth, which is an improvement over the earlier specification, because some of the tubes have failed despite conforming to the earlier specification.

iv) The suppliers should be asked to develop facilities for conducting inner pressure testing also.

NO: C & M/ F-09 & 51A, 49,50,56, 63, 53, 59 Dt. 11.09.02

C17

FAILURE INVESTIGATION OF PISTON PIN OF LOCO NO15541 RECEIVED FROM DIESEL SHED/ TKD

BACK GROUND: It was stated that the above loco had failed on 22.03.02 while working train no. 2498 due to engine shut down with abnormal sound. After arrival in the shed the loco was examined and it was found that (a) R7 cylinder head and all the four valves were intact, (b) R7 steel cap piston did not show any sign of seizure. All the four stretch bolts were secured but the piston had broken from gudgeon pin hole, (c) L7 and R7 cylinder liners had broken below the bottom ring. Hammering marks were found at inner side of the R7 liner, (d) R7 Gudgeon pin had broken into three pieces (e) there was no damage to the connecting rods, engine block and crank shaft. The broken piston pin was send to DLW for failure investigation vide letter no. TKD/Mech/WDP-2 dtd. 27.03.02 date of commissioning of the loco was 01.05.01. VISUAL EXAMINATION: Marking on the broken piston pin is 090059. The pin had broken into three pieces. Photograph of the broken pin in assembled and photograph of the fractured faces are printed below.

As shown above, the pin had broken transversely & longitudinally through the central oil hole. The fractured face is mostly battered, although there are evidences of fatigue crack initiated from oil hole. The outer surface of the pin has evidence of abnormal wear. CHEMISTRY: ELEMENT OBSERVATION SPECIFIED % OF C 0.17 0.18-0.23 Si 0.17 0.20-0.35 Mn 0.86 0.70-0.90 Cr 0.45 0.40-0.60 P 0.028 0.035 MAX S 0.033 0.040 MAX Mo 0.16 0.15-0.25 Ni 0.46 0.40-0.70 Hardness Case RC 32-32 RC 56-62 Core HB 156 Not specified

C18

MICRO EXAMINATION: The carburised case depth is 62 thou against specified 62-78 thou. Microstructure of the case revealed pearlite with some ferrite & microstructure of the core revealed ferrite & pearlite. REMARKS: Chemical composition is satisfactory. Microstructure and hardness are not satisfactory. They indicate that, the pin was not hardened and tempered after carburising. The pin therefore was softer and weaker than expected. CONCLUSION: The premature failure of piston pin is attributable to improper heat treatment. No. C & M / F - 27B Dt. 21.07.02

C19

FAILURE INVESTIGATION OF PISTON PIN OF LOCO NO. 15539 WDP2 RECEIVED FROM DIESEL SHED/ TKD

BACK GROUND: It was stated that loco no. 15539 WDP2 which was commissioned on 01.03.01, failed on 15.04.02 due to left side no.7 crank case cover burst. On detailed examination in the shed, it was found that, (a) water level was satisfactory,(b) steel cap piston at L7 had broken at gudgeon pin hole area,(c) gudgeon pin had broken in two pieces, (d) gudgeon pin sleeve had worked out, (e) cylinder liner at L7 & R7 location had broken at bottom side of the barrel, (f) cylinder head and valves were intact. The shed had concluded that the above failure was attributable to the failure of gudgeon pin. The failed pin was send to DLW for failure investigation vide letter no TKD/Mech/WDP2 dtd. 19.04.02. VISUAL EXAMINATION: The marking on the piston pins 0800148. It had broken into two pieces transversely through the central oil hole. About 2" long longitudinal cracks also had initiated from both the central oil holes extending towards the next oil hole. The fracture surfaces are battered with evidence of fatigue cracks. Photographs of the broken pin are printed below.

CHEMISTRY: ELEMENT OBSERVATION SPECIFIED

% OF C 0.18 0.18-0.23

Si 0.14 0.20-0.35 Mn 0.91 0.70-0.90 Cr 0.56 0.40-0.60 P 0.035 0.035 MAX S 0.035 0.040 MAX Mo 0.17 0.15-0.25

Ni 0.57 0.40-0.70 HARDNESS on case RC 57-58 RC 56-62 on core HB178 Not specified MICRO EXAMINATION: Case depth was 78 thou. Microstructure of the case shows tempered martensite with cementite network up to about 5 thou depth. Core shows sorbitic structure.

C20

REMARKS: The chemical composition, hardness and case depth are satisfactory. The microstructure shows presence of cementite network. This is due to improper heat treatment cycle. DLW has taken steps to remove this deficiency by introducing diffusion cycle during carburising. Visual examination shows that the piston pin had broken due to development of fatigue crack initiated from oil hole. The presence of cementite network in the microstructure of gudgeon pin had been a contributory factor. Other breakage are consequential. No. C& M/ F - 27A Dt. 21.07.02

C21

FAILURE INVESTIGATION OF PISTON PIN OF LOCO NO. 17389 WDM2 RECEIVED FROM DY.CME/DSL/SSB

BACK GROUND: It was stated that loco no. 17389 failed on 04.05.02 on account of breakage of piston pin of L-6 location. Last yearly schedule of this loco was done on 06.04.01. Other details about this pin were not made available. The failed piston pin was sent to DLW vide letter no. 25.6.DSL/SSB/XVII dtd. 20.5.02. VISUAL EXAMINATION: Marking on the piston pin was 0799285. It had broken in three pieces. Photograph of assembled and fracture face are printed below,

The transverse fracture was almost battered with some evidence of fatigue crack. The vertical fracture shows fatigue crack starting from first oil hole and propagated up to transverse fracture. The nucleus of fatigue crack shows crystalline structure up to a depth of about 2mm. There is evidence of chipping out of about 2mm thick material from some other place. CHEMISTRY: ELEMENT OBSERVATION SPECIFIED % OF C 0.19 0.18-0.23 Si 0.22 0.20-0.35 Mn 0.81 0.70-0.90 Cr 0.047 0.40-0.60 P 0.032 0.035 MAX S 0.042 0.040 MAX Mo 0.13 0.15-0.25 Ni 0.53 0.40-0.70 HARDNESS Case RC 61-62 RC56-62 Core BHN 277 Not specified MICRO STRUCTURE: A micro specimen was cut, it was polished and seen under microscope. It revealed that the case was tempered martensite with about 5 thou cementite network towards the outer side. Core revealed sorbitic structure. Case depth was 64 thou against 62-78 specified.

C22

REMARKS: The chemical composition is satisfactory. Hardness also is satisfactory. Microstructure shows that the pin was carburised, hardened and tempered. The presence of cementite towards outer side indicates that the pin was not given adequate diffusion cycle during carburising. Visual examination shows development of fatigue cracks from corner of oil hole (bore side). The crystalline nucleus of fatigue crack shows that the outer surface had brittle fracture due to presence of cementite network followed by progressive fracture. Chipping out of about 2mm thick piece shows that probably crack had developed at the interface of case and core. This should have been detected during magnaflux examination. CONCLUSION: Breakage of the above piston pin is attributable to deficient heat treatment. No. C & M / F - 36 Dt. 25.07.02

C23

FAILURE INVESTIGATION OF ALUMINIUM PISTON OF LOCO NO. 16196 RECEIVED FROM DIESEL SHED/ VATVA.

BACK GROUND: It was stated that Escorts mahle Aluminum piston bearing sl.no. 824047 was received at Diesel shed, Vatva after radiography testing on 17.2.2001. This piston was fitted on loco no. 16196 during its M-12 schedule at location L-5. This loco failed during service on 20.3.02. After opening the power assembly for investigation, above piston was found broken into several pieces, liner also was damaged. No other damage, including piston pin was reported. The broken piston was sent to DLW for failure investigation vide letter no. M/DI/233/154/VTA-15 dtd. 09.04.02.

VISUAL EXAMINATION:

Marking on the piston was 824047 on one piece and 228 L4-98 on another piece. This piston had broken into several pieces as shown in the photograph printed below.

Most of the fractured faces were battered, remaining fractured faces showed crystalline-fracture. There was no evidence of fatigue crack or casting defect. There were minor scoring marks on some of the broken pieces pertaining to OD of the piston.

CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF AISI-8620

Cu 1.02 0.80- 1.5 Mg 1.23 0.80- 1.3 Si 12.82 11.00-13.00 Fe 0.36 0.7 Max. Ni 1.01 Not specified

MECHANICAL PROPERTIES:

Hardness (BHN) BHN105 BHN 90- 125

MICRO EXAMINATION:

Micro specimen of one fractured piece was polished and etched with 5% HF in distilled water and seen under microscope at 100x. It revealed primary and secondary silicon in aluminum matrix uniformly distributed. There was no cavity or inclusion in the micro specimen.

C24

REMARKS: There is no metallurgical deficiency in the piston material. From the information/evidence, available, it is not possible to decide the cause of its breakage conclusively. No. C & M / F - 24 Dt. 10.09.02

C25

FAILURE INVESTIGATION OF PISTON PIN OF LOCO NO. 14063WDM3A RECEIVED FROM DSL SHED, GONDA.

BACK GROUND: It was stated that the above loco had failed on 14.07.02 while working train no. 5210 due to water mixing in lube oil. After investigations in the shed, it was found that, piston pin of location no L-8 was broken into two pieces from center oil hole. Piston, cylinder liner and liner sleeve of this location also were broken into pieces. The loco was manufactured on 28.11.00, and commissioned on 25.12.00. Half of the broken piston pin was sent to DLW through SE/inspection/E-III vide letter no. M/DSL/Stat/DLW/2002/14 dtd. 02.09.02. VISUAL EXAMINATION: Only half portion of the failed piston pin was received. Marking on the pin was 080020. The outer surface of the piston pin shows normal wear. The photograph of the broken piston pin is printed below,

The fractured face shows development of fatigue crack initiated from two locations in the sub surface region. CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF AISI-8620 C 0.21 0.18-0.23 Si 0.24 0.20-0.35 Mn 1.00 0.70-0.90 P 0.032 0.035 Max. S 0.036 0.040 Max. Cr 0.50 0.40-0.60 Mo 0.137 0.15-0.25 Ni 0.51 0.40-0.75 MECHANICAL PROPERTIES: HARDNESS (RC) OBTAINED SPECIFIED Case 59-60 56-62 Core 37 Not specified.

C26

MACRO EXAMINATION: One cut pieces about 1" long and 1" thickness across the crack subjected to macro etching. I did not reveal any abnormality. MICRO EXAMINATION: One micro specimen was cut at across fractured face. It was polished and examined. Unetched sample did not reveal any abnormal inclusion. On etching, case depth was found to be 74 thou against specified 62-78 thou. Microstructure of case was martensitc with retained austenite (about 25%). Microstructure of core reveals sorbitic structure. DISCUSSIONS: Chemical composition is considered satisfactory although Mn is marginally high. Hardness is satisfactory. Macro structure is satisfactory. Microstructure shows presence of retained austenite which indicates that the pin was not properly heat treated. Volume changes due to presence of retained austenite, cause micro cracks. CONCLUSION: Premature breakage of above piston pin is attributable to development of fatigue cracks initiated from sub surface due to improper in heat treatment.

No. C & M / F - 65 Dt. 24.09.02

C27

FAILURE INVESTIGATION OF STEEL CAP PISTON OF LOCO NO. 14007 RECEIVED FROM DSL SHED, VISAKHAPATNAM

BACK GROUND: It was stated that of loco no. 14007 of Diesel shed, VSKP had failed on 06.05.02. This loco was overhauled at GOC on 16.7.01. Prima-facie, piston was considered to be the cause of this failure. Representatives of the shed and M/s. Escort Mahle carried out joint investigation on 22.6.02. The investigation report states that, all the 6 bolt stems of the piston were sheared and embedded in the piston body, there was no sign of oil escape or hot gas leakage on bolt seating surface, the connecting rod (BFL make) had broken into 3 pieces ( its small end was split longitudinally along the rifle hole). It was also stated that the rifle hole area of the connecting rod is smooth. This piston was sent by VSKP to RDSO, who in turn had suggested that, it should be sent to DLW for failure investigation. Few pieces (about 40% of broken Aluminum) of the above piston were sent to DLW vide letter no. WDT/18/3519 dated 13.9.02. VISUAL EXAMINATION: The cap portion of above steel cap piston was not sent to DLW. Only 40% of Aluminum portion were sent. Photograph of this portion is printed below,

There was no indication of casting defect on any one of the fractured surfaces. All the pieces showed severe hitting marks. Pieces corresponding to OD of the piston showed deep and fresh scratch marks. There was no evidence of any crack. Fractured faces were crystalline with several radial marks. CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF Cu 1.02 0.80-1.5 Mg 1.01 0.80-1.3 Si 12.74 11-13 Fe 0.36 0.7 Max.

Mn Nil Not specified Ni 0.85 0.8-1.3 HARDNESS OBTAINED SPECIFIED

BHN 108 90-125 C28

MICRO EXAMINATION: One micro specimen of piston was cut. It was polished and etched with 5% HF. at 100x, it revealed primary and precipitated silicon in round shape in aluminum matrix, indicating that it was solution treated and aged. REMARKS: Chemical composition of the piston material is satisfactory. Hardness and microstructure also is satisfactory. Visual examination does not indicated any casting defect. It however reveals presence of radial marks. Radial marks on a fractured surface are indicative of unstable crack growth. During unstable crack growth, the crack front propagates at a relatively high velocity. Visual examination also reveals presence of scratch marks on OD. These scratch marks appeared to be fresh and are consequential. Joint report reveals that in this case the connecting rod had split along riffle hole. Such failures of connecting rods have been investigated in the past, wherein it has been observed that they have failed in progressive mode. CONCLUSION: There is no metallurgical deficiency in the piston material. Visual examination reveals that it had broken suddenly. The breakage of piston could be subsequent to breakage of connecting rod, which had broken in progressive mode. No. C & M / F - 66 Dt. 28.10.02

C29

FAILURE INVESTIGATION OF ALUMINIUM PISTON OF LOCO NO. 16437 RECEIVED FROM DIESEL SHED/ KHARGPUR

BACK GROUND: It was stated that the above loco had failed in service on 23.02.02 due to premature breakage of R1 & L1 pistons from wrist pin location. This loco was commissioned on 03.11.92 and POHed on 25.12.98, Its M-36 schedule was carried on 22.12.01. No abnormality was noticed in spectrographic analysis of the oil during the month before the above failure. It was further stated that R1 & L1 cylinder liners, R1 & L1 connecting rods also had broken besides all R1 big end con.rod bolts had sheared off and crank pin no.1 of crank shaft had damaged with crank shaft web having bent towards no.1 crank pin side. Engine block also had bulged and cracked in location corresponding to L1. Broken pistons, were sent to DLW vide Sr. DME( DSL) / KGP. Letter no. DSL/KGP/T/15/608 dtd. 03.08.02. VISUAL EXAMINATION: Both the pistons were manufactured by M/s.EML. Both of them had broken in several pieces from wrist pin location. There was no seizure of scratch mark on the surface any one of the pistons. Presence of lubricant was noticeable. Photographs of failed pistons are printed below,

L1/ piston no2588 R1/piston no2744 Fractured faces do not show any casting defect. Shirt portions of both the pistons were intact. Rings were in place. CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF L-1 R-1 Cu 1.01 1.02 0.80-1.5 Mg 1.09 1.14 0.80-1.3 Si 12.63 12.63 11-13 Fe 0.20 0.22 0.7 Max. Mn Nil Nil Not specified Ni 0.82 0.89 0.80-1.3 HARDNESS: BHN 100 105 95-110

C30

MICRO EXAMINATION: Micro specimen cut from both pistons revealed primary and eutetic silicon uniformly distributed in aluminum matrix. REMARKS: Chemical composition is satisfactory. Hardness and microstructure also are satisfactory. Visual examination indicates that both the pistons had broken from pin location. There was no evidence of any seizure or scoring mark. There was no evidence of any casting defect in either of the pistons. From the evidences available, no reason for premature breakage of pistons could be established. In this case both the connecting rods and liners also had broken into pieces. For proper appreciation of the above failure all the broken components, especially the connecting rods and liners should have been sent to DLW. No. C & M / F - 55 Dt. 28.10.02

C31

FAILURE INVESTIGATION OF MAIN PISTON PIN OF LOCO NO. 18380 OF DIESEL SHED / VATVA

BACK GROUND: It was stated that one piston pin having identification mark 90014 SEF fitted on loco no. 14070 WDM3C on 01.01.01 was provided on loco no. 18380 after zyglo testing on 09.04.02. The above loco failed on 09.09.02. On investigation it was found that this pin had broken into two pieces resulting into consequential damages of its piston, liner and Connecting rod. The shed has sent broken pieces of above piston pin for failure investigation to DLW vide letter no. M/DLW/VTA/233/161/01/7 Vol-III dated 16.09.02. VISUAL EXAMINATION: The marking on the piston pin is 810014. It had broken transversely into two pieces in between outer and center oil holes. Broken pieces show longitudinal cracks across whole thickness in between center and outer oil hole. The fractured face reveals multi-nucleus fatigue crack (about 40% ) starting from the longitudinal crack . The remaining portion was crystalline, damaged and battered. Photograph of the fractured pieces is printed below,

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.18 0.18-0.23 Si 0.19 0.25-0.35 Mn 0.90 0.7 -0.9 P 0.027 0.035 Max. S 0.027 0.04 Max. Cr 0.45 0.25-0.55 Mo 0.16 0.15-0.25 Ni 0.50 0.35-0.75 HARDNESS: Case 60-61 56-62 Core (RC) 34 Not specified

C32

MICRO EXAMINATION: One micro specimen was cut near the crack. It was polished across cross section and seen under microscope. In unetched condition it did not reveal any harmful inclusions. On etching, case was found 68 thou against specified 62-78 thou. The microstructure of case revealed martensite with about 40% retained austenite. Core revealed ferrite and sorbitic pearlite. REMARKS: Chemical composition is satisfactory. Hardness is satisfactory. Microstructure of the core is satisfactory, whereas microstructure of the case is unsatisfactory because of the presence of retained austenite, which is caused due to improper heat treatment and is known to develop micro cracks in due course. CONCLUSION: Premature breakage of the above piston pin is attributable to improper heat treatment. No. C & M / F - 67 Dt. 28.10.02

C33

FAILURE INVESTIGATION OF CAMSHAFT OF LOCO NO. 14859 WDG2 RECEIVED FROM DIESEL SHED/NGC

BACK GROUND: It was stated that above loco had failed on 18.04.02 because of breakage of camshaft from some location near the flange. This camshaft was fitted on 21.03.02. One piece of broken camshaft was sent to DLW after joint inspection between DLW and diesel shed on 05.06.02 and 07.06.02 vide letter no. NGC/D/PR/DLW/16 dtd. 07.06.02 by Sr. DME diesel shed NGC. VISUAL EXAMINATION: Only one cut piece of a camshaft was sent to DLW, it was flame cut. Fractured face was not sent. There was no identification mark on the portion of the camshaft received for investigation. Its photograph is printed below.

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.52 0.48-0.53 Si 0.26 Not specified Mn 0.67 0.60-0.90 P 0.013 0.025 Max. S 0.013 0.025 Max. Cr 0.20 0.15-0.3 HARDNESS: BHN207 196-228 MICRO EXAMINATION: A micro specimen was cut from the camshaft material, it was polished and seen under microscope in unetched condition. It did not reveal any abnormal inclusion. On etching it revealed uniform grains of ferrite and pearlite of grain size 6-7. Against specified 6 & finer. There was no banding of grains. REMARKS: Chemistry, hardness and microstructure of the camshaft material is satisfactory. Since fractured face was not sent, the cause of failure could not be assessed. No. C & M /F-43 Dt. 26.10.02

C34

FAILURE INVESTIGATION OF CAMSHAFT OF LOCO NO. 14952 OF DSL SHED / NKJ

BACK GROUND: It was stated that the above loco was involved in line failure on 28.4.02 due to explosion door bursting. After examination in the shed, it was noticed that L-4 camshaft had broken in two pieces from L8 exhaust cam lobe. This camshaft was fitted at DLW on 07.12.01 during commissioning. After failure it was examined by DLW staff at NKJ and the broken pieces were brought to DLW for failure investigation. As per the AIO/ DLWs letter dtd. 15.05.02,marking on the camshaft is 10216560. VISUAL EXAMINATION: The camshaft had broken into two pieces. Photograph of assembled pieces is printed below.

Visual examination revealed that the camshaft had broken from plunge groove between L8 exhaust cam lobe and bearing portion. The fractured face is smooth. Indicating breakage in fatigue mode. The fatigue crack had initiated from OD of the plunge groove. There were numerous rough machining marks in the plunge groove area. The fatigue crack appeared to have started from these marks and had covered about 80% of the fractured face. The photograph of the fractured face is printed below.

CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % of C 0.52 0.48-0.53 Si 0.26 Not specified Mn 0.67 0.60-0.90 Cr 0.20 0.15-0.30 P 0.013 0.025 MAX S 0.013 0.025 MAX MECHANICAL PROPERTIES : Hardness (BHN) 207 196-228

C35

MICRO EXAMINATION : One micro specimen of unhardened area was cut for micro examination. It was polished and seen at 100 X. In unetched condition, it did not reveal any abnormal inclusion, on etching with nital it revealed ferrite and pearlite grains of grain size 6-7. There was no banding. The micro examination of case was not conducted because the hardened portion was not involved in breakage. REMARKS: Chemical composition is satisfactory. Hardness and microstructure also are satisfactory. Visual examination indicates that the camshaft had broken from plunge groove due to development of fatigue crack initiated from rough machining marks. No. C & M /F32 Dt. 17.10.02

C36

FAILURE INVESTIGATION OF CAMSHAFT OF LOCO NO. 16766 WDM2 RECEIVED FROM DIESEL SHED/ SSB.

BACK GROUND: It was stated that loco no. 16766 had failed on 13.01.02 due to breakage of camshaft no.5 (RS) GE side. Yearly schedule of this locomotive was carried out on 29.10.01. The broken camshaft was sent to DLW for failure investigation vide letter no. 25.6.DSL/SSB/XVII dated 20.05.02 by DY.CME/DSL/SSB VISUAL EXAMINATION: Marking on the camshaft was DLW 0199192, 10210982,74777. It had broken from plunge groove as evident from the photograph (left side) printed below.

The fractured face is largely smooth indicating development of multinucleus fatigue cracks originating from surface. The plunge groove surface shows scattered tool marks. CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.50 0.48-0.53 Si 0.25 Not specified Mn 0.67 0.60-0.90 P 0.009 0.025 Max. S 0.016 0.025Max. Cr 0.21 0.15-0.30 HARDNESS: BHN207 BHN196-228 MICRO STRUCTURE: One micro specimen of unhardened area was cut for micro examination. It was polished and seen at 100X in unetched condition. It did not reveal any abnormal inclusion. On etching with nital, it revealed ferrite and Pearlite grains of grain size 6-7. The micro exam of case of hardened portion was not conducted because this portion was not involved in breakage.

C37

REMARKS:

Chemical composition is satisfactory. Hardness and microstructure are satisfactory. Visual examination indicates that the camshaft had broken due to development of fatigue cracks initiated from tool marks present on the surface of the plunge groove. Marking indicates that this camshaft was manufactured at DLW in Jan'99. The shaft has thus earned about three years life. Records indicate that this loco was given annual schedule about 10 weeks before its breakage. The nature of fracture indicates that it might have existed even of that time.

No. C & M /F-35 Dt. 28.10.02

C38

FAILURE INVESTIGATION OF FUEL PUMP CROSS HEAD BODY RECEIVED FROM DSL SHED, TKD

BACK GROUND: DY.CME/ Design (DLW) stated that during his recent visit of TKD shed, it was complained by Sr. DME/ TKD that a large number of fuel pump cross head bodies have broken prematurely at his end. In order to addressed this problem, one of the broken samples was picked up and was sent to DY.CCMT vide letter no. dlw.m.65.120 dtd. 30.09.02. No further information about the above component for example, the life earned, the loco involved or ID of vendor was advised. VISUAL EXAMINATION: There was no ID marking on the failed fuel pump X head body. It had broken from neck. About 90% of the fractured face is smooth indicating development of multi nucleus fatigue crack initiated from surface. The assembled neck portion reveals that a sudden change of section was formed during machining of the neck. Photograph of the assembled fuel pump X head body and the fractured face is printed below.

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.46 0.43-0.50 Si 0.20 0.10-0.30 P 0.015 0.040 Max. S 0.008 0.050 Max. HARDNESS:

RC case 45-47 40-50 Core 15-16 Not specified

MICROSTRUCTURE: Micro specimen cut from the hardened area of fuel pump X head body when viewed under metallurgical microscope at 100X, revealed that the core is fine ferrite and pearlite. Hardened portion is tempered martensite. Case depth of the hardened portion is 0.040" against 0.031"- 0.046" specified.

REMARKS: Chemistry is satisfactory. Microstructure of case & core is satisfactory indicating that the heat treatment is satisfactory. The body had broken from the neck groove due to development of multi nucleus fatigue crack initiated from surface. Sudden change of section during formation of neck is the probable cause of the above failure. No. C & M /F-74 Dt. 28.10.02

C39

FAILURE INVESTIGATION OF EXHAUST MANIFOLD OF LOCO NO. 14135 WDM3A RECEIVED FROM DSL SHED/ TKD

BACK GROUND: It was stated that the exhaust manifold no.3 of the above loco was found cracked from body on 28.08.02. This loco was received from DLW on 06.07.02. It was also stated that in the month of Aug.02, eight manifold segments had failed. The above segment was sent to DLW for failure investigation vide letter no. TKD/Mech/WDM3A dtd. 23.08.02. VISUAL EXAMINATION: The exhaust manifold does not bear any identification mark of manufacturer. It had cracked at weld joint. Photograph of broken manifold is printed on the left side below. Photograph on the right side is exclusive view of the crack,

CHEMISTRY: ELEMENT OBTAINED SPECIFIED %OF C 0.014 0.08 Max. Mn 1.81 2.0 Max. Si 0.48 1.0 Max. Ni 9.42 9-12 Cr 17.02 17-19 Ti 0.33 5 x C (min) REMARKS: Chemical composition is satisfactory. The manifold has cracked from weld joint within 2 months of its fitting due to poor workmanship. No. C & M / F - 58 Dt. 26.10.02

C40

FAILURE INVESTIGATION OF AIR & EXHAUST VALVE OF LOCO NO.14039 RECEIVED FROM Sr. DME(DSL)/ GOOTY

BACK GROUND: Diesel shed, Gooty reported failure of Air & Exhaust valve of loco no. 14039. This valve was fitted at R-2 location. It was stated that this valve was fitted on 16.12.2001 during POH and had failed on 06.05.02. The failed valve was send to DLW for failure investigation vide letter no. G/D/M.103.24 dtd. 09.05.02.

VISUAL EXAMINATION:

Marking on the valve was KOEL 08.01.B206. 4140 portion (stem) did not show any damage. Where as 21-4N portion revealed heavy soot deposited on the disc and up to about 2" on stem towards one side. Photograph of the valve and damaged portion are printed below.

As shown in the photograph above, the valve had burnt- out area (guttering ), where part of valve metal had flaked off and crack had emerged.

CHEMISTRY:

Since 4140 portion of the valve was found intact, this portion was not examined. 21- 4N portion was subjected for chemical analysis and observations are as under,

ELEMENT OBTAINED SPECIFIED % OF C 0.48 0.48-0.58 Si 0.10 0.25 Max Mn 8.20 8 - 10 Cr 20.56 20-22 Ni 3.66 3.25 - 4.50

HARDNESS: 4140 Portion RC 36/37 32-40 21- 4N Portion RC 36/37 32-40

MICRO EXAMINATION:

A micro specimen was cut from the disc of 21- 4N portion near the damaged portion. It was polished and etched with glyceregia. On observing under microscope at 100x, microstructure revealed that carbides were uniformly distributed in the austenetic matrix. Black etching constituent was less than15%. The grain size was between 7-8.

C41

REMARKS:

Chemical composition is satisfactory. Hardness and microstructure also are satisfactory. Visual examination indicates that the valve had failed prematurely in guttering mode due to improper seating.

CONCLUSION:

The above valve had failed prematurely due to improper seating. There is no deficiency in the valve material. NO. C & M/F-28 Dt. 23.07.02

C42

FAILURE INVESTIGATION OF C.R.BOLTS LOCO NO 15544 RECEIVED FROM DSL SHED/ TKD

BACK GROUND: It was stated that loco no. 15544 had failed due to abnormal sound on engine on 11.07.02. On arrival in the shed the loco was examined thoroughly. It was found that, R-3 cylinder head and power assembly liner were having scoring marks with chrome plating peeled off from certain areas, R-3 Piston was having scoring marks on skirt portion, R-3 Con. Rod shell was broken and found on sump mesh, R-3 Con. Rod bolts were found intact with cap and split pin, two of these bolts were found to have elongated. All these four CR bolts were sent to DLW for failure investigation vide letter no. DLW.m.65.2 dtd. 05.09.02. VISUAL EXAMINATION: No apparent damage were visible on any one of the above bolts. Two of these bolts did not have any ID, the other two were having mark- DFL.

DIMENSIONS :

The above bolts were marked 1,2,3 and 4. 1 and 2 were having no identification mark. 3 and 4 were having identification mark-DFL. All of them were checked for dimensions. Observations are as under,

ID NO. Length specified length OD Specified OD 1. 11.006" 10.998 - 11.002 0.7120" 0.6880- 0.6980 2. 11.002" - do - 0.7150' -do- 3. 10.999" - do - 0.6915" -do- 4. 11.001" - do - 0.6910" -do-

Bolt number 1, which was having no ID, was subjected to detailed metallurgical examination.

CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF C 0.36 0.37-0.44 Si 0.21 0.20-0.35 Mn 0.80 0.65-1.10 Cr 0.85 0.75-1.20 Mo 0.17 0.15-0.25. P 0.039 0.035 Max. S 0.023 0.04 Max.

C43

HARDNESS:

All C.R. bolts were subjected to hardness test. Observations are as under:- Marks on C.R. Bolts Obtained (RC) Specified (RC)

1. 22, 22 28-32 2. 31,32 - do - 3. 30,31 - do - 4. 28,29 - do -

MICRO EXAMINATION:

One microspecimen of bolt no 1 was cut. It was polished and seen under microscope. In unetched condition, it did not reveal any abnormal inclusion. On etching with nital it revealed sorbitic structure with about 20% free ferrite which indicates that it was not hardened and tempered.

REMARKS:

Chemistry of the bolts is satisfactory. Hardness of bolt no. 1 is lower than specified. Microstructure and hardness of this bolt indicate that it was not properly heat-treated. CONCLUSION: Only one of the four bolts showed permanent set. This bolt was not hardened and tempered. There was no ID on this bolt.

No. C & M / F - 60 Dt. 24.09.02

C44

FAILURE INVESTIGATION OF SPLIT GEAR OF LOCO NO 18621 WDM2C RECEIVED FROM Sr. DME/ PUNE

BACK GROUND: It was stated that the Camshaft split gear of above loco which was fitted on 01.07.00 had failed on 23.01.02. It was also stated that this gear was manufactured by DCW, Patiala. The failed split gear was sent to DLW by Sr. DME/ Pune vide letter no PA.DM.ST. Lab test dtd. 18.03.02 for failure investigation.

VISUAL EXAMINATION:

Marking on the gear was DC-99, D 25 SE. There was no marking indicating the name of forging manufacturer. One half the split gear was undamaged while four teeth of the other half were damaged. Photograph of the failed split gear and damaged portion locations are printed below.

Fractured faces are smooth indicating development of fatigue cracks initiated from side of one of the landing. Close examination of gear teeth indicates that almost every teeth is having pitting marks along or just below the pitch line.

CHEMISTRY:

ELEMENT OBSERVATION SPECIFIED

% OF C 0.44 0.38-0.43 Si 0.27 0.22-0.35 Mn 0.72 0.65-0.85 P 0.005 0.04 Max. S 0.026 0.04 Max. Cr 0.78 0.70-0.90 Mo 0.23 0.20-0.30 Ni 1.80 1.65-2.00

HARDNESS On teeth HB 321 300-340 On body HB 321 300-340

MACRO EXAMINATION:

Macro etching did not reveal any abnormality.

C45

MICRO EXAMINATION:

One micro specimen was cut near the fractured teeth. It was polished and seen under microscope at 100X. It revealed thin oxide inclusions 0.5-1.0. Other inclusions were isolated. On etching with nital the matrix revealed tempered martensite. There was no decarburisation.

REMARKS:

Chemical composition conforms to the specification. Hardness and microstructure also conform to the specification. The gear had broken due to development of tooth bending fatigue initiated from landing location. Tooth bending fatigue is a known phenomenon which is caused due to repeated bending stresses which exceed the endurance limit of the material due to variety of factors, including poor design, misalignment, overload, and inadvertent stress raisers such as notches / surface / subsurface defects. The presence of pitting indicates that the gear material is not able to with stand the applied stresses. The situation of fatigue crack from one side indicates misalignment.

CONCLUSION:

The gear metallurgy conforms to the specification. The gear has broken in tooth bending fatigue mode due to stresses higher than expected due to misalignment.

No. C&M/F- 21 / 2002 Dt. 19.07.02

C46

FAILURE INVESTIGATIONS OF CAP SCREW SPL TG TO CRANKSHAFT OF LOCO NO. 16846 WDM2 OF DSL SHED /NGC

BACK GROUND: It was stated that the above cap screw, manufactured at DLW had developed crack along the longitudinal axis through out the length. This cap screw was fitted on 03.03.98 and the crack was detected on 05.06.02. The cracked cap screw was sent to DLW vide letter no. NGC/8/TR/DLW/16/ Sr DME dtd. 07.06.02 for failure investigation.

VISUAL EXAMINATION:

There was no marking on the cracked Cap Screw. This cap screw had cracked from head along its length. The photograph of the cracked cap screw is printed below,

CHEMISTRY:

ELEMENT OBTAINED SPECIFIED % OF (AISI-4150 )

C 0.52 0.47-0.54 Si 0.21 0.2-0.30 Mn 0.82 0.65-1.10 P 0.013 0.25 Max. S 0.012 0.025 Max. Cr 0.89 0.75-1.2 Mo 0.15 0.15-0.25

HARDNESS : 31 28-32

MICRO EXAMINATION:

A micro specimen was taken across the crack of the cap screw. It was polished and seen under microscope. The microstructure revealed tempered martensite. There was no decarburisation along the crack line. REMARKS: The chemical composition is satisfactory. Hardness and microstructure also are satisfactory indicating that, the heat treatment was satisfactory.

C47

The absence of decarburisation around the crack indicates that, there was no lamination in the raw material and the crack had developed subsequent to hardening.

The cap screw has served well for more than four years.

From the above it appears that the crack had developed during service, possibly due to residual stresses.

CONCLUSION:

The breakage of the above cap screw, detected after about 4 years of satisfactory service appears to be due to residual stresses.

No. C&M/F-44/2002 Dt. 19.08.02

C48

FAILURE INVESTIGATION OF FIP FOUNDATION BOLTS OF LOCO NO. 14116/WDM-3A FROM DSL SHED/ GONDA.

BACK GROUND: It was stated that during schedule inspection of the above loco, four bolts of FIP were found broken from threaded portion & one bolts was found loose. The loco was manufactured on 26.2.02. It was commissioned on 17.03.02 and failures of bolts were observed on 02.05.02. All the bolts were sent to DLW for failure investigation vide letter no. F/DEL/STAT/DLW/2002/14. VISUAL EXAMINATION: Marking on the bolts is LPS. Four bolts had broken transversely from thread. About 80% of the fractured face was smooth indicating fatigue fracture. These fractures had initiated from the threaded location. CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.18 0.15-0.40 P 0.009 0.035 Max. S 0.006 0.035 Max. MECHANICAL PROPERTIES :

HARDNESS OBTAINED SPECIFIED RC 30-32 22- 32

MACRO EXAMINATION: The bolts were subjected to macro etching with 50% HCL at 700 for 15 minutes. It was found that threads of all bolts were cracked. MICRO EXAMINATION: One of the bolts was cut, polished and subjected to micro studies. In unetched condition, it did not reveal any deficiency, on etching it reveal fine tempered martensite.

DISCUSSION: Chemical composition is satisfactory. Hardness and microstructure also are satisfactory. Macro examination reveals presence of cracks in the thread area. In order to verify, whether these cracks were pre existing in the bolts supplied or had developed during service, two bolts supplied by the same manufacturer were drawn from shop floor and examined. These bolts also revealed cracks.

REMARKS: The failure of the above bolts is due to presence of cracks in as supplied condition. Bolts available on the shop floor also are cracked. No. C & M / F - 46 Dt. 13.09.02

C49

FAILURE INVESTIGATION OF FUEL CAM ROLLER OF LOCO NO. 14083 RECEIVED FROM DSL SHED /BANGALORE

BACK GROUND: It was stated that L1 fuel cam rollers of loco no. 14083 were found broken into three pieces during schedule examination on 07.07.02. L1 cross head and fuel pump also had suffered consequential damages. The cam shaft cam lobe was OK. This loco was commissioned on 27.07.01. The broken cam roller pieces were sent to DLW vide letter no. B/M/DSL/92/TRP/DLW dtd. 09.07.02 and received on 03.09.02. VISUAL EXAMINATION: There was no marking on the cam roller. It had broken into three pieces. The outer surface revealed slip and the bore showed wear. The fractured faces are crystalline. Photograph of the broken cam roller is printed below.

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.19 0.18-0.23 Si 0.24 0.25-0.35 Mn 0.78 0.7 -0.9 P 0.034 0.035 Max. S 0.041 0.04 Max. Cr 0.44 0.25-0.55 Mo 0.16 0.15-0.25 Ni 0.55 0.35-0.75 HARDNESS: Outer surface RC 42,56 RC 60-62 Inner bore surface RC 60,60 - do - Undamaged face RC 60,61 - do- MICRO EXAMINATION: One broken piece was polished across fractured face. When seen in unetched condition it did not revealed any abnormal inclusion. On etching with nital it revealed case depth 64 thou against specified 62-78 thou. Microstructure of hardened case revealed martensitic structure.

C50

REMARKS: Chemical composition is satisfactory. Hardness is satisfactory. Microstructure is satisfactory for the hardness specified. Visual examination shows slip. The roller appears to have faced mechanical obstruction. Such failures at DLW have been reported earlier (i.e. the period when this loco was built) also. No. C & M / F - 64 Dt. 16.09.02

C51

FAILURE INVESTIGATION OF COMPENSATING BEAM OF LOCO NO. 14755 WDG3A, RECEIVED FROM DSL SHED/ NGC

BACK GROUND: It was stated that compensating beam of the above loco had failed on 19.08.02. It was commissioned on 05.06.99. This compensating beam was manufactured at Hubli workshop. It was sent to DLW vide letter no. NGC /D /TR /DLW /16 dtd. 07.06.02 by Sr.DME/Diesel/NGC for failure investigation. VISUAL EXAMINATION: Photograph of the assembled pieces sent for investigation is printed on the left side below. The compensating beam had broken into two pieces. 40% of the fractured area is smooth indicating fatigue crack. The remaining fractured face is crystalline. The fractured face also reveals piping. Photograph of the fractured face is printed below,

CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF C 0.19 0.20 Mn 0.88 1.6 Si 0.15 0.4 P 0.023 0.04 S 0.021 0.04 HARDNESS: BHN121 Not specified MICRO EXAMINATION: One micro specimen was cut across the fractured face it was polished and etched with nital. It revealed ferrite pearlite with slight banding of pearlite with grain size 3-4. REMARKS: Chemical composition is not satisfactory as Mn is high and CE is 0.52 compare to 0.39 specified. Visual examination indicates presence of piping. The failure of the beam is attributable to deficient chemistry and presence of piping in the steel used for its manufacture. No. C & M /F-41 Dt. 25.10.02

C52

FAILURE INVESTIGATION OF LINK MACH OF LOCO NO. 12025 WDG-4 RECEIVED FROM EMD DSL SHED/ HUBLI

BACK GROUND: It was stated that the link mach of above loco had broken into two pieces at EMD/DSL Shed Hubli. M/s. Crowley and Ray Howrah had supplied this component. Broken pieces were sent to DLW for failure investigation vide letter no. H/EMD/GM locos dtd. 18.11.02 & CDE/DLW's letter no. DLW.M.65.154.1 dtd. 21.10.02. VISUAL EXAMINATION: The link mach did not show any marking. Photograph showing location of fracture is printed below.

The fractured face shows porosity and cavities, CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF EMS-9 P 0.07 0.30 Max. MECHANICAL PROPERTIES: HARDNESS (BHN) 103 212-293 MICRO EXAMINATION: A piece of fractured portion was cut, polished and seen under microscope. In unetched condition, it revealed mainly flake graphites. With few nodular graphites. On etching with nital it revealed ferritic matrix. REMARKS: The chemical composition is satisfactory. Hardness is lower than specified. Microstructure shows improper inoculation. In fact the component is ordinary cast iron instead of being SGCI. Visual examination of the fractured face shows presence of numerous casting defects. CONCLUSION: The above link mach has broken prematurely because of deficiencies in material. No. C & M / F - 80 Dt. 20.11.02

C53

FAILURE INVESTIGATION OF IDLER GEAR LUBE OIL PUMP OF LOCO NO. 14759 WDG3A OF DSL SHED/ NGC

BACK GROUND: It was stated that the above loco had failed on 05.06.02 because of failure of idler gear lube oil pump, (commissioned on 19.06.99) due to breakage of bush and biased wear of the drive shaft. Both the broken components were sent to DLW for failure investigation vide letter no. NGC/D/PR/ DLW/16 dtd. 07.06.02. VISUAL EXAMINATION: There was no mark of identification on any of the components sent vide above. The impeller gear was undamaged. The drive shaft which was fitted with the gear was severely worn out at location, which was inside bush. The bush was broken with evidence of severe wear and lack of lubrication in the ID. Photograph of the broken bush and failed assembly showing the damaged areas of the shaft is printed below,

DRIVE SHAFT: CHEMISTRY ELEMENT OBTAINED SPECIFIED % OF C 0.20 0.8-0.23 Si 0.23 0.20-0.35 Mn 0.80 0.7- 0.9 Cr 0.41 0.4-0.6 Mo 0.15 0.15-0.25 Ni 0.70 0.4-0.70 P 0.066 0.025Max. S 0.044 0.025 Max. HARDNESS: Case 60 RC 53-60 RC Core BHN228 Not specified MICRO EXAMINATION: One cut piece from shaft when viewed in unetched condition at 100X, did not reveal any abnormal inclusion. The same test piece when seen in etched condition, showed i) hardened case 44 thou against specified 31-46 thou, ii) pearlite and ferrite matrix in core and iii) tempered martensite structure in case.

C54

BUSHING: CHEMISTRY: ELEMENT OBTAINED SPECIFIED % OF Cu 77.25 75-79 Sn 7.70 6.25-7.5 Zn 0.42 0.5Max. Pb 13.75 14-16 Fe 0.95 0.15Max. Ni 0.28 1-1.5 MICROSTRUCTURE: Lead uniformly distributed in bronze matrix. REMARKS: There is no abnormality in chemical composition, hardness or microstructure of the shaft or the bush. Visual examination indicates lack of lubrication and abnormal wear of the bush and the shaft. Failure of the above idler gear lube oil pump assembly after about 3 years of its supply from DLW appears to be due to lack of proper lubrication of the bush. No. C & M /F-45 Dt. 31.10.02

C55

Section D Important CPAs

D1

CORRECTIVE ACTIONS CLOSED SINCE JUNE 2002

S.N. C.A. NO. &

DATE DESCRIPTION DATE OF

CLOSURE ACTION TAKEN

01 3/INS/09/01 11/12/2001

Sharp edges left out on chamfer of oil hole at pin end of connecting rod.

21.06.2002 Special cutting tool designed and made in Tool Room.

02 D - 20/02 16.04.2002

Arm rest support being flame cut from 22 mm plate. Burrs are left over which may harm driver.

29.06.2002 Raw material changed from plate to bar.

03 2/LOC/30/02 14.02.2002

i) Due to less space between GF & CK 3 arc chuit can not be connected, ii) CP's side cover has to be cut after welding of CP with Cab. iii) Mounting support of TB 3 is bigger in size.

04.072002 Drawing modified.

04 2/INS/96/02 09.08.2002

Heavy oil leakage and spillage on ground from table and spindle movement motors of MW no. 2095 in SAS

05.07.2002 Oil leakage stopped by mill right staff after taking machine under break down.

05 2/LOC/25/02 13.02.2002

Inlet valve closing problem of exhaust cylinder (vac. line) due to presence of foreign material.

08.07.2002 Ensured proper cleaning and pickling being done before fitment.

06 2/LOC/50/02 09.05.2002

Problem of tightening of expresser nut. 08.07.2002 Supplier's M/s ELGI & KPC have taken corrective action problem eliminated in new supplies.

07 2/BLK/51/02 14.05.2002

Problems in fixture for water testing of cylinder block. 10.07.2002 Corrective action taken by tool room and fixture repaired and mounted on 75 mm plate with proper welding.

08 D - 32/01 27.10.2001

Mis-alignment of LOP components i.e. Back plate, face plate casing LOP etc.

13.07.2002 LOP casing boring fixture modified. Radial drill machine 2651 set right by their service engineer.

09 2/LOC/26/02 13.02.2002

Arm rest not being fitted in driver's cab. 16.07.2002 Drawing number TPL 6756 and TPL 2669 sheet 1 and 2 modified to provide for arm rest.

10 2/INS/61/02 25.05.2002

Accurate Am meter not available for loco testing. 16.07.2002 Properly calibrated Am-Meters made available for load test to LTS.

11 2/CMT/75/02 27.06.2002

Bottom edge is not chamfered in all of LMS made cylinder liners.

25.07.2002 Proper tool i.e.. form radius insert made available by tool room.

12

2//INS/63/02 08.06.2002

Splines of WDM 2 and WDP 1 cylinder blocks are not being magna flux tested.

02.08.2002 Magna flux testing machine, which was out of order, has been set right.

D2

13 2/INS/71/02

25.06.2002 Grade of Aluminum sealing perforated sheet to IS 737 02.08.2002 Drawing number TPL 9259 has been modified.

14

2/LOC/81/02 02.07.2002

Reverser handle fouling with cover in NID control desk 05.08.2002

Drawing modified and modified supplies are being received.

15 D - 27/02 22.05.2002

A large number of bogie components are made out of class II steel and subsequently carburised to improve hardness.

05.08.2002 Raw material for bushes and pin modified to class IV steel.

16 D - 14/01 04.07.2001

Problem of Die and Punch of Niagra press brake machine no.1099 in LFS

16.08.2002 New set of dies and punches procured.

17. D - 02/02 05.01.2002

Buffer and coupler height rear side observed to be more than the specified value.

17.08.2002 production of WDM 2C loco stopped.

18

2/INS/86/02 11.07.2002

Difficulty in inspection of 100% holes of equalizer beam. 24.08.2002 Checking template provided.

19 D - 05/01 08.05.2002

No schedule for return of chain slings after periodical testing.

30.08.2002 Sufficient number of chain slings made available to user shops.

20

2/INS/19/02 08.02.2002

The run outs of extension shaft assly. with crank shaft and vibration damper frequently found out of range.

03.09.2002

Proper fitment ensured.

21 2/INS/87/02 11.07.2002

100 % inspection of holes and profile of compensating beam not being done.

09.09.2002 Checking template provided.

22

D - 40/02 16.08.2002

Rusting of cylinder heads. 13.09.2002 Stocking of cylinder heads ensured in covered shed.

23.

2/INS/40/02 26.03.2002

Ring gauge for checking of bushing piston pin and connecting rod not available

18.09.2002 Ring gauge provided.

24 2/BLK/42/02 09.04.2002

Leakage of lubricating oil from gear box of machine as per detail in HMS.

18.09.2002

Machines attended by mill right persons and leakage arrested.

25 2/LOC/79/02 02.07.2002

HLPR 1, HLPR 2 and FCP are fouling with each other. 18.09.2002 Drawing modified.

26 2/M&P/52/02

Solidification of metallic dust in the pit of shot blasting machine no. 2663 in HMS.

19.09.2002 Pit of shot blasting machine cleaned properly.

27

2/INS/23/02 09.02.2002

Use of un recommended size of electrodes in SMS. 23.09.2002 Recommended size of electrodes made available and staff educated.

D3

28

2/LOC/54/02 21.05.2002

Linkage jaw plate 11123620 of equalizer linkage 11020519 is fouling with brake equalizer bottom and top.

24.09.2002 Drawing modified.

29 2/LOC/105/02 04.09.2002

CNC shearing machine no.2955 ets tripped due to rainwater.

25.09.2002 Panel doors and windows changed.

30 2/INS/60/02 25.05.2002

Power sequence operation not being carried out in LTS. 04.10.2002 Proper switch connection provided.

31 D - 22/01 31.07.2002

Problem due to reduction of size of sump drain pipe - Lube oil starvation during LO circulation.

17.11.2002 Size of sump drain pipe increased and drawing modified.

32 D - 32/02 26.06.2002

Door hinge and door are required to be removed at the time of long hood fitment.

18.11.2002 Long hood design modified.

33 D - 62/2K 18.10.2002

i) De-sackle pin flange is not flushing/seating with sackle faces.

ii) Thread of pin often does not match with sackle threads.

iii) There is no positive locking arrangement of pin.

28.11.2002 Drawing modified.

34 D - 12/02

Problem in bending of hand rail pipe. 28.11.2002 Hand rail pipe items being procured from trade.

35

D - 35/02 04.07.2002

Problem of tie bar assembly. 28.11.2002 Size of angle being used increased and drawing modified.

36 D - 10/02 07.02.2002

Floor plate gets damaged during lifting and turning of under frame at lifting and jacking area.

29.11.2002 Drawing number TPL 8909 and 8910 modified.

Section E List of trial items

LOCOWISE TRIAL ITEMS Loco No.

Shed Centri- fuge M/S Prag

Polymer

Water pump

oil seal M/s

Sujan Indus

try, Mumbai

FIP/ NICO

NID control desk &

CB panel

Self cooled rectifier with DC blower motor

L.E.D Type Clasi -

fication Light

Twin Beam Head light

Electric Horn

Switch

Micro controller

based Speed

Recorder

Micro control based

governor

LED type Flasher

Light (automatic)

FRP Radiator

Fan

AC F.P Motor with

Inverter

AC cyclonic

Motor with

Inverter

A.C.C.C Motor with

Inverter

Self Cooled

Rectifier with AC blower motor and

Inverter

14136 TKD 3 3 14137 MGS 3 3 3 14138 MGS 3 3 3 14139 ED 3 3 3 14140 ED 3 3 14141 MGS 3 3 3 14142 MGS 3 3 3 3 3 14967 KZJ 3 3 3 3 3 14968 KZJ 3 3 3 3 3 14969 MLDT 3 3 3 3 3 14970 MLDT 3 3 3 3 14971 Hubli 3 14972 KJZ 3 3 3 3 14973 MLDT 3 3 3 3 14974 KZJ 3 14975 NKJ 3 3 3 3 14976 NKJ 3 3 3 3 14977 MLDT 14978 NKJ 3 3 3 14979 MLDT 3 3 14980 NKJ 3 3 3 14981 NKJ 3 3 3 14982 NKJ 3 3

E1

LOCOWISE TRIAL ITEMS

Loco No.

Shed Centri- fuge M/S Prag

Polymer

Water pump

oil seal M/s

Sujan Indus

try, Mumbai

FIP/ NICO

NID control desk &

CB panel

Self cooled rectifier with DC blower motor

L.E.D Type Clasi -

fication Light

Twin Beam Head light

Electric Horn

Switch

Micro controller

based Speed

Recorder

Micro control based

governor

LED type Flasher

Light (automatic)

FRP Radiator

Fan

AC F.P Motor with

Inverter

AC cyclonic

Motor with

Inverter

A.C.C.C Motor with

Inverter

Self Cooled

Rectifier with AC blower motor and

Inverter

14983 NKJ 3 14984 ∗ 3 14985 NKJ 3 3 3 3 3 3 14986 NKJ 3 3 3 14987 NKJ 3 3 3 3 14988 NKJ 14989 NKJ 14990 NKJ

∗ Under Despatch

E1/1


Loco No.

Shed Electric horn

switch

M.B. Shell thrust

M/s PBW

Power & control cable

Cab Fan M.B Radiator

Inertial car Body

filter

Panel type dual

brake system

Air Duct Boot

Piston M/s EML C.R.11.75

M.B.Shell Thrust

M/s Admos

14136 TKD 3 3 14137 MGS 3 3 14138 MGS 3 14139 ED 3 3 14140 ED 3 14141 MGS 3 14142 MGS 3 3 14967 KZJ 14968 KZJ 14969 MLDT 14970 MLDT 3 14971 HUBLI 3 3 14972 KZJ 3 3 14973 MLDT 3 3 14974 KZJ 3 3 14975 NKJ 3 14976 NKJ 3 14977 MLDT 3 14978 NKJ 3 14979 MLDT 3 14980 NKJ 3 3 14981 NKJ 3 3 3 3 3 14982 NKJ 3 3 3

E2


Loco No.

Shed Electric horn

switch

M.B. Shell thrust

M/s PBW

Power & control cable

Cab Fan M.B Radiator

Inertial Car Body

filter

Panel type dual

brake system

Air duct boot

Piston M/s EML C.R.11.75

M.B.Shell Thrust

M/s Admos

14983 NKJ 3 3 3 14984 ∗ 3 14985 NKJ 3 3 3 14986 NKJ 3 3 3 14987 NKJ 3 3 3 3 14988 NKJ 3 3 14989 NKJ 3 14990 NKJ 3

∗ Under Despatch

E2/1

Section F Miscellaneous technical

information

1. CON ROD OIL HOLE (RIFFLE HOLE) ; Shed should ensure to use connecting Rod with oil hole 1/2" dia on all 3100 hp.and onward. DLW has changed this oil hole size from 3/8" dia. to 1/2" dia. since July 1993. 2. NID CONTROL DESK

NID Control Desk has been introduced in all WDG3A Locomotives. This control desk has been designed based on ergonomic considerations. The covers in this control desk has been provided with FRP material. The covers are in 4 parts as under:

1) Control Desk display mounting cover. Drg. No.TPL-8929 Approx. Rate Rs. 41700/-.

2) Control Desk Top Cover, Drg. No.TPL-8887 Pt.No.11663546 Approx. Rate Rs.2220/-.

3) Control Desk Front Cover, Drg. No.TPL-8888 Pt.No.11663558 Approx. Rate Rs. 2460/-.

4) Control Desk Side Cover, Drg. No.TPL-8889 Pt.No.11663560 Approx. Rate Rs. 520/-.

The above, covers may be procured (if required) from M/s Tech Force Composite Pvt.Ltd., Indore. The address of the firm are as under: M/s Tech. Force Composite Pvt.Ltd., 29/1 – L.I.G. Colony, A.B.Road, Indore-452008 Phone – 0731-530659, 537500 Fax – 0731-431956 E.Mail – t force @ Sancharnet.in Contact person Sri Rajan Y. Baveja 3. Hose Specification: Specification Location A) SAE 100R5R confirming i) Fuel oil cross over to BS EN ISO 6945-1996 for abrasion resistance. (Nil abrasion specified) ii) Fuel oil header to fuel oil filter B) Teflon Hoses Turbo filter to turbo in. C) SAE 100 R5R Fuel oil piping F1

4. Marking of I-marks on high hardness Main Brg. Studs (Inter & Centre) : The drawings of M.B. Studs (Inter & Centre) has been modified showing identification marks for the modified high hardness. Accordingly DLW has introduced punching of 'M' mark along with other details. These changes have been introduced at DLW since Sep'02. to distinguish it with old studs. 5. Salient Features Of Stiffer Unit Cam Shaft: • Improved wear life. • Reduced Failure. • Reduced maintenance time for engine. • Reduced Inventory 6. Cam Gear snap ring worked out during disassembly: This problem has been checked. During disassembly at DLW, no such problem has been observed. This problem may exist on old loco/after long time of service due to jamming of gear on camshaft seat and key in key-way (gear & camshaft both). Shed may ensure the following points during re-fitment and disassembling of cam gear: • Properly clean the taper surface. • Properly remove the burrs of keyway. • Properly clean the keyway. • Loosen the cam gear bolt smoothly/slowly. • During disassembly, the gear should be properly supported. F2

Section G List of important

projects in hand

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Major projects in hand (including those completed recently) Major projects in hand 1. New look modified superstructure for WDG2 locomotives A project to reduce the weight of the superstructure by using less number of vertical door posts while strengthening the doors by providing diagonal stiffeners was taken up earlier and 1st implemented on WDG2 locomotives 14911 to 14916 with regular implementation done on WDG2 14927 onwards. Although the concept was good, this design was not successful as the users faced severe problems in examination/maintenance of component like cylinder heads, compressor & main bearings. The design was discontinued and a fresh design taken in hand with a view to providing superior interface to the maintainers while retaining the good features of the concept. Special care is being taken to improve the layout and approach to equipment such that the maintainability related problems on locomotives fitted with GE turbochargers are eliminated. The new design has been released in March 02 for implementation on WDG2s in 2002-03 from 14975. Same concept has been employed in WDM3D locomotives also. 2. Modified underframe for WDG2 locomotives Following major complaints existed on the underframe of WDG2 locomotives: • Higher vibrations in the radiator room of WDG2s, which in turn arises as the floor is not

secured to longitudinal member. The arrangement of stiffeners required to be modified • Common engine & TA trough remains filled with leak off oil and the air drawn by the

alternator/FTMB carries this oil and the same required separating out by a partition • Oil enters into the resilient pad of TM no. 4 causing frequent problems on pad as well as

TM cables despite under taking modifications suggested by DLW. The drain of the sump is an L pipe, which gets choked and oil drops directly on TM no. 4. The system needed to be modified by eliminating the L pipe with one sloped tray and a vertical discharge pipe covering all the drain pipes of A/C sump & engine trough secured to the under frame.

• Inadequate air outlet for alternator, requiring the outlet through the frame to be enlarged • Lengthening of the alternator trough required to facilitate removal of the alternator All these aspects have been taken care of in a new intermediate design implemented from April 02 (14964). In the long term, a fabricated beam type design for WDG2s is also planned for development, in line with the concept explained in section 3c1. 3. Improved fuel tank for WDG2 locomotives The detachable fuel tank of WDG2s suffers from the following defects: § No provision of manhole leading to difficulties in cleaning, especially near suction pipe § Different sizes for suction & return pipes making interchange difficult in case of any problem § No provision of mesh near entry of fuel § Draining difficult due to provision of dummy plug § Glow rod has a tendency to become dirty and therefore unreadable These aspects have been taken care of in an intermediate design, providing GM type level gauge with a separate glass tube, which is not only a superior design but has better aesthetics & visibility and replacement is also easy. It was cut in with loco 14964. The next step of design change involves a profile similar to the GM loco tank with curved and not

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rectangular bottom. This design, which has been employed in WDM3D locomotives also, shall be incorporated in WDG2s with the fabricated beam type underframe. 4. Modified relocated oil-free GD-80 filter (92 days schedule)

The GD-80 filter uses oil for filtration which oil has to be checked for contamination every 15 days. Paper filter element type 92 days GD 80 E filters have been developed. This has been implemented on dual brake WDG2 locomotives being manufactured since April 00 (372nd). Dual brake WDP2 (32nd) and WDM2C locomotives (1st locomotive of current manufacture itself) currently under manufacture are also being provided with Oil Free GD-80 filter. Following complaints were received a modified design has been cut in with a view to eliminating these defects completely: § Paper filter element cannot be changed in situ in GD 80 E, as gap bet filter bottom & floor

is less; to be relocated higher. § Vacuum problem on these filters due to air drawal from bottom joint. § Chance of wrong fitment of GD 80E flap and orifice plate causing filter bypass. § Orifice place 1-1/4 inch provided at the train pipe inlet tends to go missing. Recently some sheds have complained about vacuum creation problem on locomotives fitted with these filters and the design is further study by RDSO and DLW. 5. Development of high-efficiency RTMBs With the switchover to plate type coolers, the pipeline has been altered facilitating possible change of design of the RTMB suitably towards higher efficiency. It is proposed to fit some blowers on trial by Jan 02. 6. High efficiency FTMBs with backward curved blades With the switchover to self-cooled rectifiers, it is possible to change the design of the FTMB suitably towards higher efficiency as the total cooling air requirement has gone down. It is proposed to fit some blowers on trial by Jan 03, taking care to fit properly secured backward curved, and not inclined, blades. 7. Higher speed LO & water pumps Low LO pressure to a great extent and water pressure to a lesser extent have been an outstanding problem with ALCo locomotives. Failure to Achieve the specified minimum lub oil pressure on idle at elevated temperatures and on sudden notch down condition has been leading to shut down of locomotives. The problem has become acute after the introduction of 3100 hp locomotives. The safety of the engine is also in question is such conditions due to the tendency of the maintainers to lower the low lub pressure shut down settings, especially on the high hop engines on which the oil passages are wider. Similarly, the pressure of the water system also needs to be increased for the higher hp engines. With a view to finding a long-term solution to the problem, it has been decided to change the gear ratio of the lub and water pump gear train. Based on the drawings developed by RDSO, the blank drawings have been prepared for placement of PO. It is expected that it would be cut in by Jan 03. 8. Open grain cylinder liners With a view to reduce lube oil consumption and enhance service life, 112 nos. open grain cylinder liners were imported from GE/USA. Seven WDG2s (initially on 14925 and 14926) fitted with GE liners have since been built. In-house manufacture of open grain cylinder liners

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has been taken up at DLW. Directives have been received from Railway Board to manufacture 10 loco sets of such cylinder liners. While these liners have already been fitted on 7 locos at DLW, 3 each & 5 loco set liners have been given to AMV & VSKP and NKJ sheds for fitment on old locomotives. Performance including LOC is being monitored. The results obtained so far are very encouraging in respect of LOC and it is planned to introduce convert two sheds fully this type of liners. 9. Modified bogie for WDM3D/WDG3 series without weight compensation arrangement Based on the problems reported by sheds on this bogie, many short term improvements have already been provided on the high adhesion bogie. As a long term improvement, it is proposed to develop this type bogie without the compensating and equalizing arrangement for microprocessor based locomotives as, while all the long standing problems with equalizing/compensating beams would be eliminated, the loss in adhesion would be made up due to superior wheel slip control. Another feature planned for this design is provision of CRU instead of conventional cyl. roller bearings on journals for improved reliability & reduced maintenance.. Conceptual drawings have been sent to RDSO for detailed design. 10. Stiffer unit camshaft Larger dia. cam lobes can withstand higher stresses thereby resulting in higher camshaft life. In this design, one cam segment is meant for one cylinder and can be attended separately. Each segment, therefore, can be removed and replaced easily by simply removing the fuel pump support of that location. Valve timing adjustments of the adjacent cylinders are not disturbed. In conventional design, whole camshaft assembly has to be necessarily removed from the free end which takes too much time. Expected life of the camshaft is more than six years. Procurement/manufacture of associate components is in hand and the prototype locomotive was turned out in May 02. 11. High capacity buffers To bring the capacity in line with those used on coaching stock, design of high capacity buffers has been developed by RDSO and it is planned to introduce the same in WDM3D and subsequently in all locomotives. 12. Moatti type LO filter These filters do not employee any replaceable elements and therefore do not require any maintenance. In addition, the filteration efficiency is considerably higher and the use of a separate centrifuge also can be discontinued. RDSO has tested and found that there is a good case for trying them out on locomotives. A development case for application on ten locomotive has been moved. 13. High-efficiency all aluminium large after cooler A new design larger after-cooler has been developed and successfully tested by ED Directorate/RDSO. This has 90%+ effectiveness throughout operating range of locomotive and weighs half of the older design. Annual fuel cost savings expected are Rs.1,00,000/-per locomotive. PO for 15 loco sets has been placed. 14. Vibration-free LO centrifuge with standardized location & mounting Tests at Pune diesel shed showed that in case lube oil centrifuge is used on the locomotive, it increases the life of lube oil filters by three times. The indirect benefits are longer life of

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piston, piston rings, liners, engine bearings etc. Regular fitment is being done since May 00. Sheds have complained of excessively long pipes for WDG2s with GE turbochargers. Location of the centrifuge has been standardized near R1 & R2 location of the engine, requiring modification to a door and pipelines etc. and the change has been cut in from loco no. 14954 WDG2 & 14115. WDM2c. Another aspect is the vibrations encountered in the product. The modifications done in the base of the centrifuge to arrst this problem (model FM-23) have been partially successful. The issue is under critical design review and the vibration-free prototype is expected to be provided by 1-2-03. Moreover, development of alternate sources is in hand which should result in considerable drop in price. 15. Aeathetically & ergonomically designed driver’s cab with suitable amenities After successful implementation of the basic ergonomically designed driver’s cab with desk type master controller, a critical review of the complaints, and more importantly the requirements of a modern driving station, was done and a large number of features were conceptualized. Some of the important features are improved cab structure with noise proofing, redesigned partition door, improved locks, superior lights, superior gauges, amenities etc. On esuch cab covering many such features was sent for the cab contest at TKD in Nov 02 and the same was declared a winner. It is expected that the model cab with all the features shall be cut in from 1-4-03. 16. E-beam irradiated air brake kit gaskets, O-rings and diaphragms Increase in periodicity of replacement of rubber parts of air brake and other components has been an issue of discussion between Railways and manufacturers. Based on the advice of DLW to MGM, IIT/KGP & NICCO Corporation, a project has been taken up for development of new generation Rubber Part Kits for Air Brake systems by E-beam radiation curing technique. Preliminary results with the use of this technology show considerable improvement in physical properties like permanent set, tensile strength, oil resistance & ageing resistance properties in Nitrile Rubber based compounds like gaskets & O-rings. Improvement is expected in thin walled Poly-chloroprene diaphragms also. It is expected that the prototype kits shall be available for wide field application by 1-4-03.

17. Upgradation of 16 cyl engine to 3600 hp & manufacture of 3600 hp locomotive The engine has already been tested at 3600 hp by RDSO, including a special 50 hour test. The engine has already been offered for DG set application by DLW. The prototype locomotive would need the following: § Stiffer unit cam shaft assembly & allied components like 18 spacers, cam roller, ½” shorter

push rods, modified cross head lifter assembly, for sharper fuel injection which results in higher bending and torsion and better atomization resulting in more contact with oxygen. § Retarded injection timing at 22°(and not 25,5°) BTDC, to reduce FP but poorer emission § 11.75 CR pistons § GE turbocharger with 26 sq.” nozzle ring and twin a/cooler § 251+ cylinder heads § 1200 bar(and not 950 bar) peened internal pressure HP tube § 17 mm (and not 18 mm) FIP as it had higher FP § 0.35X157° injectors (and not 0.4X 160° of GE) § 500 KW LO cooler (existing 290 KW) § 1900-2000 KW radiators Matching electrics are also needed which is related with the case of 50 sets of electrics from GETS. Preliminary work has been started by RDSO & DLW on this project.

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18. Upgradation of 12 cyl engine to 2700 hp In line with the upgradation of 16 cylinder DLW engine to 3600 hp, a project of upgradation of 12 cylinder engine also to higher power (tentative number being 2700 hp) has to be taken up with by RDSO. This upgradation is likely to be of immense value as far offering locomotives for export is concerned as a large number of enquiries are of 2600-3000 hp range with axle load limitation being such that offering 16 cylinder engine is a problem. Preliminary discussions with RDSO have been held and one loco set of unit camshaft with allied components have to be given to RDSO for this test. This would be done after successful cut in of 3300 hp locomotive project. 19. Upgraded expressor for enhanced schedule interval and overhauling: This development work has been assigned to both KPC and ELGI after completing the feasibility study to upgrade the existing expressors. The upgradation proposed envisages increased life of cylinder, piston rings, pistons, crankshaft, main bearings and LO pump. The upgraded expressors have to be designed for 92-day schedule and 36 months overhaul. 20. Compact panel-mounted brakes for air brake locos Although panel-mounted brake system along with auxiliary panel for dual brake is being at DLW, the design is not very maintenance-friendly. A compact version of the panel-mounted air brake system has therefore been developed by RDSO. Modification advice against the existing orders for panel-mounted brake system is being processed such that two nos. each from the two manufacturers can be applied for field evaluation in the first half of 2002-03, which the manufacturers have agreed to supply. 21. Modified inertial air filtration for carbody P.O. for 20 sets of inertial air filtration system Car body filter for Generator room has been placed on Anfilco/ Gurgaon. Prototype fitted on WDG2 locomotive No.14942 and subsequent fitment started in May 02. Another design without the necessity of the exhauster motor is also under review. Large-scale fitment is being taken up with WDM3D locomotives. 22. TM 4907 with laminated interpoles and reduced weight This project has been taken up with a view to improving the reliability of the machine as well weight reduction. Lightweight design of armature hood & commutator hub has already been implemented since June 00. Development of laminated interpoles by BHEL is in hand. 23. Alternator-mounted rectifier on alternator assembly type 10102EV This project has been taken up with a view to improving the layout of locomotives as the rectifier occupies substantial space. Special care has to be taken to ensure that the problems faced on earlier alternator-mounted designs are not repeated in this design. It is proposed to equip WDM3D locomotives with this design 24. Improved insulation scheme for traction motors With a view to improving the reliability of the TM insulation scheme further, it is proposed to try out one hundred traction motors with modified insulation scheme incorporating flexible wrapping tape instead of Kapton mica wrapper, ceramic packing instead of Nomex and glass mica paper instead of conventional glass mica with flakes and associated insulating materials. Dialogues with BHEL & CGL are on. In case of light-weight traction motors, the

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specification has already been revised for incorporation of this scheme and the supplies in 2002-03 shall be made with this scheme for WDM3D locomotives. 25. Improved control compt. (with self-load feature for WDG2 locos) Pressurized CPs with self-load feature manufactured by BHEL were fitted on four WDG2s. The arrangement was discontinued as the sheds found the equipment layout congested. DLW also developed a design of pressurized compartment for this application, which apart from being lighter in weight as compared to BHEL design, also had improved layout for easy access to various equipment for maintenance. This was also fitted on four locomotives from WDG2 locomotive 14947 onwards. This was, however also discontinued as the pressurization arrangement in this design did not succeed, primarily due to incorrect tapping of air. Moreover, doors of the compt. in the back panel were large-sized & difficult to handle and the cab doors fouled with roof. These aspects are being looked into and a new design is under development. 26. Radiator fan with FRP fan blades Apart from saving of about 25 kg in weight & hence ease in handling, a reduction in power consumption by 4% and improvement in air delivery by 1-2% as observed during testing, the fan is also stronger in respect of impact of foreign objects (RDSO letter no.SD.Design.5 dt.27.6.2000.). On the basis of recommendation made by RDSO, development order for 10 loco sets has been placed on M/s Parag Fans & Cooling Systems Ltd./Dewas (MP). Supplies have been received and two prototypes have been fitted. 27. Reliable VRP for AG 3101/2702 suitable for low idle & high charge current The reliability and capability of VR-96 of BHEL make, in spite of all the modifications done by them, has not improved. It has been decided to develop a more reliable and capable VRP through other sources. The specification is under development by RDSO. 28. Improved bearings for traction motor commutator end The reliability of the pinion-end bearings of traction motors has improved greatly wit the introduction of rivetless cage bearings. The reliability of the comm-end bearings, however, is of the same level as earlier and many infant as well as wear-out failures are reported. It has been decided to employ two improved versions on trial for improving the reliability; rivetless and polyamide cage comm-end bearings. The option, which is found more effective on life-cycle considerations, shall be cut in. 29. Nylatron bushings and liners for bogies Nylatron is a thermoplastic material used extensively on EMD locomotives in the bushings and linering of bogies as it is strong & wear-resistant. Its use is likely to help in increasing periodicity of bogie maintenance. It has been decided to extend this concept on WDG2/WDM3D bogies also. 30. Micro-processor based control system (imported system) A separate order for Micro-processor based Propulsion & Excitation Control for WDG2 locomotives has been placed by the Board on GE/USA, BHEL/Bhopal and Elcon/USA. Supplies from GE have been received and engineering work with them has been started in association with BHEL. Control cubicle has been re-designed, built and mounting of the equipment in CP has been done. Location of transducers in the engine has been done. BHEL

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has also supplied TMs with modified end shied etc. for fitment of transducers. The prototype locomotives 14951 & 14971 are under field evaluation. Another four locomotives shall be turned out in 02-03. 31. Micro-controller based engine governor Board had placed a developmental order for 05 nos. Micro-Controller based governors on BHEL. This governor has been successfully developed by BHEL/R&D/Hyderabad. Five such governors have been working on locomotive at Gooty shed since year 00 and apart from fuel saving, have given an excellent performance. Order for 20 such Governors was placed on BHEL in March, 2001 which has been received and fitment is in hand with the first locomotive turned out in Feb 02. It is planned that this type of governor be married with the microprocessor controls on WDM3Ds and the job has been assigned to BHEL. 32. Micro-processor based control system (indigenous system) A limited tender for 04 loco sets, indigenously developed micro-processor based Controls for 3100 hp locomotive was floated on M/s Stesalit/Calcutta and M/s Sirveen Controls/ Secundrabad. Orders for 3 nos. on the former & 1 no. on the latter have been placed in 1st week of December, 2000. One prototype was received but subsequently taken back by the firm for improvement. Meanwhile, considerable progress has been by M/s Medha in the field after a series of discussions with DLW and their laboratory model has been successfully tested. It is planned to evaluate this product at GY shed and advice has been given to SCRly to place an order on them 33. Electronic fuel injection system Prototype supplied by Lucas Bryce has already been tested at RDSO. Board’s approval for procurement of 21 nos. EFIs obtained. In view of certain commercial problems, procurement could not made from Lucas Bryce. MICO Bosch/Austria was subsequently approached. They supplied one loco-sets of EFI system to RDSO for test bed evaluation in Oct, 98. Testing has been completed. This proposal also could not be finalized due to high price. Meanwhile, Lucas Bryce has been taken over by Woodward. M/s Woodward was approached to revive the project and the case was retendered. The offers have been evaluated and the case is with TC for further action. 34. AC motor for fuel pump & crankcase In view of the inherent problems of bush holder & commutator in DC motors, it has been decided to develop AC fuel pump and Crankcase motor(s) with built-in invertor. PO for 10 nos. each has been placed. The first WDG2 14940 with AC fuel pump & CCE motors were turned out and subsequently further fitment has also been done. The performance is being monitored. 35. AC dust exhauster blower motor for engine filtration system In view of the inherent problems of bush holder & commutator in DC motors, it has been decided to procure 50% of Engine filtration Systems for WDG2/WDM2C with AC Dust Exhauster blower motor with built-in invertor. 10 loco sets with AC motors have been turned out. Performance is being monitored before recommending full switch-over. 36. Improved abrasion-resistant flexible hoses with crimped end fittings: Taken in hand recently to improve performance of flexible hoses.

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37. Improvements in FIPs including Niigata make FIPs Fuel injection pumps manufactured by M/s MICO have been in use for a long time. There have serious complaints of the pumps getting stuck up and inconsistent delivery. The response of M/s MICO for solving these issues has not been very encouraging. Development of Niigata make FIPs was, therefore, taken up to bring up another source with improved design. The prototype set has completed one year of service at NKJ and the same has been examined in association with the firms and improvements required advised. Further fitment is in progress and another six locomotives have been fitted with these pumps. Simultaneously, the good features of the pup have been analysed and detailed technical review done with MICO also with a view to incorporating these features. M/s MICO is currently working on the feasibility and price aspects. 38. GM type fastons instead of conventional TBs: The conventional TBs provided in the control stand are unwieldy and prone to failure. To begin with, these have been replaced by fastons of the type used on GM locomotives on WDM3Ds to improve the reliability as well to achieve more compact assembly. Change notice for emplyment on all locomotives shall be issued subsequently. 39. Provision of dynamic braking on WDP2 locomotives WDP2s have not been provided with DBRs because of space constraints on this full-width, locomotive. In view of inherent advantages of dynamic braking, it was decided to try out roof-mounted DBRs within the loco MMD with natural cooling and M/s Daulat Ram Industries, Bhopal were engaged for the development. Roof of one WDP2 loco was accordingly modified by SR to accommodate DB grids. Although braking was found effective on the nominated loco up to 80 km/h during field runs, these grids had a burnout. The firm has indicated that the grids should be permitted up to the chimney height (295 mm) and not in 180-200 mm height range. The grids, made of Nichrome, are being re-designed and the modified grids have to be supplied to SR. 40. Modified LO and FO filer housings In view of problem of leakage of lube oil from the bottom of LO filter housing due to development of crack of welding between the shell and the bottom plate, the housing has re-designed with dish type bottom with change over from fillet weld to butt weld joint. Dish required in housing is being procured from trade and Lube Oil Filter Housing will be manufactured by shops as soon as the dish is available. Moreover, due to weld failures on LO strainer casing as well as FO primary & secondary filter casings, design of all these casings have been modified to eliminate the chances of failures due to poor welding. These casings are being fabricated using a seamless pipe and fitment has already been cut in. 41. ABB TPR series high-efficiency turbocharger Test bed results on 3100 hp, DLW engine at RDSO have shown SFC values near 151 gm/bhphr with the use of this type of Turbocharger Model 5800 NGT. One prototype has fitted on a WDG2 locomotive at NKJ. A 3300 hp locomotive shall also be fitted with this turbocharger for evaluation. 42. Hispano-Suiza turbocharger Test bed results on 3100 hp, DLW engine at RDSO have shown that it was possible to achieve SFC values below 150 gm/bhphr with the use of the new generation Hispano-Suiza Turbocharger Model 5800 NGT. 19 HS turbochargers have been fitted on WDG2/WDP2

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locomotives so far. The turbocharger of the 1st first (14828 turned out in Dec' 99) was examined by RDSO and cleared for further use. 43. Mechanically-bonded radiators For improved reliability and longer life, mechanically bonded radiators are planned for use on WDG2 &WDM3D locomotives. Mechanically bonded radiators use seamless tubes, which are mechanically bonded with header, whereas in conventional radiators, rolled and soldered tubes are soldered with the header, which is less reliable as compared to mechanical expansion. P.O. for 45 ALCo locomotives was placed by DLW and seventeen loco sets have been fitted. Change Notice for total switchover has been issued. The more important phase of the project involves indigenisation and the same is association with with M/s Saswad/Pune and M/s Banco/Ahmedabad. 44. Improved Fast and Flexible couplings The failures on fast couplings reported are due to breakage of the coupling from the weld. The design has been modified to one piece integral centrifugal coupling and this design has been successful with the no. of failures reported going down drastically. Other failure reported due to breakage of fast coupling bolts etc.also been tackled. The failures reported on flexible couplings are due to deformation/degradation of the rubber elements. The design has ben modified to Nitrile rubber for the time being. For the long term improvements, the design issues of both the couplings have been studied in detail. It has been decided to engage a consultant from IIT/Delhi for suggesting improvements based on this study. 45. Modified low maintenance brake system piping It has been decided to implement good features of the GM locomotive brake system. The improvements would include features like elimination of mitre joints & modification to forged unions/elbows to eliminate the problems related with poor welds and joints, reduced threaded joints, relocation of reservoirs, improved clamping etc. and the overall design should improve reliability as well as maintainability. These modifications have been implemented in WDM3D locomotive design. 46. Modified air duct boot (without reinforced fabric) Air duct boot is, at present, made from rubber reinforced with fabric. There are persistent quality problems with the present design as the dimensional control of the product is not satisfactory. MP/RDSO has now developed specification of Air duct Boot without using reinforced fabric and have also identified a source i.e. M/s Aryan Exporters /Lucknow. A development order for 20 loco sets has been placed and the prototype has been cleared by RDSO. It is expected that the first lot shall be fitted from Oct 02 for wider evaluation. 47. Thermal insulation for exhaust manifold Thermal Insulation for Exhaust Manifold was 1st used on 3100 hp, full-width, dual cab, WDP2 locomotive primarily with the purpose of reducing temperatures in the engine room thus making the locomotive more user-friendly. A study undertaken by RDSO shows drastic reduction in manifold temperature by more than 250ºC along with reduction in duty cycle fuel consumption by around 0.4%. Saving in fuel consumption/loco/year is expected to be about Rs.80,000/-. On advice of DLW, the firm has subsequently developed prototype design with individual jacket for various segments of exhaust manifold to avoid damage and fraying of insulation during fitment. Fitment trial of this prototype has been completed and the change notice shall be issued shortly.

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48. Double helix type FIPs

The exisitng FIPs are designed for optimum fuel performance on the full load. Double helix type FIP has provision of two helical grooves on the plunger, instead of only one as in the existing design, which ensures that the fuel timings can be manipulated to suit optimum fuel performance. The fuel performance benefits expected are similar to those expected with EFI. Testing of FIPs developed by M/s Mico is has been completed and the first prototype loco set has been fitted at ED shed in May 02. Meanwhile, MICO has been advised to optimize the design to ensure that the full load performance is not disturbed.

49. Stainless steel with double ferrule fittings In the current under frame piping arrangement, steel pipes conforming to IS: 1239 (Heavy) are used and are connected to the threaded MI fittings. In order to eliminate the above problem, a proposal for use of stainless steel tubes and double ferrule type fittings for 10 locomotives has been processed (PO for fittings has been placed and that for the tube is awaited). This arrangement is in use on ABB WAP5 & WAG9 locomotives. CLW has introduced this arrangement on WAG4 locomotives (indigenous design). These fittings do not have any threaded joints and, therefore, the leakage from joints will be eliminated. Use of stainless steel tube will also eliminate problem of corrosion in pipes which in turn will enhance the life of brake valves, apart from reduction of time due to elimination of the process of threading, mitre-cutting, making tee joints etc. 50. Microcomputer based AC-DC electrics with electrically driven auxiliaries: Covered by the tender for 50 sets of ALCo electrics for improved reliability and upgradation. The case is under consideration by Railway Board. Detailed evaluation was done on the offers by DLW in association with RDSO. 51. Improved cable conduiting, sleeving and heat shrinkable tubings The cable conduits used on GM locomotives, both flexible and rigid, employ end fittings, which totally obviate the possibility of any oil or dirt ingress inside the conduits. The flexible conduit covering material is of an improved elastomer. It is proposed to use similar conduits on ALCo locomotives with a view to solving the -old problem of improperly sealed conduits and resultant cable failures. Preliminary work in this direction has already been completed and issuance of a detailed change notice is in hand. In addition, the specification of the heat shrinkable tubings has also been revised in line with the tubings used in GM locomotives. Provision of silicon sleeves similar to GM locomotives has been incorporated. Change notice for both the later items has been issued for implementation in 03-04. 52. Air conditioning of driver’s cab The 2300 hp, MG, export loco spec stipulates Air Conditioned Driver’s Cab and it was decided to provide the same in cabs on WDG2/WDM2C locos also as an experimental measure. Development order for 4 loco sets has been placed on M/s Sidwal/Faridabad. The first WDG2 (14944) with air-conditioned driver’s cab has been sent to ED diesel shed on 29.10.01. Performance is being monitored before fitment of 2nd unit. 53. Longer life FO filters (92 days sch.) for WDM2cs As indicated earlier, DLW has started regular fitment of long life fuel oil filters of both types on WDG2s. This modification cannot be implemented on WDM2Cs due to space constraints. RDSO has been advised to design a more compact design for application on WDM2Cs.

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54. Traction motor for standard gauge application DLW is often called upon by RITES/IRCON to provide technical offer for a standard gauge locomotives for export. Due to the space limitation on a standard gauge wheel, the existing TMs like 4907 or 5002 can not be applied on such a locomotive. BHEL has been advised by DLW/RDSO to develop a dedicated traction motor for this application in association with RDSO & DLW. The design developed by BHEL is under study with a view to determining if this motor can also be applied on a BG diesel-electric locomotive on IR. 55. TM 4501 with roller suspension arrangement The MG export loco is fitted GE make TMs as a roller bearing version of the traction motor in the range, i.e., BHEL TM 4501, is not available. BHEL has taken up development of this motor on advice of DLW. This motor can also be applied on lower power BG locomotives for export. Twelve such motors shall be first proven on IR and the prototypes are under manufacture. 56. Modification to WDP2 bogies Difficulty is faced by DLW and Railways during fitment of guide link on WDP2 locomotives. The bogies have other features which render it poorer in respect of maintainability and reliability like breakage of secondary springs. The matter was studied by DLW/RDSO in detail and a modified design has been developed by RDSO, incorporating features from ABB bogie. It has been decided to manufacture four prototype modified bogies for evaluation on existing WDP2 locomotives. Material procurement is in hand. 57. Notch separation on E type controls The existing E type controls are not amenable to notch-wise adjustment of power. Since large-scale deployment of microprocessor based systems is likely to take some more time, it was decided to take a project to upgrade the E type system itself for incorporation of notch-wise adjustments. After detailed technical discussions, the work was assigned to R&D wing, Hyderabad. The prototype is expected to be ready by Nov 02. 58. GM type headlight, cab, exterior and engine room lights The above fittings for GM locomotive, except the headlight lamp, have been indigenized and it is proposed to introduce the same on ALCo locomotives also. Preliminary work for adaptation has been completed and the Change Notice shall be issued soon. 59. Relocated LED type marker Lights and GM type MU receptacles The incandescent lamps marker lights , which suffered from low life (further reduced due to vibrations), have been replaced by LED type marker lights which is solid state type, comprising of cluster of power light emitting diodes. It consists of sets of red and white LED's in such configuration that it provides a good reliability and failure of one LED shall not result in the failure of the light. The location of this light, along with the location and design MU receptacle, has been modified for superior aesthetics and reliability. It is expected to cut in the modification with WDM3D locomotives. 60. Modified low loss low maintenance cooling water system RDSO had conducted a study to improve the cooling water system with a view to reducing losses in the system and augmenting the heat removal characteristics. Many features of the report, like bellow type coupling etc., are not fully acceptable for traction application. It has

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been decided to implement good features of the proposed design and also borrow superior piping/clamping practice from GM locomotives, including improvements like forged pipe unions/elbows (existing fittings are of MI castings, which suffer from quality problems due to poor manufacture; forged fittings are stronger), to upgrade the system in respect of pressure loss and maintainability. A comprehensive Change Notice is to be issued by end Dec 02. 61. LED type flasher light RDSO has conducted a comparative study of conventional, Xenon and LED type flasher lights and concluded that the LED type light is the best suited for our application. Fitment of a limited number of these lights was done by DLW earlier and the performance found to be acceptable. Change notice has been issued and it is planned to switch over from April 03. 62. Improvements in conventional cylinder heads Following improvements, for which the drawing revision and change notices have been completed, have been provided in the cylinder head components:

• Improved valve guide with harder material, closer bore tolerance and recess at the top • Improved air valve seat inserts with edges blended to avoid cracks and reprofiled air path • SGCI Swivel type water jumpers instead of the gray cast iron flexible or rigid type jumpers

63. Non-asbestos arc-chutes At present the arc chutes on contactors provided on locomotives are fabricated from plates made of asbestos based material, which, being brittle, these arc chutes tend to break during transit/handling. The problem gets aggravated during monsoon season when the asbestos absorbs moisture and loses its mechanical and electrical strength. Moreover, asbestos based insulating material have been banned worldwide due to health hazards. Moulded arc chutes have, therefore, been developed based on non-asbestos based material having better mechanical and electrical properties. These are based on non-asbestos glass fitted polymer resin bonded composition. After satisfactory performance in field, including on a lot procured by BHEL for DLW, it has been decided to go for large-scale employment. 64. Rubber cable cleats The wooden cable cleats used on locomotives today are of poor quality and design. It has been decided to switch over to rubber cleats on all locations as already used on traction motors. Detailed Change Notice is being processed. 65. Higher stall current on WDG2s WDG2 locomotive is designed with the starting and despatchable adhesion numbers generally commensurate with each other. It was, however, seen in the rating & performance trials done by RDSO that the bogie has excelled the expectations and there is a scope modify the electrical limit as well as increase the gear ratio. A gear/pinion set with a gear ratio 17:73 has been designed by RDSO. Stall current test at higher settings have also been done for both alternator and motor. It is proposed to try out the modified settings on the first WDG3C locomotive. Meanwhile, BHEL are being advised to provide ten loco sets with 17:73 gear ratio. This should help in reducing cases of stalling and enhancing its starting capability further. 65. FRP cab module With a view to improving the aethetics of cab inside, it is proposed to develop the complete cab interior module manufactured of FRP. The project is in initial conceptualization stage

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Major projects implemented since 1 -1-99

1. Plate type LO cooler 2. Modified inertial air filtration system (92 days sch.) 3. Air dryer 4. Panel-mounted brakes for air brake locos 5. Improved high adhesion bogie 6. Modified radiator fan and its mounting 7. Ergonomic design for driver’s cab 8. Wider cab sliding windows with modified frames 9. Panel-mounted brakes with auxiliary panel for dual air brake locos 10. 92 days LO filter 11.RTMBs with spherical roller & ball bearings with sealed housings 12. lnconel exhaust valves 13. Improved fuel injection tubes 14. 251+ cylinder heads 15. Single bolt design steel cap piston 16. Longer life primary & secondary FO filter (92 days sch.) 17. Modified & relocated LO strainer 18. GE turbo with twin after coolers 19. Improved high-cap SS slip ring alternator- 10102 DW 20. Mycalex brush holder pins 21. Case-carburized shot-peened gear/ pinion 22. Light Wt. TMs with roller susp brg (92 days sch.) 23. Fluonlex cables for TMs 24. TM 4907 with roller susp brg (92 days sch.) 25. Rectifier with built-in blower (92 days sch.) 26. PCB based cards 27. Low maintenance battery (92 days sch.) 28. Rivetless bearings for traction motor pinion-end 29. E-beam cables 30. Twin beam halogen headlight 31. Modified LO Piping 32. Pressurized control cubicle 33. LED type class. Light 34. TM 4906/7 with fully-insulated interpole coils 35. Development of PTFE Seals for gear case 36. Improved brush-holder pins 37. Anti-climbing posts 38. 4-pole AGs with flexible inter connectors 39. Paperless speed recorder 40. Automatic switching 'on' of flasher light

Good features of GM design adapted on ALCo locomotives

1. Underframe design concept 2. Cab structure & furnishing concept 3. Carbody (superstructure) design concept 4. Larger cab sliding window 5. Driver’s chair 6. Under slung battery boxes and control compartments 7. Hand rails along walkway

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8. Anti slip cab floor mat 9. Sun visor: Implemented on BR and other ALCo locomotive. 10. Hollow Centre pivot Pin: Implemented on WDG2 locomotive. 11. PU Paint: Implemented on 10 WDG2s, BDR & Srilankan Rly & 2300 hp export locos. 12. Underframe piping & conduiting concepts Partially adapted on WDP2s. 13. Clean air chamber concept (inertial filter for carbody) 14. E-beam Cable 15. Mechanically-bonded radiators 16. Low-maintenance batteries 17. Twin beam sealed headlight 18. Engine room, cab, exterior & ladder lights 19. Relocated LED type marker Lights and GM type MU receptacles 20. Improved fuel tank and fuel gauge 21. Pipe unions, clamps and fittings 22. WDM3D bogie D-Shackle and side stoppers 23. Low maintenance brake system piping 24. Stem mounted lateral and primary vertical dampers on WDM3D bogies 25. Cab front glass and its weather strip 26. Modified dressor couplings 27. Cab, CP and Long hood door locks 28. GM type pressurization cap for cooling water system 29. J-1 type filter

a FORWARD AND CN - Indian Railway · 2011-11-21 · Foreword As you are aware, two issues of...

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Transcript of a FORWARD AND CN - Indian Railway · 2011-11-21 · Foreword As you are aware, two issues of...