MINUTES OF SECOND BULK INDENT MEETING HELD AT DMW ON 19th July, 2013

Opening Addresses:

During the inaugural meeting, CAO(R)/DMW, AM (ME) & AM (PU), EDME (Traction), addressed on a number of technical and supply issues relating to ALCO locomotives as well as excellent work being done by DMW.

Address by CAO(R)/DMW

CAO(R)/DMW welcomed AM/ME, AM/PU and other officers from Board, RDSO, DLW and Zonal Railways. He stated that, it is an excellent platform not only to sort out the technical core issues of ALCO locomotives but also to improve awareness of Zonal Railways regarding the direction and planning for ALCO locos. From a humble beginning in 1988 when DMW started as component manufacturer for ALCO loco, DMW has now become a loco manufacturer of WDM3D and has also manufactured one Multi Gen set locomotive in 2012-13.

He informed that all targets laid-down by Railway Board i.e. loco manufacture, loco rebuilding, supply of major and minor sub-assemblies and components to zonal railway were not only achieved but surpassed and the cost cutting measures has led to 15% reduction in the transfer price of loco resulting in 80 Cr worth of savings in 2013-14

He advised that zonal railways have to prepare their demands carefully. DMW has been supplying many zonal railways material in excess of their demand. Asking for much less than their requirements leads to less maintenance and failures. Supply of motorized wheel sets, stiffer unit camshafts in loco set kit to the zonal railways were given priority for quick change over of this technology by Zonal railways. Railway are therefore advised to project the realistic demand so that 100% change over can be completed.

He informed that the quality improvement initiative taken by DMW during the last year will continue. DMW team has however discovered that many of the railways are not following the basic maintenance practices leading to failures i.e. cleaning of TM by air blowing, timely changing of Air/ lube oil filters, monitoring of exhaust gas temperature etc. and advised CMPEs to take note of it.

A large number of new technological initiatives have been taken by RDSO and there is a need to fix priority for their implementation. Increasing the HP of multi gen set loco and new generation power pack is very important. DMW’s views for the fitment of CCB versus APU and halogen free cables should be discussed and policy must be decided.

He informed that DMW is now ready to be the single window for all issues regarding ALCO locos i.e. vender approval. Railway board is requested to issue orders in this regard specially to manufacture loco for non railway customers by DMW only.

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Address by Addl. Member (Mech)

AM (ME) stated that DMW is taking strides in the right direction, achieving many landmarks. Since CMPEs of most of the railways are present here, they may note the following key issues which are engaging attention of Railway Board.

Punctuality cases have been the primary concern. The number of cases are slightly better than last year but wrong logging of punctuality cases are there and Railways are not able to identify somebody else’s mistakes. Whereas CME’s of the Railways have been cautioned on the issue, CMPEs are required to take care of appropriate logging.

Other issue of concern is the plan expenditure. Anything which reduces the revenue expenditure is welcome. AM (ME) emphasized for increasing fuel efficiency fallowing technological upgradations should be vigorously pursued.

Auxiliary Power Unit (APU)

Stiffer unit camshaft.

Miller cycle Turbo super charger

Electronic Fuel Injection (EFI)

Low idle features.

CRDI fuel injection system

CNG/LNG based locomotives

Railways have reported shortage of ALCO engine blocks. Whereas Railway Board is trying to import engine bocks, there is need to develop more indigenous vendors to enhance block supply.

Address by EDME (Traction)EDME (Traction) stated that the punctuality losses are increasing and lot of the cases are on account of brake binding/ ACP. During the last month, de-logging was successful only to the extent of 25% of the cases identified for de-logging. Power controllers should be sensitised to coordinate with their traffic counterparts in real-time, to avoid unjustified logging on Loco account.

Railways are not attending to the repairs of foreign locos and it is found that for very very small reasons, locos are being sent to their home sheds. Railway Board has already issued instructions that in a very few cases, the locos are to be sent dead to their home sheds i.e. change of power pack, traction alternator, compressor etc. CMPEs are requested to look into this.

In up-gradation to 30 days schedule, major inputs to diesel locos is up-gradation to roller suspension bearing. As on date, 3700 diesel locomotives are working out of which 1700

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locos are working with roller suspension bearing. 500 Nos. Motorized roller suspension bearing wheel set has been sanctioned to DMW under RSP. All zonal railways are advised to use the motorized roller suspension bearing wheel set received against RSP to upgrade the existing fleet and not for maintenance purposes.

EDME (Traction) stated that we have to enhance the loco maintenance facilities in the existing sheds wherever possible instead of opening new sheds. Letter in this regard has already been issued to all zonalrailways to provide the layout and basic details of the sheds.

EDME (Traction) stated that:

There are few technical issues for fitment of CCB brake system along with APU between DMW and DLW which are to be sorted out.

New Generation Power Pack case to be followed-up with RDSO for early finalization of specifications.

Common Rail Direct Injection project is to be taken on very high priority by RDSO.

DLW is organizing 5 days’ courses for all officers on HHP locos on 29.7.13 and 28.8.13. Zonal railways must send their concerned officials to DLW.

Next DMG meeting for ALCO and EMD locos is to be held in Dec’13 and Southern Railway to host the same.

Address by AM (PU)

AM (PU) stated that the performance of diesel loco is increasing and appreciated the hard and excellent work done by DMW and there is an improvement of 7-8% in ineffective percentage of locos over the last ten years. He stated that DMG meeting is a right forum to discuss the various technical issues of loco and to interact formally or informally. I hope you will continue to do the good work and I wish all of you great success.

Minutes of Supply Agenda items

1. Submission of indents:Zonal Railways have been asked to submit advance information of indents for 2015-16 by 30.09.2013 and vetted indents by 30.10.2013. It was pointed out that non-submission of timely indents by zonal railways delays the procurement cycle and consequent supply of Items.AM (ME) directed that railways should positively submit their indents by the target date. No laxity on this account shall be accepted otherwise DMW can go ahead with the procurement cycle.

2. Outstanding Dues:It was decided that outstanding dues would be carried forward to the next year regularly as a policy. DMW has already uploaded the latest status of indents on the website.

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Zonal railway may check status of indents, make review, if any, and then submit their indents to DMW. Railways are advised to ensure availability of funds for their carry forward demand.

3. Review of demand of high value ITEMS:The demands of high value items was analyzed taking 3 years ( 2012-13, 2013-14 and 2014-15) average demand per 100 locomotives (or cylinders) holdings of Zonal Railways. It was seen that there is wide variation in demands across Railways.AM (ME) and AM (PU) directed all CMPEs of Zonal Railways to review their demands critically. Railways have to be very serious while placing the demands and correct demands should be projected as this has a serious co-relation with the maintenance practices also. AM (ME) stressed that railway should share information for the spares lying in excess with them so that these can be used by the other railways to meet their maintenance requirements. AM (ME) also directed all CMPEs to review their demand for MB radiator.

4. Deletion of BIM and Annexure ‘N’ ITEMS:Some of the items procured under BIM and Annexure ‘N’ are low value and are indented by only two or three Railways (please see list attached as Ann-I & II). Besides, some of these items are of MG locomotive or pertaining to the unmodified design. It was proposed to delete these items from the list. AM (PU) stated that these items can be procured by railways itself and DMW Patiala to provide sources for procurement to railways. This will be applicable from 2015-16.

5. Addition to BIM items:In view of a number of technological upgradations being undertaken in ALCO locomotives DMW proposed 11 items in 2013-14 and one item i.e. upgraded Air compressor to be added for procurement as BIM item in 2014-15 (please see list attached as Ann-III). These additions have been agreed and Railways were advised to submit their demand by the target to facilitate their procurement.. H type tight lock coupler to 11981891 and high capacity buffer to 11982100 are common between Alco and EMD. Hence if these are to be bulked, then the bulking should be where the procurement is larger in numbers i.e. at DLW)

6.0 Standardization of indents:DMW had proposed that assemblies will be procured as per the latest modifications or in the form of kits. The proposal with regard to the following assemblies were agreed to during discussion for indent of 2015-16:

i. Lube oil pump assembly: - Indent of lube oil pump and its components should be placed for only Herring bone design to PL No. 10063158.

ii. Water Pump Assembly: - Indent of water pump assembly and its accessories should be placed for the latest modified design of RDSO to PL No. 10071829.

iii. Water pump, Lube Oil Pump & Extension Shaft Gear: - Railways to indent 3 gears in loco set as per modified part Number.

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iv. Axle Boxes:-Only high Speed Axle Boxes being used on WDM3A, WDG3A and WDM3D locos should be indented by railways.

v. Gears: - Bull Gears and Pinions for WDM2 and YDM4 locos should be induction hardened only.

vi. AM (ME) directed all CMPEs that requirement of 720A turbo supercharger with full details should reach DMW in next 10 days.

7.0 Feed back on modifications:Issue was discussed for feed back on modification issued by RDSO from time to time. AM (PU) directed RDSO to make a list of all modifications to be done during POH. All CMPEs were directed to identify their training needs for latest modifications and knowledge bank to be created by training at OEMs. AM (PU) also stressed that any modification to be carried out, should be accompanied by proper training so that railway may implement these modifications smoothly.

8. Feed back on developmental itemsRailways to submit feedback on developmental items fitted by DMW/Patiala as being advised to railways from time to time. CMPEs desired that list of developmental items to be uploaded on website loco-wise

9. Rate contract of spares:The current status of rate contracts being undertaken by DMW was Intimated to the Railways for information

10. Double discharge Turbo Chargers:Rehabilitation of double discharge turbo charger was discussed and railways are advised to send their requirement within next one month for rehabilitation so that turbo chargers lying at DMW can be condemned. DMW should also explore the possibility of conversion of double discharge turbo to single discharge in consultation with M/s. GE.

11. Policy issues raised by DMW

The following issues were raised by DMW for appropriate decision

i. Manufacture of ALCO loco: Railway Board vide its letter no. 2010/M(PU)/1/38 Para-1 has directed that ALCO Loco production be totally stopped at DLW from 31.03.14.In other words ALCO Loco production to be shifted to DMW, Patiala. Railway Board to issue suitable directives in this regard.

ii. Single Vendor Source: DMW has regularly referred the issue of single vendors to RDSO and DLW during last 1 ½ year. However, adequate sources have not been developed wherever there is single source. RDSO

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and DLW may opt for global EOI and develop more sources wherever there is single source.

AM (PU) Advised RDSO And DLW to develop more sources for the items advised by DMW

iii. Halogen free cables: DMW has written to RDSO vide its letter no. DMW/M/MPS-II/28 dated 26.06.2013 to review and incorporate “Halogen free cables” in the spec of E-Beam cable as it would provide enhanced vendor base and also optimize the cost of cable by 25-30%.

RDSO not agreed to the suggestion of DMW and have already given their opinion in their letter number SD.DFM.Cable.1 dated 17-07-13 to CME/DMW.

iv. Specification of Multi-genset loco: Railway Board vide its letter no. 2009/M(L)/459/2 Pt. dated 21.03.2013 has directed RDSO to develop specification for 3600-4000 HP multi-genset loco. DMW has also written to RDSO vide its letter no.DMW/M/DRG/Loco/042 dated 06.06.2013 to develop such specification based on 1200/1400/1600 HP power pack available for DEMU engines. RDSO should indicate definite time within which this specification would be provided for 3600-4000 HP. SrED(MP)RDSO commented that this is a pilot project for manufacturing multi gen set loco in India and let this design ( 2400 HP) be established in the next six months to take further decision.

v. New design Power Pack: There is a need for developing design for new Power Pack for 4000-4500HP for use during rebuilding of loco with all the latest technological features. This can be done either through TOT with a condition to use on existing platform. It was decided that the feasibility and viability would be studied by RDSO and submitted to Board. Railway Board will then issue suitable directives in this regard.

vi. Fitment of CCB: DMW requested Railway Board to review the policy of providing CCB on ALCO locos. DMW does not find it possible to fit APU and CCB in the nose compartment. Even a fitment is somehow done, no space is left for maintenance. Railway Board advised DLW to study the problem of accommodation of APU and CCB in the same space.

vii. Procurement through reverse auction: It would be advisable to start procurement through reverse auction for items under DLW and RDSO vendor directory as it would expedite the procurement action and ensure transparency.It was informed that reverse auction is only possible in cases where the auction is done for only the approved vendors and there is no classification (part I and Part-II ) among the approved sources.

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viii. Payment through LC: Contractual payment in Stores matters above Rs. 1 crore values should be made through Letter of Credit as it would elimi-nate the hassles of vendor and encourage reputed firms to participate in the tendering process of DMW.This being a contractual issue concern-ing IRS conditions, DMW was advised to make a reference to the Board

TECHNICAL AGENDA ITEMS:

Due to paucity of time only the critical/policy items were taken up for discus-sion. Following items, which were purely technical in nature, were earmarked for discussion in the ensuing DMG

a) Failure/performance of 18mm FIP and FIP supportb) Crankshaft failuresc) Engine Block failures & FEV modificationsd) Failure of outboard housingse) Failure of WDM3D fuel tanksf) Failure of Premier make aftercoolersg) Schedule /performance of intercooler in upgraded compressorsh) Elimination of analog speedometeri) Performance of TPR 61 turbocharger

Item No.1

To discuss the failures of main bearings (M/s. Patel Brass Works make).

Problem reported:

NER, SR, SER, WR had made complaints about main bearings supplied by M/s PBW. The problem was of nature of over-lay peeling off.

Investigation and corrective action:

M/s PBW informed that chemical cleaning process employed during electroplating had got disturbed during shifting of M&P in the process of automation during Aug-Sept, 2012. When initial failures were reported, the chemical cleaning process was strengthened and put in place without delay in Dec 2012. The defective lot was replaced immediately from where the defects had been reported. The corrective action has been regularized through modified QAP. No problems have been reported about the replaced supplies and supplies made after corrective action.

Majority of defective bearings had pertained to SR, and accordingly, firm has replaced all the defective bearings in SR. Now, SR has provided feedback that there are no problems with the replaced bearings. Thus, corrective action taken by the firm has proved effective.

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Item No.2To discuss the failures of small motors especially of M/s. Signotron make.

1. RDSO and DLW have jointly taken the performance feedback received from railways. After reconciliation with new available data, following reliability figures of Signitron make small motors have been arrived at :

i. AC Fuel Pump Motor (PL. No.12102120).

Year Populations (Shed wise)

Failures FRPCPY / %

2010 1829 98 5.35 %

2011 1521 97 6.37 %

2012 to till date.

*

641 = (552+89)

(modified motors + modified PCBs fitted motors )

26 = (16+10)

(modified motors + modified PCBs fitted motors )

5.27 %

ii) AC Crank Case motor (Pl. no. 12102131).

Year Populations (Shed wise)

Failures FRPCPY / %

2010 1561 92 5.89 %

2011 1425 87 6.1 %

2012 to till date.

782

(modified motors + modified PCBs fitted motors )

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(modified motors + modified PCBs fitted motors )

3.7 %

iii) AC Dust Exhauster blower motor (Pl. no.11665324 – LH & 11665312 – RH).

Year Populations (Shed wise)

Failures FRPCPY / %

2010 1988 60 3.01 %

2011 1091 22 2.01 %

2012 to till date.

1013 78 7.69 %

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(modified motors + modified PCBs fitted motors )

(modified motors + modified PCBs fitted motors )

In year2012, the population and failure of only modified motors have been considered.

1. Since FPM failures have been troubling Railways the most, the issue was taken up for detailed discussion. The performance of Signitron AC FPM is as follows:

SN

Rlys. 2010 2011 2012 to till date (modified motors)

2012 to till date ( fitted with modified PCBs motors)

Popolation

Failures

Popolation

Failures

Popolation

Failures

Popolation

Failures

1 CR 154 6 159 12 23 3 10 32 SECR 117 6 9 03 WCR 274 22 274 27 34 4 1 14 NER 56 1 40 05 SER 90 1 46 06 SWR 36 1 21 07 SR 237 12 206 15 53 3 18 48 NCR 152 11 19 0 4 09 NFR 24 2 24 1 8 0 5 110 WR 215 9 77 3 35 1 24 011 NR 158 6 204 10 79 1 14 012 ECR 27 5 60 7 31 2 8 013 SCR 84 8 94 214 ER 205 8 203 12 30 015 NWR 83 6 18 0 5 116 ECoR 175 1 12 0

Total 1829 98 1521 97 552 16 89 10Failure

%5.35 Failure

%6.37 Failure

%* Failure

%*

*Total commissioning details reported from 16 Railways (modified motors & FPM fitted with modified card) are attached as Annexure.

*As per commissioning details total No. of motor days 180010(148936+31074) in respect of 641(552+89) Nos. of modified motors.

Total failure (16+10)=26, FRPCPY=26*100*365/180010=5.27%

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Northern Railway advocated relocation of the inverter to avoid the heat, dust and oil of the engine room. NR reported that at AMV shed they have started this experiment since Feb 2012. They have shifted the inverter of 55 AC FPM to the nose compartment and till now only two cases of inverter failures have been reported.

Eastern Railway informed of the trial that they have conducted at Howrah shed wherein a standby inverter (which can take the load of both the FPM and the CCM) has been provided in the drivers cab. This standby inverter can be manually switched on in case of either FPM or CCM failure. This is working successfully on one loco since last three months

South Central Railway informed that they have not modified the DEBM to 60 Hz (FPM works at 60 Hz while DEBM works at 50 Hz) while using the DEBM as a back up to the FPM. The SCR experience has been encouraging. They have been able to prevent FPM line failures and they are not facing DEBM failures

Other Railways are, however facing DEBM failures after the modification- and as a result the DEBM FRCPCY has increased from 2.01 in 2011 to 7.69 in 2012. DLW informed that Signitron has attributed the sudden surge in DEBM failures to the back up modification which loads the right side DEBM. As per Signitron the failures are of right side back up DEBM due to the following:

Inverter frequency of the RH motor has been changed to 60 Hz (to facilitate Fuel Pump Running) and speed of the DB motor increased to 3500 RPM from 2990 RPM. During cranking DC I/P voltage dips to 25-30V, since v/f ratio is constant, frequency also dips to 20-25 Hz from 60 Hz. But due to inertia the blower rotates at much higher speed than the synchronous speed at 1200-1500 rpm at 20-25 Hz. As a result motor runs at a negative slip and acts as a generator and the blower rotating energy is fed into the input of the inverter till the slip becomes positive. This results in a uncontrolled high current flow through the IGBT of the inverter.

3.Based on the feedback following decisions were taken:

For improving reliability, the Zonal Railways will at liberty to implement any of the three retrofit solutions i.e. relocation of FPM inverter in nose compartment (as done by AMV shed), providing a separate back up inverter for FPM/CCM in the drivers cab /nose compartment (as has been done by Howrah shed) or DEBM as a back up (as has been done by SCR)

Since the benefits of relocating the inverter are well established and there is a need to provide redundancy in the system DLW was asked to develop a specification for a combined FPM and CCM inverter which would have redundancy and which would be housed in the nose compartment/drivers cab. It was also decided that NR will conduct trial of 50 such sets.

Meanwhile DLW and DMW will continue to maintain status quo with regard to the new/rebuild manufacture i.e. the CCM and DEBM will continue to be AC motors while the FPM will be a mix of EMD type integrated FPM and old DC FPM. DMW should also carryout trials of AC Fuel Pump Motors with inverter in nose compartment.

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Item No 3To discuss the Failure of SCUS (Stiffer Unit Camshaft).1. With regard to the hardness DMW clarified that:

i. Hardness value: There is a tolerance of 2%. Hence with a value of 60, hardness may vary from 58 – 62 HRC. The value would also depend upon direct measurement or measurement in BHN then converted to Rockwell scale.

ii. Steps taken by DMW/Patiala:

100% lobe hardness measurement during manufacturing since Jan, 2012.

Ensuring differential of 2 HRC between Cam roller and Cam lobe by LMS in supply to PPS.

PPS carrying out sample check.

Monthly cutting of cam lobe profile to check case depth.

2. The following issues were clarified by DLW with regard to the bolts :

The SUCS design was standardized to 6 bolt version in 2011. It was also adopted by DMW since 2011.

The DLW drawing provides for the bolts to SAE J 429 specification which is an internationally accepted hardware standard popular in the automotive industry

3. The following opinion was expressed regarding the flange fracture issue:

DLW informed that approx 150 loco sets to the proven GE design are in service. Not a single case of flange fracture has been reported in this design

There was unanimity that the flange fracture problem reported in the recent past is due to inadequate fillet radius. DLW informed that SR, SCR, CR and ECR have already communicated the need to provide a generous fillet. Hence it has already issued a design bulletin for switching to that design.

NR mentioned that switching to a proven design with definite technical superiority will be beneficial to the system. This view was also expressed by NFR.

WR had raised issue of difficulty in assembly with generous fillet design. However DLW clarified thatapprox 20 loco sets had been assemble at DLW. The assembly is difficult, but is w done using allen key.

DLW agreed that it had abandoned GE design in 2006, but the flange fracture cases have forced it to take a relook on account of reliability

DMW desired that the 1/8 inch fillet radius (introduced in Jan-2012) should be considered before taking a call to switchover.

4. It was therefore decided that while the technical superiority of GE design is well established, DLW will take feedback from the railways to assess the 1/8” design adequacy

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Item No. 4:

To discuss less back lash between Camshaft and Crankshaft Split Gear

DLW presented the figures of the last ten engine blocks and confirmed that the cam bore to crank bore radial distance is being maintained. DMW/Patiala also stated that it is maintaining backlash and radial distance as per the specified limit.

It was also confirmed by DMW that the four locos pointed out by SCR did not have gear backlash problem during manufacture. These are new blocks manufactured by DLW.

It was pointed out by DMW that backlash problem can also develop due to uneven run out because of worn cam bushes. This needs to be checked by the railways. Railways also need to develop a schedule for cam bush changes

DLW was advised to check some new engine blocks on CMM for radial distance measurement for validation.

Item No. 5

To discuss the reliability of ABB TPR 61 Turbo Super Charger

ECR has reported 9 failure of Turbo Super Charger ABB TPR 61 A10 out of which 6 nos. at

MGS and 3 at SPJ. Failures are due to various reasons i.e. excessive play in the shaft and

impeller, breakage of gas inlet casing inner and damaging the turbine blades, rotor jamming

and dent mark on compressor wheel.

SR has reported rate contract issue for overhauling of ABB make TPR 61 Turbochargers.

Railway has indicated that in must change item list received from OEM i.e. ABB there is 21

items which does not cover the important components like turbine disc, rotor shaft and

compressor wheel as compressor disc and turbine disc which the railway feels is mandatory

to replace during 6 yearly overhauling.

SCR has indicated that unusual delay in replacement even after warranty claims have been

accepted by the OEM in 4 cases.

Technical aspects of the problem shall be discussed in the next DMG meeting scheduled in the month of Dec’2013. DMW to conduct tripartite meetings to resolve the warranty claims filed by the Railways.

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Item No. 6

To discuss Performance of traction motor and Traction Alternator supplied by DMW/PTA.

Large No. of failure has been reported by Malda Diesel Shed for the last two years. There

have been 31 failures of traction motor and traction alternator supplied by DMW/PTA due to

various reasons like bearing failures (P/N), TA stator winding burnt, flash over sign on

commutator; seal collar came out, Brush holder connection cable brazing joint burnt and IR

1.0 DMW informed that 70% of NFR failures were SHED DETECTION. Of 30% - line failures, 55% of the Incidences attributed to flash over on commutator assembly are after 24 months of service. The causes therefore are required to be looked into the shed maintenance practices. Zonal Railways should therefore confirm

Measuring and ensuring manometric pressure- 12-14 cms of water column.

Thorough air blowing of TMs in trip and higher schedule.

Measuring and monitoring the trend of IR values.

Checking and rectifying commutatorovality in M24 schedule.

Replacement of carbon brushes in sets.

2.0 WEAK AREAS: DMW has identified the following weak areas in TM:

Mechanical – Retaining collar out, bearing seizure, end shield damage etc.

Electrical- Joint burning,IR Value zero.

3. CORRECTIVE AND PREVENTIVE ACTION: DMW has taken following correctiveand preventive actions to improve the performance of DMW built TM online:

End fittings being procured from suppliers who have CNC machine & CMM in

Kits from April,2013

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Enhancement of back to back testing from 10% to 25% i.e. 42 motors per

month.

Use of vibration analyzer& condition monitoring from May, 2013.

Use of Induction coil & standard induction heaters.

Ensuring required tolerance limits between shaft & end fittings during sub

assembly.

Ensuring IR more than 500 MΩ measured in TMS and Bogie Shop from Nov,

2011.

Commissioning of new Proceco Machine for Magnet Frame and Armature

cleaning in June-2013.

Item No. 7:

To discuss performance of M/s. Cooper make Cylinder Head Problems of Exhaust Bridge and VSI bore in cylinder head. Nozzle cooling sleeve

a) With regard to the Cooper cylinder head failures the following analysis was presented by DMW:

Total no. of Cyl. Heads supplied

Total failure of Cyl. Head

Injector cooling sleeve crack

Cyl. Head crack

Misc. (Dummy plug loose, leak/leakage near leak off pipe etc)

Percentage failure

10382 429 242 92 95 4.2%

b) It was informed that RDSO has conducted the audit of the firm i.e. M/s. Copper at their premises on dated 05/04/2013. Nozzle cooling sleeve has been identified as a major cause of failures. Vendors approval for nozzle cooling sleeve is done by DMW/DLW, and, M/s Cooper procures the cooling sleeves from these vendors. Therefore DMW/DLW may plan to conduct quality audit of the manufacturers. However, the OEM viz M/s Cooper has been advised to tighten in-house inspection of Nozzle cooling sleeve.

c) However. Railways expressed concern over other failures also. Accordingly, more investigation is required. It was indicated that cracks developed in cylinder heads has

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also been cause of concern, which could be controlled by monitoring EGT of locomotives. However, RDSO will collect more information from the Sheds and, if required, will again do a quality audit of the firm.

Item No. 8

To discuss Conversion of conventional bogies locos to equalizerless bogies loco.

WR has suggested Conversion of conventional bogies locos to equalizer less bogies loco

through out sourcing or POH shops.

As per DMW such conversions are not feasible with WDM3A under frame. RDSO shall study and advise.

Item No. 9

To discuss Failure of MBCS.

ER and SR have reported that there is a large nos. of failures on account of MBCS of

MEDHA make.

RDSO is periodically reviewing the field problems and circulating the corrective action

decided upon. Railways may share their experience regarding issues not covered in RDSO

review.

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SrED/MP/RDSO commented that railways should investigate the wheel slip cases in detail

so that decision for fixing the optimum value for the limit of rpm or current could be taken

since change in these values have consequential implications on dispatch adhesion and

health of traction motors.

Item No 10

Life of Fuel Oil Filter

NER has reported that against the specified life, fuel oil filters are getting changed in 90 days only.

This problem has not been reported by other railways. RDSO feels that prima facie the problem is related to the quality of fuel being received by Gonda shed. RDSO is investigating the issue.

Item No. 11

Policy issues 1. Mentioning of approved source for child items for assemblies,

The issue was discussed in detail. It was decided that Board will issue a policy letter on the subject.

2. Inclusion of approved vendors for Lubricants/coolants in RDSO Vendor Directory:

RDSO informed that it will be including the lubricants/coolants in its vendor directory in terms of Board’s recent approval.

3. Inclusion of strict penal clauses for non-honoring of warranty obligation:

DLW informed that as per IRS conditions of contract clause 3200 (and sub paras) recoveries can be made from the firm’s bills/ bank guarantees against warranty

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obligations. This clause is being regularly used by DLW for liquidating pending warranty liabilities. Other Railways were advised to follow the same method.

Railways complained about pending ABB warranties and the need for warranty review meetings as was being done by DLW in the past. Since DMW is now the the procuring agency for turbochargers, DMW was directed to hold six monthly warranty review meetings with ABB

4. Items having no approved sources

Board informed that it has recently allotted certain items to RDSO for inclusion in its vendor directory.

DLW agreed to include critical items not already included in its vendor directory. Each Railway was requested a list of such items to DLW. However the list being of only critical items should be limited to 20 items (HHP +Alco ) from each railway. DLW will then include such items in its CVD after consultation with Board.

5. Standardization of PTLOC

DMW and DLW informed that PTLOC envelope and interface has been standardized since May 2011. This aspect was also confirmed by SCR

DMW informed that it is processing maintenance contracts for PTLOC. Board directed that the PTLOC RSP sanction should be used by the zonal railways for conversion only. It should not be used for replacement. DMW was advised to make centralized procurement against RSP

6. PU panting of locos in new and re-built locomotives

DMW/Patiala is doing PU paintings in all new locos. DMW is going to commission additional painting booth in Sept., 2013. This would enhance the coverage to 8 locos per month.

Ann ‘N’ Items Proposed for deletion in 2014-15 Or 2015-16 Ann-I

SN PL No. DESC Value ofIndents

No ofRlys

Sale Rate

TotalDemand

DemandingRailways

1 10120014 SPIDER 2 18 SR:17,NER:12 10120725 SLEEVER LINER 1 6 CR:63 10124317 BRG. HOUSING 2 9 ER:6,NER:34 10130111 OIL SEAL TE 13200 2 427 31 NFR:10,SR:215 10140827 SHAFT ROTOR 1 5 ECR:56 10142988 GEAR FOR CAMSHAFT

CASE HARDENED 1 125 SR:125

7 10191574 INTERMEDIATE RING 616200 1 22007 28 SR:288 10191586 OUTER RING 540700 1 19312 28 SR:289 10210568 DOG RETAINER 9400 3 795 37 CR:6, ER:12, SR:1910 10211585 FUEL CONTROL SHAFT 2 2 9 NR:5, SR:411 10211639 CONTROL CABLE END 41300 2 1032 40 NCR:10, SR:30

17

12 10211986 STUD BOLT MB CENTRE 2 51 NFR:15, SR:3613 10216248 GEN. END SHAFT R-9 3 22 NR:18, SER:2, WCR:214 10216303 DOWEL OUT BOARD

3/8"x5/8"2800 2 19 150 NR:100, WCR:50

15 10216315 SOCK.HD.CAP SCREW1/2"x20..

35500 3 29 1225 ER:341, NR:500, SER:384

16 10220185 PLAIN NUT CENTER 7200 3 87 83 NCR:57, NER:16, SER:1017 11020532 HANGER LEVER ASSY

LH129600 3 1223 106 NER:50, NFR:18, NR:38

18 11020593 CYL LEVER 11123798 304300 2 2056 148 NER:10, NR:13819 11020726 BRAKE EQ-SHORT 38500 1 1012 38 NR:3820 11020738 HANGER LEVER END

(RH)104200 1 1737 60 NR:60

21 11020866 HANGER LEVER ASSY RH

359400 2 1235 291 ER:116, NR:175

22 11021561 AXLE BOX HOUSING 393700 1 39372 10 NFR:1023 11022693 AXLE BOX ASSY

(WDM3A)12198900

1 762433 16 NR:16

24 11029730 AXLE BOX ASSLY. WDG3A

7899300 1 877697 9 NR:9

25 11132620 EQ. BEAM - LONG 3762300 3 17338 217 NFR:30, NWR:24, WR:163

26 11160718 HANGER LEVER PIN 2 645 ECR:21, NR:62427 11231671 AXLE (WH) WHEEL ASSY

WDG3A 2 33 ER:27, NR:6

28 11231786 AXLE WDM2C 1 83 ER:8329 11250422 EQ.SPRING SEAT 404200 2 13475 30 NER:20, NFR:1030 12025816 ARMATURE SHAFT TM-07 1 36 ER:3631 12442252 BULL GEAR 65 TEETH

(THRU HARDENED) 3 92 ER:84, NFR:5, NR:3

32 12989617 PINION FOR AUX. GEN. 4999700 3 54942 91 NER:6, SER:25, SWR:6033 12998503 PINION TR 19-

YDM4/12442446 3 124 NER:43, NFR:30, WR:51

34 15010181 HXBOLT3/4"10x2-1/4"1501818

30600 2 45 679 NR:250, SR:429

35 15018180 HEX BOLT (CHF)3/4"-10X2.1/4'

4500 1 18 250 NR:250

36 15096683 REAM BOLT 1 52 NER:52

BIM Items Proposed for deletion in 2014-15 Or 2015-16 Ann-II

SN PLNO DESC Value of Indents

No of Rlys

SaleRate

Total Demand

Indenting Rlys

1 10050917 CARRIER AND TRIP WEIGHT 85400 3 4493 19 NR:5, NWR:5, SER:9

2 10990082 OIL CATCHER/10130380 57600 3 8224 7 NER:1, NR:2, SR:4

3 10990150BRG.CARRIER TURBINE END MG/10122734

45100 3 1219 37 ER:22, SEC:12, WCR:3

4 11270561 GASKET 2" REGULATING VALVE 2400 2 6 403 SR:200, SWR:203

5 11400158 PILLOW BLOCK TAPER ROLLER BRG. 536200 3 7149 75 ER:34, NWR:36, SEC:5

6 11400160 ROLLER BEARING TIMKEN NO 74555 488200 1 48825 10 ER:10

7 12991156 Bearing SKF-6318 12490090 2 142 NER:100, NFR:42

8 12995265 Tapper Roller Bearing M349547-349510- 2970500 3 41257 72 NR:18, NWR:48, WR:6

18

(12491287-299)

9 15516386 PUMP FUEL BOOSTER 1 36 ER:36

10 15516581 SOLENOID TRIP VLV F.I EQUIPMENTS 1 1 ECO:1

BIM items added for 2013-14: Ann-II

I

SN Description PL No. Rate (Rs)

1 3 RV Piston 10143014 26021

2 3 RV Piston Ring set 10031558 8718

3 3 RV liner & fire ring set 10990422 11383

4 18 mm FIP 10052197 20038

5 Soft Draft Gear 11981908 168527

6 Suspension tube with 10

components

12995241 79912

7 Improved stick type master

controller

12998710 124006

8 Overhauling Kit set for GE TSC (Kit-

A_22 items)

10989870 147804

9 Overhauling kit set for GE TSC

( Kit-D_3 items)

10989900 230387

BIM items proposed for 2014-15:

SN Description PL No. Rate (Rs)

19

1 Upgraded Air Compressor 11489455 3,88078/-

20