2012

SOOCHNA

2012

Supplements on:

EMDEC

CCB-II

APC

Radial DB grids for WDG5 locomotives

TBU

Hybrid Bogie Frame

Air Starting System

5500 Test Bed

New Gear Case Sealing Mechanism

Ergonomic Design of Driver Seat

Toilet

Hotel Load With Siemens

Pressed connecting Rods

Diesel Locomotive Works

OUR LOCOS MOVE THE NATION

Index
Section

Description

Page No.

A1

EMDEC

1 to 13

A2

CCBI-II

14 to 18

A3

Auxiliary Power Converter (APC)

19 to 20

A4

Inverters for Auxiliary Machines

21 to 23

A5

Radial DB grids for WDG5 locomotives

24 to 25

A6

TBU

26 to 28

A7

Hybrid Bogie frame for WDG5

29 to 31

A8

Air Starting System

32 to 34

A9

Test bed & test procedure of 20-710 G3-BES engine for

WDG-5 (5500 HP) Locomotive

35 to 45

A10

New Gear Case Sealing Mechanism for WDG5

46 to 47

A11

Ergonomic Design of driver seat

48 to 49

A12

Toilet

50 to 51

A13

Development of Air conditioning units on Diesel Electric

locomotives

52 to 54

A14

Development of Cab Heaters on Diesel Electric locomotives

55 to 56

A15

Hotel Load With Siemens

57 to 58

A16

Connecting Rod (Press Forging)

59 to 60

Special supplements on Design Bulletins

61 to 97

Compendium of failure investigation

98 to 124

Summary of important change notice

125 to 128

List of important CPAs (corrective and preventive action)

129 to 130

under ISO-9001
F

List of trial fitments by DLW

131 to 137

Section A1
Electro-Motive Diesel
Engine Control (EMDEC)

Page |1

EMDEC

The EMDEC system will cover the following topics relevant to EMDEC functions:
1.
2.
3.
4.
5.
6.

1.

Introduction
EUI fuel delivery system
Electronic injections system-Fuel components
EMDEC Electronic components & Operation
Load Control
Diagnostic Tools

INTRODUCTION & SYSTEM OVERVIEW:

EMDEC is an acronym for the Electro-Motive Diesel Engine Control system.
EMDEC is an electronic engine speed control and fuel management system. It
is designed to provide optimal control of critical turbo charged engine functions
which affect fuel economy, smoke, and emissions. The system also provides
the capability to protect the engine from serious damage resulting from extreme
operating conditions, such as high engine temperatures or low oil pressure.
EMDEC equipped engines utilize an electronic fuel injection (EUI) system
which replaces the Mechanical unit injection system. An EUI Engine equipped
with EMDEC is capable of improved fuel economy and a reduction in certain
type of exhaust emissions due to the real time feedback and immediate
computer response to the fluctuating parameters of an operating engine. This is
made possible by the systems ability to sense changes in engine or ambient
conditions and adjust fuel delivery rates and injection timing to compensate.
This electronically-controlled fuel delivery system is currently installed in 20-710
G3BES engine for WDG5 (5500 HP) DLW make locomotive. With EMDEC
controlled engines, the quantity of fuel injected by the Electronic Unit Injector
(EUI) is determined by its integral solenoid operated poppet valve which is
controlled by the master Electronic Control Module (ECM).
Page |2

2.

EUI FUEL DELIVERY SYSTEM:

710 Type EUI Fuel Sytem

3.

ELECTRONIC INJECTION SYSTEM-FUEL COMPONENTS

Flexible
Jumper line

EUI
Harness

EUI installed in 710 Engine

EUI

The EUIs perform the same functions as the previous systems mechanical unit
injectors (MUIs). They meter, time, pressurize and atomize the fuel. However,
the functions performed by the governor have been taken over by the Engine

Page |3

Control Modules (ECMs). The lay shaft and injector racks have been replaced
by a wiring harness. The helix and barrel assembly of the MUI has been
replaced by a solenoid, and hollow poppet valve located on the new injector.
Currently there is one type of EUI available for all 710 engine applications.
The EUI may be broken down into three basic sections:

Control
High pressure pump
Injector

EUI and MUI Injectors

Breakdown of EUI

Fuel Flow through the EUI:

Flow of Fuel through EUI in

De-energized state (no injection)

Page |4

Fuel flows from the flexible jumper line to the EUI, entering through its inlet filter
located in the body of the injector. An internals passage directs fuel to the
control portion of the injector, filling the armature chamber below the E coil
stator. The flow of fuel through the armature chamber cools the stator and
armature, also providing lubrication for components. From this chamber, fuel is
allowed to flow through a passage in the body of the injector to the lower fuel
chamber.
An additional flow of fuel to the lower chamber is through a passage to the
hollow center of the poppet valve. Fuel flows through the valve into the lower
fuel chamber to provide cooling of the valve. As the fuel enters the lower
chamber, the flows splits, with most of the fuel leaving the injector through the
return passage to the return fuel jumper line. From there it travels through the
return system to the fuel tank.
If the injector is de-energized, the poppet valve is open allowing fuel to flow
upwards around it. This fuel travels into a drilled passageway to fill the high
pressure pump chamber below the plunger.

Operation of the EUI:

The functions of the EMDEC electronic unit injector are both electrical and
mechanical. It performs the functions of metering and timing of the fuel supply
in electrically, while the pressurizing and atomizing of the fuel are still done
mechanically.
The metering and timing functions are controlled by the EMDEC system
Electronic Control Modules (ECM) based on inputs received from the
locomotive control computer through an interface, which fire each individual
EUI at a precise point in time for a specific duration. The primary input from the
control computer is throttle position, while other inputs come from various
engine sensors and feedback from the EUI itself. The ECM energizes the
injector solenoid which causes a slight upward movement of the hollow poppet
valve at a synchronized time and duration, based on inputs used to calculate
the next injection event. Spring pressure acts to move the valve downward
when the solenoid de-energizes. The movement of the poppet valve causes the
fuel to flow into the injectors fuel delivery and bypass system.
The injector plunger is given a constant stroke reciprocating motion by the
injector cam acting through the rocker arm and plunger follower. The initial
pressurization of approximately 13 790 kPa (2,000 psi) causes the needle valve
inside the injector spray tip to lift. This lifting action allows the fuel to flow

Page |5

around the needle valve and through the spray tip where it is atomized into the
cylinder combustion
The timing (duration) of injector plunger stroke is set by an adjusting screw at
the end of the injector rocker arm.
This action is based on the software program contained in the ECMs and
inputs into the ECMs such as:
Speed requests from the control system via the interface module.
Timing and speed data from the timing pick-ups.
Engine and ambient conditions from the various EMDEC sensors.

Flow of Fuel through EUI

(During injection)

4.

EMDEC ELECTRONIC COMPONENTS & OPERATION:

ECMs

Flow of fuel through EUI

(End of injection)

Interface Module

Power Supply

Introduction:
The main electrical and electronic components of the EMDEC system are:
1. ECMs (Engine Control Modules): The actual injection control computers.
2. Power Supply: 74 VDC to 24 VDC EMDEC power source.
Page |6

3. Interface Module: Communication interface between EMDEC and the main

control system.
4. Sensors: Engine sensors for pressure, temperature and injection
timing/speed inputs.
5. Wire Harness: External, injector, sensor and power.
At the heart of the system are the ECMs or Engine Control Modules that
perform all control functions. The ECMs receive control signals from the main
control system through the interface panel. This panel is part of the power
supply that steps down the 74 VDC input voltage to 24 VDC for use by
EMDEC. Attached to the ECMs are the various sensors used for performance
and protective data, and the injectors themselves.

Engine Control modules (ECMs):

ECM
20-Cyl. EMDEC Locomotive Type System
These ECMs are mounted inside E-locker in 20-710 G3BES engine for WDG-5
(5500 HP) DLW make locomotive. The main components of the system are the
engine mounted ECMs. These units are self-contained microprocessors that
operate on 24 VDC. Each ECM has the ability to control up to 8 injectors.
Therefore, the number of ECMs applied depends on the engine configuration
for example:
8-cylinder engine has one ECM.
12-cylinder engine has 2 ECMs (right bank 1 thru 6, left bank 7 thru 12).
16-cylinder engine has 2 ECMs (right bank 1 thru 8, left bank 9 thru 16).
20-cylinder engine has 3 ECMs (right bank 3 thru 10, left bank 13 thru 20,
centre 1, 2, 11 and 12).
Physically all ECMs are identical, but the software is different for each unit.
Every application has one ECM designated as a sender (Master or Controlling)
ECM. The software provides the units identity as well as the application specific
operating parameters (speed schedule for example). The sender is responsible
Page |7

for primary data processing and overall control of engine functions. The
remaining ECMs carry the designation of receiver (s). In 20-710 G3BES engine
for WDG-5 (5500 HP) DLW make locomotive, three ECMs are available in the
EMDEC and software for each is unique i.e. Sender, Receiver #1 and Receiver
#2 all have different software. Software difference between Receiver #1 and
Receiver #2 is with respect to calibration codes although; there are different
calibration numbers for each injector.
Receiver ECMs are controlling by the sender ECM, which provides basic
information such as injection pulse width (fuel amount), and base injection
timing. Remember, the number of receiver ECMs depends on the number of
engine cylinders. The software allows for some independent operation of the
unit and engine RPM requests and basic timing feedbacks are fed to the
receiver (s), independent of the sender. This will allow the system to overcome
intermittent communication problems between the sender and receiver (s).

Arrangement:

EMDEC

EMDEC installed in E-Locker

The location of the ECMs on the engine will vary depending on application. In
16-cylinder 710 G3B engine for WDG-4 locomotive, ECMs are mounted on the
front camshaft housing cover. The sender will be on the left side of the engine
and the receiver on the right. While for 20-710 G3BES engine on WDG-5 (5500
HP) locomotive, ECMs are mounted on E-locker

Power Supply:
The Power Supply is located in the AC Cabinet towards the rear of the
locomotive. The function of the power supply is to step down and filter the 74
VDC control system voltage to 24 VDC. EMDEC was originally designed for
heavy truck type applications, therefore operates on a system voltage of 24
VDC. The output of the power supply is fed directly to the interface module and
through a power harness, to the engine mounted ECMs.

Page |8

Interface Module:
The Interface Module is located in the AC cabinet of the WDG-5 locomotive and
is typically mounted on the side of the power supply. The function of the module
is to translate signals being sent from the control system to EMDEC and data
travelling from EMDEC back to the control system.
Engine speed information is communicated from the control system to the
ECMs through an interface board.

Sensors:
At this point, the system has been supplied with 24 VDC for operation and has
received speed inputs from the control system. Before EMDEC can operate the
injectors, additional information is required such as timing and speed data,
engine performance data and engine protection data. All this information comes
into the ECMs in the form of sensor inputs. The sensors can be broken into
three major groups:

 System Sensors for timing and speed information:

For timing and speed functions for EMDEC operation, Timing information is
used by the ECMs to determine when to energize the injector solenoids. Speed
information is used to compare actual speed to desired engine speed. Fuel
rates are then adjusted by the ECMs to correct any variation. Unlike other
sensors on the engine, the system sensors (SRS & TRS) are magnetic pickups.
Synchronous Reference Sensor (SRS) - 1 pulse per revolution
Timing Reference Sensor (TRS) 36 pulse per revolution

Page |9

TRS Sensor

SRS Sensor

 Performance Sensors for calculating fuel injector operation:

For calculating fuel injector operation by examining the air and fuel
parameters, EMDEC can fine tune injector operation (timing and pulse
width) to maximize fuel economy and minimize exhaust emissions. All
performance sensors are connected and will return a certain feedback to
sender ECM only.

Fuel Pressure Sensor (FPS)

Fuel Temperature Sensor (FTS)

Turbo Boost Air Pressure Sensor (TBS) or Air Box Pressure Sensor

Air Temperature sensor (ATS)

 Protective Sensors for monitoring of support systems:

For monitoring of engine support systems, In the event of a system

failure (lube oil, cooling or crankcase ventilation), EMDEC can shut
down the engine to prevent costly component damage.

Air Box Temperature Sensor

Oil Temperature Sensor (OTS)

Oil Pressure Sensor (OPS)

Coolant Pressure Sensor (CPS)

Coolant Temperature Sensor (CTS)

Crankcase Pressure Detector (CCP) or Crankcase Pressure
Sensor (CCP)

Turbocharger Speed

Engine Speed
If a condition is detected, EMDEC will activate a digital alarm output and send
the alarm information via the communication links. Optionally, the system can
be configured to stop the engine as well.

P a g e | 10

Engine Fuel Filter

Input Pressure

Engine fuel Input

Temperature

Turbocharger
Speed

Engine Input fuel

Pressure

Sensor LocationFuel Pressure

5.

Sockback Filter
Oil Pressure

Engine Input
Fuel Pressure

Engine Coolant
Output Pressure

Engine Coolant
Output Temperature

Engine Oil
Air Box
Input Temperature Air Box
Turbo Lube Oil
Air Pressure Temperature
Pressure

Sensor LocationOil Pressure

Crankcase
Pressure
Sensor

Sensor LocationCrankcase Pressure

LOAD CONTROL:
The term load on control refers to the matching of electrical load on the main
generator to engine performance. In one way, this may be considered as
another protective system for the diesel engine. If there is a problem with the
engine that will reduce available horse power, such as plugged air or fuel filters,
it is necessary to reduce the load on the engine to prevent damage to
components or over-fueling leads to unacceptable levels of exhaust emissions
and possible engine damage.
Control of the actual load on the generator, commonly referred to as excitation
level, is the responsibility of the locomotive control system. The injection
system must provide the control system with a feedback that will indicate the
engines ability to maintain speed at the given load level.
Load control with EMDEC protects the diesel engine against overloading and
over fuelling.
The operator establishes a desired power level using the control system. The
control system determines excitation levels and commands to EMDEC,
EMDEC, through the interface module.
Once the ECMs receive the signal from the interface module, this is converted
to a set speed. The ECMs will control the fuel injectors based on sensor inputs,
to maintain actual engine speed at the set speed level.

P a g e | 11

Control System with EMDEC

Fuel Maps:
Fuel maps are programmed into the ECMs software, that indicate allowable
pulse widths for each throttle position. Remember that the injector pulse widths
refer to the duration of the injection pulse, measured in degrees of crankshaft
rotation. The longer the pulse width, the more fuel is injected into the engines

cylinders.
Typical Fuel Map (for illustration only)

Controlling Engine Speed:

EMDEC works just like a Woodward Governor to control engine speed. If speed
drops, it adds fuel (open the injector pulse widths). If speed rises, it cuts fuel
(closes the injector pulse widths). A feedback to the control system is still
required to prevent overfueling. EMDEC will generate a reference signal
proportional to the amount of fuel being consumed.

P a g e | 12

Engine Ratio Signal

The above illustration is shows that example of fuel maps for throttle 5 and throttle 8.
As EMDEC operates the injectors, it generates the Engine Ratio signal. This is the
actual pulse width divided by the maximum pulse width expressed as a percentage.
The Ratio "Engine R is defined as ratio of Actual Fuel used to Maximum amount of
fuel to be used for a particular notch. It is designed to be limited to maximum 87.5%.
Therefore, EMDEC electronic system is much faster and more accurate than the
mechanical system.

6. Diagnostic Tools

To access the EMDEC ECMs

Required for troubleshooting, loading software and injector calibration.

Procedures for using the Win EMMON program with a laptop computer.

WinEMMON (Diagnostic with a laptop PC)

WinEMMON kit is the recommended EMDEC interface tools.

WinEMMON is Windows based System.

Following instructions are provided to assist the trouble shooter in using
this tool.
Monitor all sensor inputs to the ECMs
View ECM outputs to the injectors (Pulse width & timing)
View injector response times
Calibrate the injectors
Load ECM software
View & download fault data

This software generates a diagnostic screen and interface protocol on the laptop.
To use the program, it must be loaded into the laptop, the laptop connected to the
EMDEC system through the cable translator assembly and program initiated.

*****

P a g e | 13

Section A2
CCB- II

P a g e | 14

CCB-II
CCB-II (IR), an upgraded version, has been used by DLW on WDG5 locomotive.
CCB-II (IR) has also been fitted on one WDG4 loco which is based at BGKT shed.
The performance of the loco is under monitoring. CCB-II offers certain operational
advantages which are not offered with CCB-1.5. A comparison of the salient features
of CCB-II & CCB-1.5 is given below:

CCB 1.5
 Valves mounted on both sides of












manifold
~26 serviceable valves to
troubleshoot
No system clock
No flow sensing
No data record with removed valves
Interface only to display behind
driver
No crew advisory messaging
Electronic cards in computer card
rack
12 individual electronic card types
SW/HW modifications required for
added safety device interfaces
No pneumatic backup
EEPROM replacement for SW
change

CCB II IR













Valves mounted on front of panel only

Valves modularized into 6 LRUs
Includes Real Time Clock in EBV
Includes flow sensing. Displayed on
FIRE of WDG5
Smart LRUs include logs
Integrated with EMD FIRE screens
on WDG5
Includes crew advisory on EBV
display
Fully potted electronic modules.
Two node types plus LON Converter
Additional safety devices can be
piped to EPCU pipe 3 or 10 without
SW/HW change
Can be used with Backup DBVs
Flash programmable using PTU

P a g e | 15

A conceptual schematic describing the working of CCB-II is given below:

CCB II-IR is a modular system with provision for expansion if required.
The core system contains 4 major components

#21 Pipe

RCP

EBV A

LON

PSJB

LON
LON

EBV B

EPCU
BRAKE PIPE

Locomotive I/O

BRAKE CYLINDER EQUALIZING PIPE (20-PIPE)

BRAKE CYLINDERS

Communication - Air Brake system with FIRE and EM2000

CCB-II(IR) communicates with LCC (EM2000) & FIRE. Communication taking place
with FIRE is basically only an interface for display of pressures etc. LON generally
handles gauges, self test, and event / fault logs. Functionally the communication is
of non-critical type. Communication occurring on RS485 (between CCB and
EM2000) handles commands for blended brakes, AEB reset, overspeed penalty etc.
This is similar to what is already there on WDG4. CCB-II (IR) has a pneumatic
interface available for use of additional magnet valves for desired penalty
applications, if any, without any need for change in EM2000 software.
Communication linkage is shown below as schematic.

P a g e | 16

CAN
EM2000

FIRE

Hardwire

RS485
LON
CCB-2

MV

Fig: Schematic showing communication linkages between CCB-II , LCC & FIRE
Scope of expansion offered by CCB-II(IR) version
Optional expansion modules for increased I/O, blending, screen interface, etc.
Expansion modules connect to the system LON.
Opt. Interface to EMD FIRE Screen

Second EBV

LON

LON- Ethernet Module

Optional
Expansion
Elements

LON- RS485 Module

Core
Brake
System

RCP EPCU

EBV

LON RS422 Module

Integrated
Processor
Module
(IPM)

Loco Cab
Display
(LCDM)

Relay Interface Module (RIM)

LOCO
MOTIVE
Comput
er
LOCO
MOTIVE
I/O

Analog I/O Node (AIO)

Loco Interface Module
(LIM)
Multi Purpose Input
Output Node (MPIO)

P a g e | 17

EBV- Electronic Brake Valve

The EBV provided in CCB-II version has a
LCD display. The display provides a target
BP value which the crew requests when the
handle is moved. Faults are annunciated on
this LCD screen. Routine advisory
instructions such as penalty reset and
emergency reset are also displayed on this
screen. The EBV communicates with the
Air Brake System through LON network.
This communication is through Optical fiber
in case of CCB-1.5.

EBV mounted on desktop

The benefits of CCB-II (IR) over the existing CCB-1.5 version are as under:
Simplification of solid-state equipment including the micro-computer to
minimize number of controls.
Improved reliability with increased redundancy
Availability of back-up modes.
Ease of Maintenance (use of Line Replicable Unit approach).
Rationalization & integration of pneumatic components so as to reduce the
number of components/sub-assemblies.
User-settable parameters & compatibility with related third party equipment

*****

P a g e | 18

Section A3
Auxiliary Power Converter
(APC)

P a g e | 19

APC- Auxiliary Power Converter

WDG5 Locomotive has been provided with Auxiliary
Power Converter (APC) which replaces the following
equipments:

Introduction of APC has eliminated use of items

like Auxiliary Generator, Aux gen drive shaft,
flexible coupling, Aux gen mounting arrangement
& need for adjustment of shaft (radial & facial).
The cases of coupling failure will get completely
eliminated.

Voltage Regulator(in ECC#1)

Battery Charging assembly(in ECC#2)

The above items are being used in WDG4/WDP4B Locomotive. The APC is a
modular unit located on the back inside wall of the electrical locker. Auxiliary Power
Converter fulfills battery charging, companion alternator excitation and control
system 74 VDC requirements. Power to the APC is taken from one of the
Companion Alternator windings. Input to the APC is a three phases, alternating
current from Companion Alternator with both frequency and voltage proportional to
locomotive engine speed ,ranging from 44.4 VAC / 26.7 HZ @ engine idle(200 RPM)
to 200 VAC /120 HZ @ Throttle 8(904 RPM). The APC has provided visual display
on its panel:
The display panel indicators of APC are:

Green control voltage LED: indicates the APC Circuit Breaker is closed and
the control voltage is present.

Green AC voltage LED:

3 phase input from the companion alternator is

present.

Green enable LED:

EM2000 is not inhibiting the APC.

Green DC voltage LED:

the APC is producing an output 72-78 volts dc.

Red Fault LED :

Indicates fault in APC

*****
P a g e | 20

Section A4
Inverters for Auxiliary
Machines

P a g e | 21

Inverters for Auxiliary Machines

In WDG5 locomotive Auxiliary inverters for Radiator Cooling
Fans 1 & 2 and Traction Motor Blowers have been provided.
The three Inverters (two for each Radiator Fan and one for
traction motor blower 1 & 2) are located on the back inside
wall of the electrical locker. The three Aux Inverters have
rating of approx 100 KW each. The more advantages of
inverters are:

Greater control precision.

Variable speed control of Auxiliaries Motors.

Inverter provides soft start algorithm which start motor at higher volts/hertz
to provide adequate starting torque and quick motor acceleration.

Inverter can operate auxiliary motors at 5-10% higher speed than typical
contactor controlled auxiliary motors on 8th Notch.

At lower notch, inverter can operate auxiliary motors at 20-30% higher

speed than typical contactor controlled auxiliary motors.

Optimum utilization of Engine power which results in saving of energy hence

more power available to traction during off load of Radiator Blower Motors.

Working Principle:
a. Inverter for Tractrion Motor Blowers (Front & Rear) : Based on traction
inverter cooling requirements from phase module and traction motor cooling
requirements from traction motor thermal algorithm, The EM2000 sends request
to Inverters through Controller Area Network (CAN) for sending the frequency
command to the truck blowers for operation. Auxiliary inverter sends status
signals back to LCC over the CAN network. These status signals include the
three motor line currents, DC link voltage, line to line voltage, heartbeat, IGBT
temperature, motor operating frequency, and any fault conditions.

P a g e | 22

b. Inverters for Radiators cooling fans 1 & 2: Based on engine coolant

temperature cooling requirements, The EM2000 send request to Inverters
through Controller Area Network (CAN) for sending the frequency command to
the Radiator fan cooling Motors 1 & 2 for operation. Auxiliary inverter for
Radiator Fan sends status signals back to EM2000 over the CAN network. These
status signals include the three motor line currents, DC link voltage, line to line
voltage heartbeat, IGBT temperature, motor operating frequency, and any fault
conditions.

*****

P a g e | 23

Section A5
Radial DB grids for
WDG5 locomotives

P a g e | 24

Radial DB grids for WDG5 locomotives

Radial design DBR Hatch assembly has been used in WDG5 locomotive, which is
compact and modular in design requiring lesser space. The DB assembly consists of
four resistor, 54 fan and 100HP, 450V, 2000 rpm motor. The grid resistors are
suitable for dissipating 3100 KW power during dynamic braking.
The positioning of Radial DBR and compact E-locker has given up the space for
toilet to be accommodated to provide basic amenities to the driver.

PO for 10 sets of Radial DBR was placed on M/s DPG/USA and 01 number to M/s
DRI/Bhopal. The order on DRI/Bhopal is developmental order.
Comparison of DB Hatch Equipment with Radial DBR
Parameters
Rating of fan motor
No. of fan motor
No. of fan blades in each
assembly.
Voltage
Current
RPM

WDG4
WDG5
FAN MOTOR ASSEMBLY
36HP
Two
Ten

100HP
One
Ten

300 VDC
118A
1650

450 VDC
195 A
2000

GRIDS
No. of grids
Capacity of grids
Maximum Grid volt
Physical arrangement of Grids
Space required for complete
assembly
Position of grids w.r.t. fan
assembly

Eight
367.5x8=2940KW
D.C.2700
Box type on top of TCC
More space is required

Four
3100 KW
D.C.2700
Radially on top of E locker
Less space is required

Behind the fan blades

In front of fan blade

FITMENT
Supplied as
Time required for mounting
on loco.
Weight

Kit
More

Single unit
Less

1800kg

1400 kg

*****
P a g e | 25

Section A6
Tread brake unit
(TBU)

P a g e | 26

Tread Brake Unit

Tread Brake Units are bogie mounted mechanical devices used to provide braking
force to the locomotive. The brake unit converts pressured air into mechanical
movement and force on the brake shoe against wheel tread. Unitized tread brakes
acting on one composition brake shoe per wheel provide the braking power for the
locomotive. The tread brake units utilize integrated slack adjusters that compensate
the full amount of wheel wear as well as the brake shoe wear.
The unitized pneumatically powered tread brake unit consists of a brake cylinder, a
transmission mechanism and a slack adjuster. The models having an attached
spring actuator can be used both as service brakes and as parking brakes. The
spring actuator is released by compressed air allowing all the parking brakes on the
locomotive to be applied and released centrally from the driver's cab.
The main characteristics of tread Brake Units are:

1 Unitized Tread Brake per wheel with 1 brake head and 1 brake shoe per
wheel. Brake shoe is of K-Type composite material
All units are top mounted allowing easy removal and installation

Parking brakes are provided in end axles of each bogie

The units on the middle axle of each bogie are flexible type

Integrated slack adjuster to compensate for whole brake shoe and wheel
wear.
Integrated spring applied and air released parking brake

There are six brake units per truck, two of which are equipped with the spring
actuated parking brake, and are provided on the same side of end axles of each

P a g e | 27

bogie. Block brake units designed for use as service brakes contain the following
assemblies:

Brake cylinder and piston.

Adjuster mechanism providing automatic adjustment in response to brake

block and wheel tread wear.

Single acting slack adjuster which, after one brake application, automatically
corrects the increasing clearance due to wear.

Reset mechanism for resetting the spindle after brake block replacement.
All units are mounted behind the axle.
Parking brake units are at non-gear side of the end axles.

Brake units for use as service and parking brakes are equipped additionally with a
spring actuator. When the spring parking brake is applied, the force of the actuator
springs acts on the piston in the block brake unit's brake cylinder through the cone
coupling, nut and the spindle. The spring actuator is equipped with a manual
emergency release allowing the parking brakes of parked vehicles to be released
without compressed air. To release the brakes, the operator must pull out the tappet
by hand.

Mid axle flexible unit

End axle gear side non-parking brake unit

End axle non-gear side parking brake unit

*****

P a g e | 28

Section A7
Hybrid Bogie frame
for WDG5

P a g e | 29

Hybrid Bogie Frame

The WDG5 locomotive is equipped with two High Tensile Cast Fabricated
(HTCF) bogie frame assemblies. The bogie frames support the weight of the
locomotive and provide the means for transmission of power to the rails. The
rigid steel fabricated frame, utilizes a bolster-less secondary suspension system.
All longitudinal traction and braking loads are transferred from the bogie
assembly to the locomotive under-frame through the car-body linkage system.
The bogie is designed to provide high reliability, longer overhaul cycle and
extended maintenance intervals.
Design features
1. This is a hybrid bogie frame consisting of fabricated longitudinal beams &
cast transoms (cross members). Pivot transom is a fully casting part while
other middle & end transoms are partially cast & welded with longitudinal
beams during fabrication.
2. All structural components are made from High Strength Low Alloy steel
EMS 93 with yield strength of 345 MPa (50KSI) or equivalent cast steel
EMS26.
3. Any weld joint to the cast steel components requires preheating to 80 C.
4. The manufacturing technique follows the conventional sub-assembly
structure with side frames and transoms.
5. Stress relievel at a temperature between 595 an d 650 C.
6. Majority of the features are machined after weld assembly. Some brackets
are pre-machined and added after stress relieving.

BOGIE FRAME

CAST TRANSOM BRACKET

P a g e | 30

Advantages of bogie design for WDG5 Locomotive

Light weight design: Weight savings and better dynamic performance.
Ease of assembly: Less work for unitized brake application. Bushings are not
pressed in the bogie frame and bearing adapters.
Maintenance improvements: Reduced labor for unitized brake application and
replacement; replacing traction rod bushing can be done at bench operation; no
need for blocking to lift locomotive.
Performance enhancement: Better ride performance and higher stability
allowing for potential high speed passenger locomotive application improved
traction motor ventilation from fixed-fixed air duct arrangement.
Enhanced reliability: Lower track induced accelerations help to reduce
components failures caused by vibration.
Adaptability to WDG4 locomotive: Minimum modifications

Weight comparison of WDG5 & WDG4 Bogies (excluding wheel Axle

combos)
Sl. Description of item
No.
1
2

3
4
5
6
7

WDG5
Weight in
Kgs
Bogie Frame
3700
Bearing adapters, primary 2000
suspension & Traction
rods
Secondary suspension
450
Brake system
400
Nose link & Air ducts
200
Car body linkage
200
Misc. item
200
Total
7150

WDG4
Weight in
Kgs
5000
1825

400
700
250
160
280
9215

*****

P a g e | 31

Section A8
Air Starting System

P a g e | 32

Air starter System

WDG5 Air Start System Schematic

WDG5 Locomotive is provided with Air Motors which replaces the DC starter
motors used in WDG4/WDP4B Locomotive.

Dual Air Starter System (Motors)

(WDG5 Locomotive)

Dual electrical start System (Motors)

(WDG4/WDP4B Locomotive)

The engine air starting motor, consists of an air driven turbine wheel assembly
positioned in a cylindrical housing, a planet type reduction gear train, and a
clutch drive, all of which are supported by ball bearings. Air striking the turbine
wheel rotates the Planet gear set which turns an offset shaft through an
P a g e | 33

intermediate pinion and drive gear set which turns the clutch drive. The clutch
driven pinion gear mesh with the engine ring gear and cranks the engine.
The engine starting system consists of dual Air starting motors and associated with
air piping and controls. The dual air starting motors are mounted one above the
other and bolted to bracket assemblies which, in turn, are attached to the rear end
plate at the sides of the engine. A flywheel pointer is bolted on the face of the
bracket assembly.
Air Starter Operation
1. Two starts possible with SR pressure as less as 95 psi.
2. With start sequence initiated, the Magnet Valve gets energized , pushing
the air from starter reservoir to a starter motor (pushing out the pinion) and
then to the second air starter motor (pushing out the pinion) , comes back
to operate the relay valves which in turn allows bulk air to flow through the
strainers to the starter motors for rotational motion.
3. When EM2000 senses that the engine has achieved a certain RPM, it deenergizes the Magnet valve, which in turn allows the air trapped in the
pinion cylinders to drain and also the air operating the relay valves to drain
through the magnet valve exhaust post. The pinion retracts and the
contact between the ring gear and pinion and therefore the start sequence
is terminated.
4. The start reservoir can also be charged by another loco with MREP
connected or by shop air through MREP connection.
5. Auxiliary compressor takes about 45 minutes to completely fill the starter
reservoir (45000 cuin). It is not intelligent. SRPT is read by EM2000.
6. The leakage rate in the starter circuit should not exceed one psi/24 hour.
The drain valve port of the starter reservoir is to be used to fix in the
pressure gauge. With the charging source isolated, the drop in the
pressure is read on the pressure gauge.
The cut-out cock in the air starter circuit works as a start fuse. It is to be used
when the loco is in shop for attention (to eliminate any chance of cranking )
****

P a g e | 34

Section A9
Test bed &test procedure
of 20-710 G3-BES engine
for WDG-5 (5500 HP)

P a g e | 35

TEST BED & TEST PROCEDURE OF 20-710 G3BES ENGINE FOR

WDG-5 (5500 HP) LOCOMOTIVE

Block Diagram of Test Bed

Typical test setup used for testing of 20-710 G3BES engine in EMD test cell is as
under:
Engine and alternator are mounted on different dolleys and coupled with a
coupling.
Alternator and coupling are mounted on a fixed stand and having the following
arrangement.
Separate duct and blower are provided for alternator cooling.
Two pneumatic motors each side for cranking.

Typical Test Bed Arrangement

P a g e | 36

Pneumatic
motor
Separate duct

Vulcan coupling and Amerigear coupling for taking misalignment.

Engine is mounted on a movable dolly in which mounting pads are provided for
12 Cyl, 16 Cyl, and 20 Cyl. Engines. Engines are mounted on the dolly with the
help of doweling arrangement. Dolly is self driven by pneumatic motors.

P a g e | 37

Separate stations out side test bed for water, fuel and lube oil for pre circulation
for water, fuel and lube oil.

Separate station out side test bed for engine consumables

In test bed piping fuel oil is designed in such a manner that all 12 cyl, 16 cyl and
20 cyl engines can be tested. Separate piping for water and lube oil are also
provided.

Fuel oil piping

Water Piping

Lube oil Piping

Test bed of EMD is approximate 1.5 times more than the DLW test bed and
flexible side stands can be pushed back. In test bed control room, visual display
is provided for chimney to monitor the exhaust smoke level. There are separate
visual computer screen for EMDEC data (in case of Electronic fuel injectors) and
test bed results in Test bed control room.
P a g e | 38

MOVEABLE SIDE STAND

EMD TEST BED

DLW TEST BED

There are fixed ducting for Turbo Supercharger IN and OUT.

ECMs have been mounted on wall of Test Bed.
EMD test bed is compatible of testing for MUI and EUI engine.

Exhaust
Out

Fixed ducting for air inlet to turbo for different

types of engine

There are separate screen provided for display EMDEC parameters, test bed
parameters and display of smoke from chimney.

Computer display of EMDEC Computer display of system

data system

ECMs mounted on wall

Visual display chimney in

EMD Test Bed

Engine washing arrangement is given on test bed.

P a g e | 39

The cooling system in lube oil circuit is still working after testing of engine also to
cool the engine.

TEST BED SENSOR

1 Governor oil pressure/Lube
oil return pressure
(X)
2 Lube oil compressor Bearing
Pressure (Y)
3 Main lube oil pressure
sensor
4 Piston cooling pipe pressure
5 Turbo RPM sensor
6 Water pump right bank
pressure
7 Water pump left bank
pressure
8 Crank case vacuum sensor

EMDEC SENSORS
1 Governor oil pressure/Lub oil return
pressure
2 Turbo air inlet temperature sensor
3 Crank case vacuum sensor
4 Water pump left bank pressure
5 Air box temperature
6 Lub oil temperature
7 Lub oil compressor Bearing Pressure
8 SRS & TRS sensor
9 Fuel temperature sensor
10 Water pump right bank pressure
11 Air box temperature
12 Fuel pressure

Routine Test Procedure for 710 G3B ES Engines

All Engines are to be tested as follows:

1.

Preset Inspections:
a)

b)
c)

d)
e)

Pressure test cooling systems using house air static pressure applied for a
minimum of 15 minutes. If repairs are required, repeat this test after
repairs have been completed.
Pressure test fuel filter by pass valves on applicable MUI engines at 60
PSI.
Pressure test fuel systems by applying tank farm fuel system thoroughly
for leaks and make all necessary corrections. If repairs are required,
repeat this test after repairs have been completed.
Check and fill governors on engines so equipped to the top of the sight
glass with fresh oil.
Fill oil bath air filters on test cells when required to the fuel level mark
prelube engines with lubricating oil using an external pump connected to
the lube oil oil pump discharge elbow. While oil pressure is applied, bar
the engine over on complete revolution and then check all bearings for
appropriate, restricted, or excessive.

P a g e | 40

f)

EUI Application:
I.

II.
III.
IV.
V.

2.

On early 710 EUI engines equipped with fuel filter manifolds utilizing
sight glasses and dual fuel return lines, test fuel filter by pass valves
at 100 PSI. This test cannot be performed on and does not apply to
later 710 EUI engines with fuel filter manifolds utilizing a single fuel
return line and no sight glasses.
Turn the test cell fuel pump pressure switch to higher pressure
setting.
Check for fuel leaks in cold plates and hoses.
With the control console in the off position, connect controllers to the
test stand.
Connect the water discharge pressure sensor in the test cell.

Initial Test Cell Inspection:

a)
b)
c)

d)
e)

Crankshaft end thrust must be within 0.008 to 0.021 inches.

Engine cooling water must be treated per appropriate recommended
practices.
Lube oil addition and initial Engine charging:
II. Engine lube oil must confirm EMD fuel specifications.
III. Oil may be reused for multiple engine tests provided that
contamination is monitored and controlled through periodic analyses
conducted by the Engineering Petroleum Laboratory.
IV. All Lube oil after prelubing is to be added through strainer housing.
Loosen compression relief valves and blow out engines before starting.
Program EUI Controllers with the correct calibrations.

3.

Break In Test Instructions:

a)

b)

The soak back pump on turbocharged engines must run and generate
pressure for a minimum of 10 minutes before each engine start. The soak
back pump must also run and generate at least 5 PSI pressure measured
at the turbocharger compressor bearing for a minimum of 20 minutes after
each engine shut down. The engine may be immediately restarted
anytime during this twenty minute shutdown period.
The first two steps in the Break-in Schedule are to be made with the top
deck open. During these run checks for leaks, lubrication, and operation of
valves, injectors, rocker arms and camshafts.
Rocker arm cam follower rollers must not overhang either edge of their
respective camshaft lobe by more than 1/16 when the roller is located on
the lift portion of the cam lobe and off the base circle, and as measured
from the side face of the roller to the side face of the cam lobe.
P a g e | 41

c)
d)
e)

f)
g)

h)

Visually check for exhaust manifold leaks and check the turbocharger for
external oil leaks, air leaks and abnormal or excessive noise.
Check that oil is visible in the governor sight glass on engines so equipped
during the entire break-in- run.
At 640-680 engine RPM, the oil pressure drop across the turbocharger
must not be more than 30 PSI nor less than 5 PSI at a 150F- 180F
engine oil in temperature.
This pressure drop specification checks for excess lube oil flow in the
turbocharger and represent the difference between the rear end oil
pressure, measured at the governor line connection point to the cross over
manifold downstream of the turbocharger filter on MUI engines or at the
filter discharge side of the turbocharger filter housing on EUI equipped
engines and oil pressure at the turbocharger compressor bearing.
Perform vibration testing as per ETI 1579.
Break in Run schedules
These schedules are designed to bring engines to full load quickly to
condition newly manufactured surfaces for rated power operation. Break
in runs also facilitate selected initial and / or assembly defect detection
and correction.
Perform the following inspections at the end of the first hour at full load
and full speed:
I.
With Hot Oil, bring the engine to IDLE and immediately record the
Oil-in Temperature and the engine rear end oil pressure measured
downstream from the turbo oil filter i.e the supply pressure to the
governor on engines so equipped. Oil pressure at this point must be
15 PSI minimum for turbocharged engines.
II. On electronically controlled (EMDEC equipped) 710 series
turbocharged engines, engine rear end oil pressure at 200 rpm (low
idle) is to be recorded. Bring engine speed to 200 rpm with no load
applied. Control oil into engine temperature with in range of 180F to
190F. After 5 minutes, record rear end oil pressur e (EMDEC oil
pressure sensor line). Oil pressure must be above 8 PSI.
III. A turbocharger Run Down test must be performed on all
turbocharged engines.
IV. On EUI engines check operation of the engine low water protector
function by disconnecting the sensor(s) at the water pump
discharge(s).

P a g e | 42

i)

Full load Operating limits

710 Engines:
710G3
Fuel return Manifold Pressure minimum (psi)
10
Fuel return Manifold Pressure Maximum (psi)
N/A
Rear End Oil pressure @ 180F minimum (psi) *
72 **
Main lube oil In pressure @ 180F minimum (psi) *
N/A
Oil Inlet Temperature maximum (F)
200
Oil Pan Depression minimum ( H2O negative)
-3
Oil Pan Depression maximum ( H2O negative)
-8
Water Inlet Temperature minimum/ maximum (F)
150 /180
Air Inlet Temperature minimum (F)
0
(*) Minimum oil pressure is reduced 6 PSI for each 10 increase in oil
in temperature above 170F and increased 6 PSI for each 10 F
below 170F oil in temperature. For the 710 the max imum
difference in pressure across the engine (main lube vs. rear-end) is
not to exceed 28 PSI.
(**) 67 PSI for engines rated at 750 RPM or lower.

4.

Final Test Inspection:

a)

b)

Pressure test cooling systems using 20 psi air pressure over water for a
minimum of 15 minutes. Be sure to check for water pump leaks during this
test. No water leaks are allowed during this test. Once this test is
completed, use house air static pressure over water for minimum of onehalf hour. No water leaks are allowed during this test. Disregard pump
seal leakage during this test. This water test must be repeated if any leak
repairs are made.
Pressure test fuel systems by applying appropriate static air pressure to
the fuel systems when fully charged with fuel.
I.
Use 60 PSI for engines equipped with sight glasses and 90 PSI for
engines utilizing a single return line and no sight glasses. NOTE: Do
not test engines equipped with fuel sight glasses at 90 PSI as the
glass might fracture.
II. Monitor the static pressure loss with 0-100 PSI gauge for 15 minutes.
For pressure losses of 4 PSI or greater, check the fuel system
thoroughly for leaks and make all necessary corrections.
This static pressure test may result in fuel leakage around injector
racks on MUI injectors or around plunger bores on EUI injectors.
Although such leakage under these test conditions is not detrimental,
it may cause sufficient pressure loss to fail the leak down test.
P a g e | 43

c)

d)

e)

Engines having leakage only occurring at injector racks or around

plungers may be accepted after thorough checking.
III. This pressure test must be repeated if any leak repairs are made.
Top deck and Power assembly Inspections: Visually inspect the top decks,
Air boxes, after cooler cores, crankcase weld seams, piston rings, cylinder
liner bores and the Top of all pistons. Remove and replace all scuffed or
scored liners. Removal of scratched liners will be left to the discretion of
the test department supervision.
Check turbochargers for external oil leaks and compressor section oil
leaks as evidence by oil at the air discharge flange and / or by oil coming
through the after cooler cores.
Check turbocharger exhaust duct interiors for evidence of internal oil
leaks.
Notch Wise Load
Notch

1
2
3
4
5
6
7
8

5.

5500 HP Engine
RPM
BSFC (gm/bhphr)
269
200
343
175
490
164
568
162
651
160.5
729
155
820
153.5
904
154

BHP (AAR)

Duration

220
750
1450
2350
2800
3950
4900
5500

10 Minute
10 Min.
10 Min.
10 Min.
10 Min.
10 Min.
10 Min.
10 Min.

Post Test Inspections:

a)
b)
c)

d)

Re measure the crank shaft end thrust. Do not accept any engine with
more than a 0.005 increase over the original crankshaft end thrust.
Retighten fasteners as specified in TO RECOMMENDED TORQUE
VALUES.
Perform a lead check to measure the piston- tocylinder head clearances
on all power assemblies.
Maximum lead thickness
: 0.068
Minimum lead thickness
: 0.020
Do not average measurement. Maximum difference between lead
thicknesses at opposite sides of an individual piston: 0.005.
Check at least one lower main bearing on each engine.
1. For all 20 cylinder engines, drop # 2 & #8 lower bearings.
P a g e | 44

2. If handing damages are found with no other issues, change those

bearings with new.
3. If dirt scratches are with in acceptable limit, re-use both # 2 & #8
bearings.
4. If one bearing is with in acceptable limit and the other bearing
unacceptable then replace the damaged bearing with new and re-use
the good bearing in corresponding locations.
5. If both bearings are acceptable, notify the inspector and contact
engineering for further disposition.
e)
Make a visual Inspection of all connecting Rod bearings for toe and heel
wear.
f)
Monitor Critical fasteners as specified in TO RECOMMENDED TORQUE
VALUES on all engines.
1. Record the location of all rod-to-pin bolts that move during retorquing.
2. Check cylinder head crab nut tightness at all locations.

*****

P a g e | 45

Section A10
New gear case sealing
mechanism for WDG5

P a g e | 46

Gear Case Sealing Arrangement

The Gear case sealing arrangement adopted in WDG5 is different from that used in
WDG4/P4B/P4D

locomotives.

While

the

sealing

arrangement

used

in

WDG4/P4B/P4D locomotives uses metal tongue in groove static seal design, the
one used in WDG5 uses plastic tongue in groove static seal design. The details of
both the arrangements have been shown below for better appreciation of the
advantages of G5 gear case sealing arrangement as compared to the G4 design of
gear case sealing arrangement.

Considering the efficacy of design of G5 gear case sealing arrangement, the

feasibility of implementing this design for gear case sealing in WDG4/P4B/P4D locos
is being examined.
*****
P a g e | 47

Section A11
Ergonomic design
of driver seat

P a g e | 48

Ergonomic design of driver seat

Based on the feedback from zonal railways on the quality of driver seats being used
in manufacture of WDG4/P4B/P4D, a detailed market survey was conducted to
identify a standard product having proven reliability in the working environment
which is similar to the work environment from the point of view of inertia loads, shock
loads, maneuverability & adjustments required for ergonomic posture while working.
A standard driver seat which is being used in heavy earth moving equipments
(JCBs) has been identified and trial fitments of the same have already been done in
a WDG4, WDG5 and Sri-lanka locomotives. This seat has vertical adjustment, backrest tilt arrangement, longitudinal slide arrangement and 360 degrees rotational
freedom with 4 stops at 90 deg each. A proposal for procurement of 30 more loco
sets of this design of Drivers seat has been initiated for use as a pilot project before
proliferating this design on a larger scale. The Driver seat model details are as
under:
Manufacturer:

M/s. Majestic Seats (India) / Faridabad

Model No:

MS-200

(Exhibit The driver seat displayed in the above photograph is the JCB (MS-200
model) seat fitted in WDG5 locomotive cab)

*****
P a g e | 49

Section A12
Toilet

P a g e | 50

TOILET
WDG5 is the only locomotive on Indian railways to have on-board toilet facility for
loco crew. The toilet module is equipped with a stainless steel urinal pot,
stainless steel wash basin, air circulating and an exhaust fan, light, soap
dispenser and a stainless steel hanger. The access to the toilet is from the left
side footplate of the locomotive. A water storage tank of 200 liters capacity is
located above the toilet module with a water filling arrangement on the loco right
bottom side.

The Toilet Cabinet is so designed that it has good hygienic condition & proper
ventilation easy to clean, easy to maintain& repair. It has been designed
ergonomically to provide comfortable entry & exit.

*****

P a g e | 51

Section A13
Development of Air
conditioning units on Diesel
Electric locomotives

P a g e | 52

Development of Air conditioning units on Diesel

Electric locomotives

Compact air conditioning unit fitted on loco no. 40070

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

P a g e | 53

Model of compact air conditioning unit fitted on loco

A PO no. 091080010.11111254 dated 12.01.2011 for 05 nos. of AC units was
placed on M/s DPG/USA. So far 02 units have been fitted on locomotive. One is on
WDP4B locomotive no. 40070 and other on first WDG5 locomotive number 50001.
Purchase order for supply of 16 sets AC on M/s DPG/USA was also placed and 02
sets each on M/s Lloyed Electrics & Engineering Limited/Bhiwadi, M/s DRI/Bhopal
and M/s Subros Limited/Noida was placed as developmental order.
DLW is planning to fit AC unit in Dual Cab locomotive. Proto type fitment of air
conditioners in first dual cab locomotive is planned to be made in 2012-13. Design of
rear cab has already modified to accommodate Air condoning unit:

Existing Rear Cab

Modified Rear Cab

*****

P a g e | 54

Section A14
Development of Cab Heaters on
Diesel Electric locomotives

P a g e | 55

Development of Cab Heaters on Diesel Electric

locomotives
Diesel locomotives are operating in extreme weather condition in Indian Railways
which include extreme cold conditions. These causes extremely uncomfortable
situation for loco crew as there are no heating arrangement provided on diesel
electric locomotives. Considering above fact, DLW took initiative to develop cab
heater system for diesel electric locomotive.
DLW specification no. WDG4/EL/PS/29 (Rev R0) for cab heaters is so designed that
developed product can be used in both EMD and Alco locomotives. It can easily be
retrofitted in existing locomotives in field. This would be very useful for retro fitment
purpose.

Cab heater fitted on loco

A developmental proposal for procurement of 20 cab heaters was initiated and
tender no. 061180030 opened on 21.04.2011. PO no.061180030.11280734 dated
29.06.2011 on M/s TOPGRIP Instruments Company/Kolkata for 15 nos., PO no.
061180030.11280736 dated 04.08.2011 on M/s Elecos/Kolkata for 03 nos. and PO
no. 061180030.11280735 dated 22.07.2011 on Escorts/Faridabad for 02 nos. was
placed.
15 nos. of cab heater system supplied by M/s Topgrip are fitted on locomotives and
dispatched to various sheds in the months of Dec 11 and Jan 12

The cab heater developed having total 1.5 KW of heating capacity and two blowers
at either end to blow hot air. These blowers are driven by rugged design 3 phase
induction motor. The complete unit is modular in design, housing all accessories
such as heating element, Blower and motor, Inverter, fuses, Circuit breaker, switch
etc. The Power is fed from auxiliary generator rectified output instead of battery to
avoid discharging of battery.
*****

P a g e | 56

Section A15
Hotel Load

P a g e | 57

Hotel Load With Siemens

DLW has placed PO No 090980180.11289186 dt 27.01.2011 on M/s Siemens for
supply of 8 nos AC-AC traction system for WDP4B locomotive with integrated
Hotel Load Inverter module and Distributed Power System as per RDSO Spec
no.MP.0.24.00.43 (Rev.02) July, 2009. The Hotel Load supply contains the
followings additional items with AC-AC traction system:

Hotel Load Inverter resides in Traction Control Cabinet (TCC).

Modified ECC#1 & 2

Hotel Load Transformer.

Expansion tank for Transformer.

Oil Cooler for transformer.

Feeder contactor Box(ECC#4)
The advantages of Hotel load with Siemens system in compare to other
manufacturer are as under:

Consume less space as Hotel Load Inverter resides in TCC cabinet.

Hotel Load Transformer provides following advantages

Isolation of Power source

Act as a filter to reduce the harmonics and transients.

ECC#4

Transformer

The first prototype Hotel Load system of Siemens make is expected to be

manufactured in August2012.

P a g e | 58

Section A16
Connecting Rod (PressForging)

P a g e | 59

Connecting Rod (Press-Forging)

Introduction:
Press forging method uses a slow squeezing action of a press to transfer a
great amount of compressive force to the work piece. This way it differs from
the hammer forging operation, where most of the energy is absorbed by the
machine and foundation. In comparison to hammer forging, closer tolerances
can be achieved in Press Forging. Press forging is economical for mass
production. Connecting Rod Cap integral with Rod for ALCO loco is being
manufactured by Press forge process in two strokes with one heat.

Advantage:
The press-forged design of connecting rod cap integral with rod will bring
significant benefits:
The connecting rods are manufactured by press forging so as to
eliminate / reduce the operation of weight removal during machining on
the web.
The elimination of milling operation on the web portion will eliminate
chances of stress raisers being generated which are a potential cause
of connecting rod breakage.
No chance of weakening of web thickness at gun drill hole location due
to excess material removal on the web by milling machining.
Better Grains flow lines achieved by press forging.
Better mechanical properties like UTS, RA, E, Izod & Hardness meet
by press forging.

Cut Section Showing Grain-Flow

P a g e | 60

Section B
Compendium of failure
investigations

Page | 61

AN INTRODUCTION TO DESIGN BULLETINS

Every knowledge based organization has considerable tacit
based knowledge resident with the individuals who have
been part of the problem solving process. Unfortunately,
with the change of roles, this knowledge tends to be lost to
the organization.
Design Bulletin aims to capture and embed this tacit
knowledge in the organization knowledge domain. The
bulletin, therefore, not only provides the solution but also
the process. Since the solution may involve action by
multiple agencies, the bulletin provides a structure to the
role of each agency for achieving the solution.
First Design Bulletin was issued on 04.06.2010 and till date
35 bulletins have already been issued. A compilation of 14
nos bulletins has been included in this issue of Soochna.
The design bulletins have also been posted on DLW web
site for a wider footprint to the solutions. Also since most of
the bulletins are related to the field problems, it will enable
faster dissemination to the customer.

Page | 62

Index
SN

Design Bulletin No.

DB/02/2011/03

DB/02/2011/10

DB/01/2011/10

DB/01/2011/12

DB/01/2011/13

DB/01/2011/14

DB/01/2012/15

DB/01/2012/16

Subject
Swollen perforated sheet around cab light

DB/03/2011/02

64 to 65

eject the cab light

Problem of breakage of dead lever assembly

66 to 68

& slack adjuster of EMD locomotives

Repair of longitudinal cracks in air-box

69 to 71

channels.
Failures of By-pass sight glass bowl in

72 to 75

spin-on Fuel filter assembly

Fitment procedure of Air Duct assembly LB

76 to 78

& RB
Load control /regulation (LR activation) in

79

WDG4/P4B.
Modified inspection procedure of Air Duct

80 to 84

assembly LB & RB
Provision of chamfer in Alco M.B.

85

Cap(Inter) to PL No.10142034
Issue of failure of locomotive No.WDP4B-

Page No.

86 to 87

40021 due to abnormal operation of PCS

circuit.
Issue of failure of Amphenol plug of engine

10

DB/03/2012/01

88 to 89

governor (Woodward) in HHP

Locomotives.
Use of additional horn button switch for

90

11

DB/03/2012/02

12

DB/02/2012/02

Infringement of dust bin blower

91 to 92

13

DB/02/2012/03

Problem of side bearer plate

93 to 94

14

DB/02/2012/04

Problem of wire rope sling fouling with

95 to 97

assistant loco pilot in WDG4/WDP4B

projected portion of underframe

Page | 63

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Section C
Compendium of failure
investigations

Page | 98

INDEX
SN

Subject

LAB No.

Page No.

Failure analysis of EXHAUST

1

C&M/F-35

SCREEN

100 to 102

Failure analysis of MAIN BEARING

2

C&M/F-07

C&M/F-13

BOLT

103 to 106

Failure analysis of EXHAUST

VALVE(CYLINDER HEAD)

107 to 110

Failure analysis of BEARING

4
5

C&M/F-33-34 BRACKET (LB)

C&M/F-39

Failure analysis OF COIL SPRING.

111 to 114
115 to 118

Failure analysis of WATER PUMP

6

C&M/F-10-11 SHAFTS

119 to 124

Page | 99

SUB: FAILURE-INVESTIGATION OF EXHAUST SCREEN to EMD Part No.

9557143 (OF LOCO No. 12152), RECEIVED FROM DLS/HUBLI.
REF: Letter No.(i) H/M/Dsl/Stores/DLW, Dtd. 12.10.2011 of Sr.DME (D), DSL, Hubli.
(ii) Letter No.dlw.65.m.57G, Dtd. 17.10.2011; OF SSE/Eng./DLW
1. BACK-GROUND:
i.

The subject component had got failed in service and was noticed during 3rd Yly. Schedule on
12/9/2011. It was of M/s Ranflex make [as mentioned in the letter under Ref. (i)].

ii.

The date of commissioning of the Loco was 04/09/08. Thus, obtained Service life was
about three (03) years.

iii.

During investigation at the Shed; it was found that, the Screen (S.No. RF 12-07/2-58) had
got damaged.

iv.

The failed item was forwarded to this Lab., for detailed investigation, against the
communication under ref. (ii).

v.

Results /Finding of the Examinations & Tests are furnished hereunder.

2. VISUAL EXAMINATION:
i.

Regarding source of supply, Pnt. No. 1 (i) above refers to.

ii.

About 1 of a concentric portion had got parted away, from its center (not received
here) and about 1/4th of one its quadrant (from two adjoining quadrants) had also got
parted (this fragment was received here).

3. CHEMISTRY (Wt %):

Elements

Findings

Specified Range / Limit

(As per AISI Grade- 410),

C
0.13
Mn
0.52
Si
0.044
S
0.028
P
0 .024
Cr
13.48
Ni
TRACE
4. Avg. HARDNESS:
Finding
25RC/ 255 BHN

0.15 Max
1.00Max.
1.00Max
0.030 Max
0.040 Max
11.50 13.50
Not Specified

.
.
.

Specified Range (As per AISI 410)/Annealed Condition

137-165 BHN (75-85 RB)

Page | 100

5. METALLOGRAPHY (at X100):

A sample-piece, for Micro-structural studies, was cut-out from a nearby vicinity of one parted
edge. The same revealed: - Tempered Martensite with equiaxed Ferrite Grains & Delta
Ferrite.

Tempered
martensite.
Delta Ferrite

Equiaxed
Ferrite
Grains.

6. DISCUSSIONS:
i.

Chemistry of the sample was O.K. as per the specified grade AISI 410.

ii.

Hardness of the sample was very high against as specified for annealed condition.

iii.

Screen Matl. was in deviation. The same revealed Matrix of Tempered Martensite with
equiaxed Ferrite Grains &Delta Ferrite in lieu of annealed.Delta ferrite, in Hardened
condition, should be avoided to attain the best mechanical properties. Temp. control
during Austenitisation is also important for preventing Delta Ferrite formation. Such
inhomogenity in the matrix also reduces the overall Toughness.

iv.
7. CONCLUSION:
In this Case, failure is attributeable to the deviation noticed in matrix and High Hardness as
well.

Page | 101

8. REMEDIAL MEASURES:
The Basic matl. should be used in proper H/T condition.
C&M/F-35 DATE: 23.12.2011
Dy.C.CMT
DLW
Distribution:
i) CQAM/DLW: For kind information.
ii) CDE / DLW : For kind information and necessary action, please.
iii) Dy CDE (Eng) / DLW: - For information and necessary action, along-with an extra
copy of this report, for onward disposal to the involved
Shed, please.
Encl. one
Annex.-A
Exhaust Screen (Make- Ranflex)
CMT Lab No. C&M F-35

.
1

Exhaust Screen cracked eccentrically circular

about 1 Dia, along a Radial direction and to
a certain extent along the outer circumference

3
Page | 102

Sub:- FAILURE - ANALYSIS OF MAIN BEARING BOLT to PART NO.16141593/

40056030 (installed in LOCO NO.12188), received from AWM/Engine.
Ref.: Letter No.SSE/ES/EMD/47, Dtd. 25.4.2011; of AWM/Engine.
1.BACKGROUND:
i.

The subject component was found broken at BGKT Shed.

ii.

No other detail/Prima facie report was available with the referred letter.

iii.

The component was forwarded to this Lab., for detailed investigation, with the letter
under reference.

iv.

Findings /Results of the carried-out Examinations &Tests are furnished hereunder.

2.VISUAL EXAMINATION :
i.

Identification mark found on the Head of the Bolt was POOJA FORGE.

ii.

The Bolt had got broken from the first Thread into two Fragments.

iii.

A Longitudinal-Crack (Typically of a Quenching-Crack type and of about 10 mm in

depth), throughout the length (i.e. covering threads, body and head) was noticed on the
Bolt.

iv.

Fracture faces of both the Fragments revealed Characteristic Brittle-fracture, with

clearly defined Beach marked also (Typically Characteristic to Fatigue). The extent of
Fatigue-Crack was about 60 % (originating from root of the Crack). Rest of the
Fracture-face was Crystalline (i.e. last Instantaneous Rupture).

v.

Relevant Photo-prints (Nos. 1 to 7), in support of the above said flaws and
appearances, are depicted in Annex. A.

3. CHEMISTRY ( Wt%):
ELEMENTS
FINDINGS

C
P
S
Mn
Si
Cr
Mo
Ni
Cu
Al

0.45
0.009
0.010
0.91
0.25
0.99
0.18
0.05
0.11
0.016

SPECIFIED Range/Limit, as per

EMS-82/ GM300-M
0.28 - 0.55
0.040Max.
0.045Max
Obviously Present from Fe-Si & Fe-Mn, used for
Killing the melt and to increase Hardenibility.
Should be present (though Limits / Ranges are
not specified).
Considered as Tramp element.
- Do - and to increase Corrosion Resistance.
As remnant after Killing the Steel.

Page | 103

4. Avg. HARDNESS (Rc):FINDINGS

34

SPECIFIED Range/Limit, as per

EMS-82/GM300-M
33 39

5. METALLOGRAPHY :(a)Macro Examination (at X20):

Sample revealed
(i) Longitudinal Quenching-Crack, extending across Cross-section and
(ii) Rolled Threads (ref. Fig No. 1 / Annex. B)
(b) Micro-Examination (at X 100 & X 200):
Micro-specimen was cut-out from a nearby vicinity of the fracture. It revealed
(i) No detrimental inclusion, in unetched condition.
(ii) In Etched Condition, Tempered Martensitic Matrix with Quenching Crack was
revealed and
(iii) Mode of Threading as Rolled.
Relevant Photomicrographs (Nos. 1 to 4) are printed in Annex. B.
6. DISCUSSIONS :(i) Chemistry, Hardness & mode of Threading of the Bolt were satisfactory. In fact, the Steel
used was a good quality one.
(ii) Root of the Longitudinal Quenching-Crack (existing through out the length on the Bolt and
its root, serving as the Fatigue nucleus, led to Stress Concentration - obviously higher at the
Threaded portion; which ultimately gave rise to initiation and propagation of Fatigue- Crack
and when the Endurance Limit was crossed, the final instantaneous rupture had occurred in
Brittle mode.
7.CONCLUSION:Failure of the component is attributed to the point said at 6 (ii), above.
8. REMEDIAL MEASURES:H/T cycle must be wisely worked-out and monitored as well, to ensure freedom from such
Quenching-Cracks.
Encl: Annex. A & B

DYCCMT
No. C&M/F-07 DATE: 07.06.2011
Distribution:(i) CQAM/DLW
.
(ii) CDE/DLW
For kind information
(iii) Dy CME (Eng)/ DLW
(iv) Dy.CDE(Eng.)/DLW: - With an additional copy, for onward disposal to the Shed.
Encl.-One
Page | 104

Annexure-A

(1)
Identification mark

Two fragments of the Bolt.

(2)

Longitudinal Quenching- Crack of about 10mm

depth and diverting across Cross-section

Longitudinal Quenching-Crack, throughout the length of body, & Head

(3)

(4)

Longitudinal Quenching-Crack, throughout the length of Threads

Longitudinal to Transverse
diversion of the Crack, across
the section, (of about 10 mm)

(5)

Bur Burnished region

Beach mark/ Typical

to Fatigue

Fatigue Crack,
covering about
60% of Crosssection
Brittle fracture with
steppines also.

(6)
Fracture-face (at thread end, opposite to Head)
against Fig.6)

(7)

Fracture-face (of the body, Counter part,

Page | 105

Annexure-B

(1)

(at X20)
Rolled Threads

(2)

(at X100)
Tempered Martensitic

(3)

(at X200)

Matrix

Longitudinal Quenching Crack

of about 10 mm deep.

X20 (4)

(at X200)
Page | 106

SUB:- FAILURE INVESTIGATION OF EXHAUST VALVE(CYLINDER HEAD),TO

PART NO.10240494/ Drg. No. 23C-71072-1 (installed in LOCO NO.6575/ YDM4);
RECEIVED FROM SR.DME(D)/NER/ IZZATNAGAR.
REF.:- Letter No Mech/ 186/ D/ Izzatnagar/ 11/ Part III, Dtd. 25/6/2011; of Sr.DME(D)/
Izzatnagar/ N.E.R..
1. BACKGROUND:i.
The failed Exhaust Valve, from the subject Loco., had been received at C&T
Lab./DLW along- with the letter, referred to above; for probing into the possible
reason/reasons behind the failure.
ii.
Back-ground information received from the Shed are mentioned hereundera. Loco. No. 6575/ YDM4 (Working in Train No. 52253).
b. Date of fitment: 18/02/2011 [M-36 Schedule made over at Izzatnagar /POH on
24.01.08].
c. Date of failure: 21/6/2011
d. Failure Place: Rajnarayanpur / NE Rly.
e. Last Scheduled (T-2): Over on18.6.2011
f. Make: KAR
g. Shed observations: Emission of abnormal sound from Engine Room, Leakage
of Lube Oil from Lube Oil Exhaust Manifold and White Smoke from
Chimney.
iii.
Dates of fitment and failure were 18.02.11 and 21.6.2011, respectively. Thus, the
service-life obtained was of about four (04) months only.
2. Following Examinations/Tests have been conducted with the failed Exhaust Valve.
2.(a) Visual Examination:i.

Identification mark found on the failed item was: - KAR 07. 03.

ii.

The Exhaust Valve had got broken between its Head and the Weld region into two (2)
fragments.

iii.

Heavy deposition of Carbon Soots were noticed below the Weld.

iv.

Fracture face of the Stem portion (at one side) revealed numerous Cracks with

beach

marks of Fatigue propagation to the extent of about 97%, initiating from the outer surface.
Fracture-faces at Head portion had got severely Battered and Dent marks were also noticed
there.
v.

Apparently no sign of damage onto the location between the Weld and Tip of the Stem was
noticed. Detailed examination of this zone was not carried-out, therefore was not resorted to,
involving this zone.

vi.

Relevant Photo-prints are furnished in Annex.-A. [Nos. 1 to 3].

Page | 107

2.(b). Chemistry (Wt. %):HEAD portion (Matl. Inconel)

Elements
Findings
Specified Range /Limit (as per DLW Spec. - MISC-050/ X-751)
C
0.046
Mn
0.09
Cr
16.74
Fe
8.47
Co
0.03
Ti
2.32
Nb/Cb
0.97
Al
1.14
Mo
0.12
Ni
Base
2.(c). Avg. Hardness ( in Rc):Observations

C= 0.03 0.10
Mn=0.50 Max
Cr=14.0 17.0
Fe=5.0 9.0
Co= 1.0 Max
Ti=2.0 2.6
Cb+Ta=0.70 1.20
Al= 1.10 1.35
Mo=0.50 Max
Ni=Base
Specified Range /Limit (as per Spec. - MISC-050/ X-751)

Inconel Portion of Disc 30/31

32-42
2.(d). Metallography (Microstructure of Inconel Matl. of Disc, at X100) :a) Random distribution of Metal- carbides (MC) like TiC, NbC etc., was noticed in unetched
condition.
b) On requisite etching, its Matrix revealed Solution Annealed & Aged Matrix , ASTM
Grain size Nos.7 8, and Metal- carbides(MC) like TiC, NbC etc.( within the Grains). The
relevant Photomicrograph is furnished hereunder.

(X200)

2 (X100)
Random
distribution
of MCs.
MC within
Grains.

3(X200)
Page | 108

3. Discussions:(i) Chemistry of the Disc portion of the Exhaust Valve was conforing as per the DLW
Spec. MISC.-050 /Inconel-X-751; but, it was not conforming to DLW Spec. MISC 015 /214N( as mentioned with the Drg.No. 23C-71022-1 / Pt No. 10240494 under referred letter,
which may be wrong by mistake) . Facilities for Wet-analysis of Elements like Ta as also, its
Spectrometric analysis, are not available here as of now.
(ii) Hardness of the Disc portion (Inconel Matls.) was conforming to Specification.
(iii) Microstructure of Disc portion was satisfactory [Metallic carbides (MC) Precipitation was
within the Grains]
(iv) Presence of the heavy Carbon Soots establishes leakage of Hot combustion gases due to
misalignment of the Exhaust valve. This in turn, gave rise to Heat-Sink and Thermal shocks;
with had resulted into Thermal Cracks. Due to the Last feature, there had been concentration
of Thermal Stresses, which gave rise to Nucleation of Thermal Fatigue cracks as
established by presence of noticeable Beach Markings at the Fracture-face.
4.CONCLUSIONS:
Failure of the Exhaust Valve is attributable to above said point [i.e. 3(iv)]
5.CORRECTIVE ACTIONS:
No Misalignment/proper fitment of Exhaust valve should be ensured during Fitment &
monitored during service.
No. C&M/F-13

Dtd. 31.10.2011

Dy.C.CMT
Distribution:(1) CQAM/DLW
(2) CDE/DLW

DLW
For information, please
.

(3) Dy.CDE (Eng)/DLW Kindly examine point No.3(i)

With an extra copy of the report, for onward disposal, please.
Encl-One

Page | 109

Annexure A
Item: EXAUST VALVE, to Part No.10240494/Drg. No.23C-71072
DLW Lab./Sample No.:- F-13(Loco no.6575-YDM4)

(1)
Badly Battered
& damaged

Heavily Carbon soot

was deposited on the
Stem as well as Disc
portion

Several Dent/Tool
Marks.

(2)

Fracture face of the Stem portion (at one

side) revealed numerous Cracks with
beach marks of Fatigue propagation to the
extent of about 97%, initiating from the outer
surface.
(3)
Page | 110

SUBJECT: FAILURE-INVESTIGATION OF BEARING BRACKET (LB) TO PART

No. 16030163/ Drg. No.9543649 (INSTALLED IN LOCO NO.12334); RECEIVED FROM
SSE/ES.
REF. (i) Joint Inspection Report, Dtd.28.05.2011 (conducted at DLS/SBI).
(ii)Associated previous Failure-Analysis (of Gears) report No.C&M/F-24
to 26 Dtd. 26-8-2011
(iii) Letter No.SSE/ES/EMD/47 , Dtd . 30/08/2011; of SSE/ES.
1. BACKGROUND:(i) The failed Bearing Bracket {not in totality and of M/S- Lohia Starlinger Ltd, CNB make;
as per Ref-(ii)} of the said Loco., was forwarded to C&T Lab/DLW, with the letter
referred to at (ii) above; for probing into the possible reason/reasons behind the failures.
Though many components had been involved in the failure, two (02) nos. of Cam Shaft
Gears (RB & LB) and one (01) no. Upper Idler Gear were forwarded to C&T Lab earlier.
(ii) Report of the corresponding failed Cam Shaft Gears (RB & LB) & the Upper Idler Gear
received earlier, have been analyzed and already reported upon through this Lab. Report
No.C&M/F-24-26, Dtd.26/8/2011
(iii) Following Examinations/Tests have been conducted with the failed Bearing Bracket
(LB)
2. VISUAL EXAMINATION:
(a) No identification mark was found on the received fragments of Bearing Bracket (LB).
(b) The component had got broken into several fragments. The Bearing was intact. Hence the
same was not subjected to detailed investigation.
(c) Fracture-face was Brittle in nature (indicating Instantaneous Rupture).
The relevant Photo-prints are depicted in Annex.-A(Photo-print Nos. 1 to 4).
3. CHEMISTRY (Wt. %):(i)BEARING BRACKET(LB):
Findings
Elements:

Specified Limits/Ranges
(As per EMS 12, ASTM A 159, G-3500)

C
Mn
P
S
Si
Cr
4. Avg. HARDNESS (BHN):
Item/ Component
BEARING BRACKET (LB)

3.18
0.74
0. 11
0.10
1.94
traces

Finding
187

3.00 3.30
0.60 0.90
0.12 (Max.)
0.15 (Max.)
1.80 - 2.20
Not specified

SPECIFIED (As per EMS-12)

207 255

5. METALLOGRAPHY(At X 100):
Micro specimens, cut-out from vicinity of a fracture-zone, revealed:(a) Type A Graphite Flakes with ASTM flake size no. 4-5, in Unetched condition.
(b) Type A Graphite Flakes with ASTM flake size no. 4-5; in Pearlitic Matrix but, with
Excessive Ferrite (of about 30%), in etched condition.
c) Relevant Photomicrographs are depicted hereunder.
Page | 111

(1)

X100

(2)

X100

Type A Graphite Flakes with ASTM flake size no. 4-5.

(3)

X100

(4)

X100

Type A Graphite Flakes with

ASTM flake size no. 4-5, in
Pearlitic Matrix with Excessive
Ferrite (of about 30%).

6. DISCUSSIONS:
BEARING BRACKET(LB):
(a) Chemistry of Bearing Bracket was satisfactory.
(b) Hardness was lower than the specified lower limit even. The same was obvious [Ref.6(c)].
(c) Matrix of Broken Bearing Bracket (LB) was unsatisfactory, since it revealed free Ferrite of
about 30 %. The matrix microstructure was a mixture of pearlite and Ferrite instead of pearlitic
background. Ferrite is too Soft a Phase which had resulted into too Poor Strength.
(d) In another recent case [Ref. Report No. C&M/F-14-16 & 18-22, Dtd. 29.7.2011], the
Bearing Bracket was found as the main culprit item and the make of that Bearing Bracket
too was the same.

Page | 112

7. CONCLUSIONS:
Failure of the Bearing Bracket (LB) is attributed to its Poor Strength which had resulted into
formation of inferior matrix. This was the culprit item while failure of the Gears were
consequential [though Hardness of the Cam Shaft Gears were Higher {Ref. Report said at
1(ii)}].
8. REMEDIAL MEASURES:
Proper Foundry Techniques & Heat- treatment must not be compromised with.
Encl. Annex .-A
No. C&M/F-33-34, Dtd. 07.9.2011
Dy.C.CMT/DLW
Distribution:(1) Sr.CDE/DLW
(2) CQAM/DLW
(3) Dy.CME(Eng.)/DLW
(4) Dy CDE (Eng.) /DLW: With an extra copy of the report, for onward disposal, please.
Encl-One
(5) SSE/ES/DLW

Page | 113

Annex.-A
BEARING BRACKET(LB) TO PART No. 16030163/ Drg. No.9543649

(1)

(2)
Brittle fracture.

One fragment of Bearing Bracket.

(3)

The Intact. Bearing

( 4)

Page | 114

SUBJECT: FAILURE-ANALYSIS OF COIL SPRING TO EMD PART NO. 16160034/

8068791 (OF LOCO NO 40053, FAILED AT ET SHED), RECEIVED FROM SSE/DESIGN.
Ref.:- Letter No. dlw.m.65.4G, DTD.22.10.11 ; of SSE/Design DLW/BSB.
1. BACK GROUND:
(i) The Subject Spring had got broken during service, at ET Shed. The Spring was of M/S
BCL Springs / Aurangabad make (as mentioned in the letter under reference).
(ii) The failed spring was forwarded to this lab. with the letter under reference, for probing into
the possible reason/reasons behind the failure.
2. Out-come of Examinations/Tests, conducted against the failed item, are furnished
hereunder:
2(a).VISUAL EXAMINATION:
i.

Identification mark/ Stamping particular was not found.

ii.

The Spring had got broken into two fragments, at the 4th turn. (Fig No. 1 Annexure-A
refers to).

iii.

Both the Fracture-faces revealed fatigue-fracture covering about 90% of the Crosssection. Remaining parts of the fracture-faces (of about 10% each) were of Crystalline
nature (i.e. Instantaneous type).

iv.

Relevant photographs are furnished in Annex.-A (Fig No. 3, origin of fatigue crack
has been indicated by arrow).

2(b). CHEMISTRY (Wt %):

Elements
C
Si
Mn
P
S

Findings
0.73
0.32
0.62
0.022
0.032

Specified Range / Limit (as per EMS-73 referring in turn, to ASTM A -230)

0.60-0.75
0.150.35
0.600.90
0.025 Max
0.030 Max

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

Finding
50

Specified Range (as per EMS-73)

Not- specified

Page | 115

2(d). MACRO- EXAMINATION:

A longitudinal seam was revealed, through-out the length of the spring-wire, on Macro-etching.
Relevant Photo- macrographs are furnished hereunder (No. 1to 3).

(1)

(2)

Longitudinal Seam (through-out

the Spring-wire length)

(3)

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

i.

No harmful inclusion was revealed in unetched condition.

ii.

On etching, Tempered Martensitic Matrix was revealed. Relevant Photomicrograph is

furnished hereunder (No. 4).

Page | 116

Tempered Martensitic
Matrix.
.
(4)
3.DISCUSSIONS:
i.
Chemistry of the spring conforms to EMS-73/ ASTM A-230. Hardness being
unspecified, cant be commented upon towards suitability or otherwise of this
parameter. Checking Tensile Strength & RA% was not favoured by the finished shape
& Wire -size.
ii.

Microstructure was satisfactory while Macro Examination revealed unsoundness.

iii.

Fracture-type (inclined at 450) establishes Torsional Fractures.

iv.

Root of the noticed Seam had served as Stress-raiser which, in turn, had nucleated
Fatigue-cracks, at different locations of the spring.

4.CONCLUSION:
Failure of the component is attributed to existence of the said Seam.
5.CORRECTIVE MEASURES:
The wire stocks from which the springs are manufactured, should be adequately subjected to
NDEs (like MPI, etc)prior to farming; so that, such defective stocks are weeded-out from
service.
Encl.:-Annex. A
DYCCMT
No. C&M/F-39 DATE: 23/12/2011
DISTRIBUTION :
(i) CQAM
(ii) CDE
(iii) Dy.CME/(Eng.)- With an additional copy for further disposal.
Encl.- One.

Page | 117

Annex.-A
Spring Exhaust Valve, to Part No. 16160034 / 8068791
CMT Lab No. C&M F-39

(1)

The Fracture-faces at the 4th

turn, revealed about 90% of
fatigue zone & remaining
parts of the fracture-faces (of
(2)

about 10%) was of Crystalline

Origin of Fatigue-Crack

Page | 118

SUBJECT:-FAILURE-INVESTIGATION OF WATER PUMP SHAFTS, to DLW Drg.

No.25B-72057-1/ PART No. 10210246 & RDSO Drg No .SK.DP-3900; RECEIVED
FROM DLS/GONDA.
REF:(i) Letter No.65.40.2,Dtd.14.01.11; of CDE/DLW.
(ii) Do M/DSL/Component/Failure/Pt.III, Dtd 12.01.11; of CMPE / GKP
(iii) Do Mech/Diesel/Gonda/MMC/25, Dtd. 27.01.11; of AME (Diesel)/Gonda.
1. BACKGROUND:A. (i) Six (6) nos. of the subject Items, having got failed in service, were forwarded to DLW, on
09.02.11.
(ii) Dates of Fitment & Failure were not mentioned in any of the documents- referred to above.
(iii) Out of 06 nos., 02 nos. of Shafts [one each from Loco Nos.16025 &16063 and pertaining to
each of the Subject Drgs.] were picked-up for detailed examinations (as per confirmation of SSE/
DSL/ GD, on 29/01/11).
B. (i) Out-come of the analysis/ examinations of the two shafts [Ref.1A (iii)] are furnished
hereunder.
(ii) The failed items had been, arbitrarily, marked as Sample Nos.(1) & (2) against Loco Nos.16025
and No.16063, respectively; at DLW Lab.
2. VISUAL EXAMINATION:(i) WATER PUMP SHAFT(as per RDSO Drg.) /Sample No.1:
a) Manufacturing Identity was not found.
b) The Shaft revealed a Progressive crack (Fatigue)- initiating from the key-way corner and
progressing towards the surface (both inner and outer) and also branching-out into different
directions. The Fracture- pattern revealed characteristics of a Torsional Fatigue Fracture.
c) The sharp groove, at transition zone (without Fillet), had served as the Stress- raiser.
d) Relevant Photographs are furnished in Annex. A attached herewith.
(ii) WATER PUMP SHAFT(as per DLW Drg.) /Sample No.2:
(a) Marking on the item was found as: DMW-N-0109-GD.
(b) Almost similar but, from multinuclei Fatigue- initiating from the said location [Ref.
2(i)(b)], The Fracture- face exhibited typical Characteristic feature of Rotating- Bending
Fatigue. Fatigue Zone was of about 90%. Centre of the Shaft had got battered.
(c) Relevant Photographs are furnished in Annex. B attached herewith.

Page | 119

3. CHEMISTRY (in Wt.%):Sample No.1:

Elements

Findings
Sample No.1
0.10 %
1.48 %
0.025 %
0.168 %
0.42 %
17.80 %
9.92 %
0.20 %

C
Mn
P
S
Si
Cr
Ni
Mo

Specified Limits/ Ranges

( as per Grade AISI 303 )
0.15% Max
2.00 %Max
0.20 % Max.
0.15 % Min..
1.0 % Max
17.0 19.0 %
8.0 10.0 %
0 .60% (optional)

Sample No.2:
Findings

Elements
C
Mn
Si
S
P
Al

0.20 %
0.63 %
0.25 %
0.024 %
0.027 %
0.03 %

Specified Limits/Ranges
(as per MISC. 125)
0.15 - 0.25 %
0.60 0.90 %
0 .15-.35 %.
0.04 % Max.
0.04% Max
---

4. Avg. HARDNESS ( BHN):

Sample No.1

Findings
179

Specified
Not specified

Sample No.2

131

120 (minimum)

5.METALLOGRAPHY(At X 100):
(a) In Unetched condition, Matrix of the Shaft ( Sample No.1 ) revealed dispersed
Sulphide Inclusions of 3-Thin Series.
(b) In etched condition, Matrix of the Shaft (Sample No.1) revealed Austenitic
Matrix with annealing twins (of ASTM Grain size 6-7) and Sulphide Inclusions. In
etched condition, the other Shaft (Sample No.2) revealed Polyhedral grains of Ferrite
& Pearlite as well as Bands of Pearlite & Ferrite.
The relevant Photomicrographs are printed in Annex-C .

Page | 120

6.DISCUSSION:(i) Chemistry and Matrix of Sample No-1 were satisfactory.

(ii) Chemistry and Hardness of Sample No-2 were satisfactory but, its Matrix was
found to be unsatisfactory (in totality)- establishing rendering with unmonitored heattreatment cycle.
(iii) Prescribing two entirely different grades of Matl. (one as a High Alloy Freecutting type of SS & the other as Mild Steel) is not understood.
(iv) Failure of Sample No-1 is attributed to absence of Fillet along the Key-way edges.
The groove had served as Stress-raisers and gave rise to Service Stress-concentration
leading to initiation and propagation of Fatigue.
(v) Similar was the root cause behind the failure of Sample No-2 having been
favoured with unsatisfactory Matrix.
7. CONCLUSIONS:Failures of both the Shafts (sample Nos-1&2) are attributed to above said points [No.
6(iv) and (v) ].
8. RECOMMENDED CORRECTIVE MEASURES:
(i) Proper Design(Fillets along the sharp edges of the Key-way) should be ensured.
(ii) Monitoring of Proper Heat-treatment Cycles should not be compromised with.
(iii) Basic Matls may be reviewed, keeping end-use in consideration.
C&M/F-02 &03 Dtd. 23.3.2011
Encl.:-Annex. A B & C
Dy.C.CMT
DISTRIBUTION :
DLW
1) CQAM/DLW
2) CDE/DLW
3) Dy.CDE(Engine )/DLW With an extra copy of the report, for onward disposal.
Encl.-One

Page | 121

Annex.-C
Lab No.C&M/F-03, WATER PUMP SHAFT/Sample No.1

Unetched condition, revealed

dispersed Sulphide inclusions
of 3-Thin Series.

(1)

(2)

X100

X100

X100

(3)

Austenitic Matrix with

Annealing Twins ( of
ASTM Grain size 6-7) and
Sulphide inclusions.

(4)

X100

Lab No. C&M/F-02, WATER PUMP SHAFT/ Sample No.2

Page | 122

Annex. A

(5)

X100

(6)
Bands of Pearlite
&Ferrite

Polyhedral grains of
Ferrite & Pearlite
(7)

X100

Lab No. C&M/F-03, WATER PUMP SHAFT / Sample No.1

Page | 123

Annex. B

(1)
Sharp edges of Key way

(2)
The sharp groove, at transition zone
(without Fillet)

(3)
Progressive crack (Fatigue)initiating from the key-way corner
Key- way Corner
revealed initiation
Fatigue- Cracks

(4)

(5)

Lab No. C&M/F-02, WATER PUMP SHAFT / Sample No.2

Page | 124

Section D
Summary of Important &
Relevant Change Notices
(March11 & onwards)

Change notices are changes introduced in the current design of

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

Page | 125

R/DESIGN/CHANGE MONITOR

SN

1
Eng

Brief Description of
Modification

4
Eng

5
Eng

6
Eng

Loco Type

Cut in Point
(Loco
No., Month &
Year)

Major Drg.
No.; (if
retrofittable)

RDSO Ref.

Retrofittable
( or x )
D
M
W

P
O
H

S
H
E
D

CDE/ENG/6CYL/2011/
001, Dated-21.02.11.

WDS6AD

WDS6AD-0609 &
onwards (up to April
2012)

10080650/
26AA72425,
Alt. b

nil

CDE/ENG/16 CYL
/2011/003, Dated17.03.11.

WDM3D &
WDG3A

WDM3D-0266 &
WDG3A-1244 (up to
April 2012 & onwards

10082086/
TPE-15-0083

nil

Elbow Water Inlet LB &

RB. (To manufacture
these Elbows in house
for improved quality.)
Stiffer Unit Camshaft
RHS & LHS. (to
increase flange radius
1/16 to 1/8 R)

CDE/ENG/16 CYL
/2011/004, Dated05.04.11.

WDG4 &
WDP4B

16122148 &
16122150

nil

CDE/ENG/16 CYL
/2011/008, Dated07.09.11.

WDM3D &
WDG3A
& DG Set

10216728 &
10216730

nil

To replace individual
Ring drawings with one
Ring set. (Individual
drg. No.
9338809,40021965,83
47100,8347103 &
40032525)
Assy. MCBG Gov. &
Drive (10052343).

CDE/ENG/16 CYL/20
CYL/2011/009, Dated13.12.11.

16 CYL/20
CYL

WDG4-293 & 4500 &

WDP4B-025 &
onwards (From
November 2010)
WDM3D-0251 &
WDG3A-1229
& DG Set-0012 &
onwards (August2011 & onwards)
With immediate effect

16030618 /
40026492

nil

CDE/ENG/6 CYL
/2012/002, Dated10.03.12

WDS6AD

WDS6-AD-0602 &
onwards.
January 2012 &
Onwards.

10052343

nil

Less efficiency & more

maintenance (Less
overhauling period
compared to ABB
VTC-214)
For Convert M to P.

2
Eng

3
Eng

Change Notice No.

and Date

Page | 126

SN

8
Veh

9
Veh

10
Veh

11
Veh

12
Veh

13
Veh

14
Veh

Brief Description of
Modification

Ducting Hose 42" to

part no.11272715
added in crank case
vent piping 11072880
Added tight lock
cuppler in draw gear
arrgt. to Under frame
arrgt.pt.no.11530911
Provid filler strip in long
hood application
pt.no.17041788
cab structure part
no.11543413 alt.'n'
converted from 'M' to
'P' as per letter no
PLG/M to P/ convertion
dt:21.01.2011
Povide dish bottam
type filter in place of
maotti filter in wdg3A &
WDM3D
under frame kit wdg4
purched items may be
manufactured in shop
so added in prod.str.
Piping of air cooling
modified as per
requarement of PAREL
SHOP for wds6.

Change Notice No.

and Date

Loco Type

Cut in Point
(Loco
No., Month &
Year)

Major Drg.
No.; (if
retrofittable)

RDSO Ref.

Retrofittable
( or x )
D
M
W

P
O
H

S
H
E
D

CDE/V/WDS6-AD
860 dt: 03.01.2011

WDS6-AD

WDS6-AD -0579
(April-2011)

11272715
11072880

nil

CDE/V/WDM3D
861 dt:11.01.2011

WDM-3D

WDM-3D- 0245
(Jun-2011)

11530911

nil

CDE/V/WDG4,P4B
862 dt:14.01.2011

WDG4 &
WDP4B

17041788

nil

CDE/V/WDG3A
864 dt:08.02.2011

WDG-3A

WDG4-0299
WDG4-4500-0081
WDP4B-0066
WDP4-0076
WDG-3A-1244
(April-2012)

11543413

nil

CDE/V/WDG3A ,M3D
865 dt:10.02.2011

WDG3A,
M3D

WDG3A-1219
WDM3D-0251
(April-2011)

nil

CDE/V/WDG4
dt:04.04.2011

WDG4

WDG4-4500HP
(0551 & Onwards)
(April-2012)

nil

WDS6-AD

WDS6-AD-0584
(May-2011)

nil

CDE/V/WDS6-AD
868 dt: 07.04.2011

867

Page | 127

SN

15
Veh

16
Veh

17
Veh
18
Veh

Brief Description of
Modification

Change Notice No.

and Date

Loco Type

Straight web wheel

replaced by 'S' shaped
wheel

CDE/V/WDS6ADT/G3A/M3D/M3F/ZR
/MTA
870
dt: 05.05.2011

WDS6ADT/G3A/M3
D/M3F/ZR/M
TA

modified air dryer by

pass line piping forG4,
P4,3D,G3A

CDE/V/WDG4,P4,3A,3
D
871 dt:
17.06.2011

WDG4,
P4,3D,G3A

New tpye gard and cab

door bracket mount on
new type window &
glass
Fitment of new type
saws assy.

CDE/V/WDG4,P4
873 dt:20.09.2011

WDG4 &
WDP4

CDE/V/WDG3A,M3A,M
2,P1
874dt:20.09.2011

WDG3A,M3A
,M2,P1

Cut in Point
(Loco
No., Month &
Year)

WDG3A-1236
M3D-0253
S6-ADT-0597
MTA-G3a-0026
(Oct-2012)
WDG3A-1250
WDP4B-0244
WDm3D-0266
WDP4D-41
WDG4-0710
(Oct-2012)
WDG4-4500-0611
WDP4B-0180
(Oct-2012)

Major Drg.
No.; (if
retrofittable)

RDSO Ref.

nil

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

April-2014

Page | 128

Section E
List of important CPAs

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

Page | 129

List of major corrective actions (closed from Jan11 to Onwards)

CA No. &
Date
CA/INS/01/11
Dt.-15/02/11

Brief Description
Skipping of notch, cam
slack, and throttle
locking in Master
Controller. (WDG4 &
P4)

CA Closed
Date
28/03/11

CA/ENG/02/11 Fuel returns sight

Dt.-15/02/11
glass broken during
Engine/loco testing.

26/05/11

CA/INS/05/11
Dt.-26/05/11

Excess drawl of cap

screw to part no.19152218 by LAS.

21/06/11

CA/INS/06/11
Dt.-13/07/11

Material Specification
of washer to part no.19391419 to be
reviewed.(GM loco)
Material Specification
of stud. Part no. 19110390 to be
reviewed.(GM loco)
Material Specification
of Gasket to part no. 17271538 (Drg. no.8081568) to be
reviewed. (GM loco)
Material Specification
of Gasket to part no 17271083(Drg. no. 9572064) Alt.B to be
reviewed.
Dial Gauge of gage by
pass valve broken
frequently during
testing in LTS.

27/09/11

CA/INS/08/11
Dt.-13/07/11

CA/INS/09/11
Dt.-19/07/11

CA/INS/10/11
Dt.-19/07/11

CA/LOC/04/11
Dt.05.04.11

27/09/11

19/08/11

Action & Remark

Modification/recertification in
manufacturing process of
controller ASM Dynamic as
per Design Bulletin
(DB/03/2011/01) & problem
solved.
Modification is done in fuel
filter assembly to part no.16050174 as per design
bulletin. (DB/01/2011/12) dt.
03/05/2011.
Need of this screw in LAS is
28/L and 10/L in TAS reported
by SSE/P/LAS, Accepted by
DyCME/Loco.
Material has been inspected
as per drawing no. -131018.
and no problem occur.
Material has been inspected
as per requirement of drawing
no. - 8305861 by RI. and
found ok.
Material Specification added
in Drg. no. -8081568(EMS 644
GR - 70)

01/11/11

Material Specification added

in drg. no. 9572064 (EMS629)

21/05/12

Drawing has been modified for

change in screw size; M/s
Pricol Ltd. has been advised
to ensure supply with new
drawing.

Page | 130

Section F
List of trial fitments by DLW

Page | 131

Trial Fitment by DLW

Engine:
SN Description
1

ENC Crank Shaft

Supplied by M/s
ENC/USA

Oil Pan Assly.

Supplied by M/s
E.C.Blades &
Tools/Panchkula

Oil Pan Assly.

Supplied by M/s
Ashika Commercial
Pvt Ltd/Kolkata
Cam Shaft Drive
Supplied by M/s
E.C.Blades &
Tools/Panchkula
Cover Acessory Drive
Supplied by M/s
Shakti Tech/CBE
Diffuser (M/s
K.K.I/Pune)
Diffuser Supplied by
M/s Ashika
Commercial Pvt
Ltd/Kolkata
Diffuser (M/s River
Engg/Noida))
Seal Impeller (M/s
River Engg/Noida)

6
7

8
9

Engine
No.
G4-251
G4-253
G4-260
G4-347
G4-354
G4-429
G4-430
G4-431
G4-432
G4-467
G4-533
G4-555
G4-554
G4-561
G4-596
G4-619
G4-626
G4-631
G4-636
G4-655

Loco No

Shed

12237
12240
12242
12312
12316
12361
12375
12365
12366
12391
40065
12460
12458
12516
12496
40077
12245
12529
12533
12553

SCR/GY
SCR/GY
WR/SBI
SWR/UBL
SCR/GY
NFR/SGUJ
WR/SBI
SECR
WR/SBI
NFR/SGUJ
SWR/KJM
CR/PUNE
SECR/RYPS
NR/LKO
SCR/GY
SR/GOC
NWR/BGKT
SR/GOC
NFR/SGUJ
NWR/BGKT

Date of
Dispatch
30.08.2009
20.05.2009
31.07.2009
18.01.2010
21.06.2010
08.01.2011
30.01.2011
08.01.2011
14.01.2011
23.03.2011
26.08.2011
18.10.2011
13.10.2011
25.01.2012
16.12.2011
29.12.2011
03.03.2012
27.02.2012
06.03.2012
22.03.2012

G4-531
G4-585
G4-588

40058
12489
12506

NR/TKD
NFR/SGUJ
NWR/BGKT

04.08.2011
29.11.2011
17.01.2012

G4-620

12526

SR/GOC

14.02.2012

G4-0395

40025

NFR/SGUJ

11.11.2010

G4-0383

12340

NFR/SGUJ

24.11.2010

G4-0604

12490

SCR/GY

08.12.2011

G4-0395

40025

NFR/SGUJ

11.10.2010

Page | 132

10
11

12

13

14

15

16

17

Support ASM (M/s

River Engg/Noida)
Bracket Assly
Supplied by M/s Patra
& Chandra/HWH
Bracket Assly
Supplied by M/s
Ashika Commercial
Pvt Ltd/Kolkata
Sensor Turbo Speed
M/s N&S
Solution/Bangalore
Power Pick-up M/s
N&S
Solution/Bangalore
Bearing Half
Camshaft to PL
No.16150119 supplied
by M/s PBW/Rajkot
Bearing Half
Camshaft to PL
No.16150120 supplied
by M/s PBW/Rajkot
Bushing Camshaft
Bearing to PL
No.16150144 supplied
by M/s PBW/Rajkot

G4-0354

12316

SCR/GY

21.06.2010

G4-505
G4-507

12427
12423

SCR/GY
SR/GOC

29.06.2011
17.06.2011

G4-615

12509

CR/PA

14.01.2012

G4-540

12446

CR/PUNE

01.09.2011

G4-542

12555

WR/SBI

22.03.2012

G4-650

12541

NWR/BGKT

17.03.2012

G4-650

12541

NWR/BGKT

17.03.2012

G4-458
G4-459
G4-608
G4-609
G4-610
G4-650
G4-597
G4-599
G4-600
G4-603
G4-619
G4-644
G4-599

12386
12385
40071
12503
40073
12541
12505
12513
12493
12485
40077
12552
12513

SCR/GY
SCR/GY
NR/TKD
NFR/SGUJ
NWR/BGKT
NWR/BGKT
WR/SBI
SCR/GY
SCR/GY
WR/SBI
SR/GOC
WR/SBI
SCR/GY

10.13.2011
03.03.2011
10.01.2012
05.12.2011
10.01.2012
17.03.2012
14.01.2012
19.01.2012
16.12.2011
05.12.2011
24.01.2012
20.03.2012
19.01.2012

12507

NWR/BGKT

16.01.2012

18

Main Bearing supplied

by M/s EMD

19

Camshaft ASM to PL
No. 16030308 (LB) &
16030310(RB)
supplied by M/s
Ceeyes/Trichi

20

Bearing Thrust to PL
G4-605
No.16150314 supplied
by M/s PBW/Rajkot

Page | 133

21

G4-623
Crankshaft Single
piece design to PL
No.16140163 supplied
by ENC/USA

12524

NR/AMV

24.02.2012

22

Air Duct Assly LB &

RB Supplied by M/s
Abibha/FBD

23

Air Duct Assly LB &

RB Supplied by M/s
Ashika
Air Duct Assly LB &
RB Supplied by M/s
EC Blades/Panchkula

G4-471
G4-491
G4-499
G4-501
G4-504
G4-502
G4-542
G4-551
G4-552
G4-550
G4-614
G4-593
G4-592
G4-595
G4-591
G4-605
G4-602
G4-603
G4-601
G4-604
G4-617
G4-628
G4-613
G4-616
G4-500
G4-503
G4-594
G4-607
G4-614
G4-615
G4-623

12399
12417
12422
12424
12428
40054
12453
12461
12462
12463
12504
12497
12487
12499
12494
12507
12500
12485
12515
12490
12512
12521
40074
40075
40051
12426
12484
12502
12504
12509
12524

WR/SBI
NWR/BGKT
SCR/GY
SR/GOC
SCR/GY
SWR/HUBLI
SCR/GY
CR/PUNE
NR/TKD
NR/TKD
NFR/SGUJ
SECR/RYPS
WR/SBI
SECR/RYPS
SECR/RYPS
NWR/BGKT
SECR/RYPS
WR/SBI
NR/LKO
SCR/GY
SCR/GY
NFR/SGUJ
NWR/BGKT
SR/GOC
NR/TKD
SCR/GY
NWR/BGKT
CR/PUNE
NFR/SGUJ
CR/PUNE
NR/AMV

24.03.2011
13.05.2011
06.06.2011
06.06.2011
21.06.2011
17.06.2011
16.09.2011
15.10.2011
15.10.2011
18.10.2011
03.01.2012
22.12.2011
06.12.2011
20.12.2011
12.12.2011
16.01.2012
22.12.2011
05.12.2011
20.01.2012
08.12.2011
20.01.2012
10.02.2012
28.01.2012
19.01.2012
04.06.2011
14.06.2011
02.12.2011
23.12.2011
03.01.2012
13.01.2012
21.02.2012

G4-651

12560

WR/SBI

23.03.2012

24

Page | 134

25

Damper Asm supplied

by Ashok
Engg/Chennai

26

Damper Asm supplied

by ASA/Sahibabad

G4-567
G4-570
G4-571
G4-572
G4-573
G4-574
G4-575
G4-576
G4-577
G4-578
G4-579
G4-584
G4-585
G4-591
G4-592
G4-593
G4-595
G4-634
G4-639
G4-708
G4-710
G4-718
G4-720
G4-721
G4-725
G4-611
G4-613
G4-614
G4-615
G4-616
G4-594
G4-617
G4-618
G4-620
G4-621
G4-622
G4-623
G4-624
G4-625
G4-626
G4-627
G4-628

12488
12478
12472
12480
12469
12477
12483
12470
12468
12465
12467
12486
12489
12494
12487
12497
12499
12530
12536
12606
12607
12604
12622
12623
12608
12520
40074
12504
12509
40075
12484
12512
40076
12526
12510
12528
12524
12518
12523
12545
12514
12521

NFR/SGUJ
NWR/BGKT
WR/SBI
SCR/GY
SECR/RP
NFR/SGUJ
SCR/GY
NFR/SGUJ
SECR/RP
SCR/GY
SECR/RP
WR/SBI
NFR/SGUJ
SECR/RP
WR/SBI
ESCR/RP
ESCR/RP
SR/GOC
CR/PA
SR/GOC
SR/GOC
WR/SBI
NWR/BGKT
NFR/SGUJ
SCR/GY
NFR/SGUJ
NWR/BGKT
NFR/SGUJ
CR/PA
SR/GOC
NWR/BGKT
SCR/GY
NR/TKD
SR/GOC
CR/PA
SR/GOC
NR/AMV
SECR/RP
NR/AMV
NWR/BGKT
NR/LKO
NFR/SGUJ

26.011.2011
21.11.2011
14.11.2011
22.11.2011
31.10.2011
15.11.2011
28.11.2011
31.10.2011
09.11.2011
30.10.2011
05.11.2011
20.12.2011
29.11.2011
12.12.2011
06.12.2011
22.12.2011
20.12.2011
28.02.2012
13.03.2012
19.06.2012
21.06.2012
29.06.2012
30.06.2012
05.07.2012
12.07.2012
31.01.2012
28.01.2012
03.01.2012
14.01.2012
19.01.2012
05.12.2011
20.01.2012
28.01.2012
14.02.2012
16.01.2012
26.02.2012
24.02.2012
28.01.2012
24.02.2012
03.03.2012
23.01.2012
10.02.2012

Page | 135

Electrical:
SN

Description

Engine No.

Cab Heater
Supplied by M/s
Topgrip

Dynamic Brake
Hatch Assly
Supplied by M/s
Daytom Phonix
Traction Motor
supplied by M/s
YONGI

G4-488

Loco
No
12501

Shed
CR/PUNE

Date of
Dispatch
23.12.2011

G4-489

12502

CR/PUNE

23.12.2011

G4-492

12505

WR/SBI

14.01.2012

G4-493

12506

NWR/BGKT

17.01.2012

G4-494

12507

NWR/BGKT

16.01.2012

G4-496

12509

CR/PUNE

14.01.2012

G4-497

12510

CR/PUNE

16.01.2012

G4-498

12511

CR/PUNE

25.01.2012

G4-499

12512

SCR/GY

20.01.2012

G4-500

12513

SCR/GY

19.01.2012

G4-501

12514

NR/LKO

23.01.2012

G4-503

12516

NR/LKO

25.01.2012

G4-166

40073

NWR/BGKT

10.01.2012

G4-168

40075

SR/GOC

19.19.2012

G4-169

40076

NR/TKD

28.01.2012

G4-

12454

SCR/GY

3175A-10001,
10005, 10006
3157A-10002,
10003, 10004
3175A-110011,
110008, 110012,
110015, 11003,
110013
3175A-110004,
110007, 110002,
110001, 110010,
110006
3157A-110017,
110009, 110014,
110018, 110005,
110016

12366

WR/SBI

Jan-2011

12377

WR/SBI

Feb-2011

12479

SCR/GY

22.11.2011

12480

SCR/GY

22.11.2011

12482

WR/SBI

28.11.2011

Page | 136

Installed Position of
Aux.GEN. supplied
by M/s. DPE(I)

0003D11

WDG412487
WDG412492
WDG412494
WDG412496
WDG412497
WDG412499
WDG412501
WDG412506

0007D11
0002D11
0005D11
0001D11
0006D11
0004D11
0008D11

SBI/WR

06.12.11

BGKT/NWR

10.12.11

RYPS/SECR

12.12.11

GY/SCR

16.12.11

RYPS/SECR

22.12.11

RYPS/SECR

20.12.11

PA/CR

23.12.11

BGKT/NWR

17.01.12

*****

Page | 137