For official use only

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GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

Enhancement of schedule periodicity and Rationalization of

scheduling pattern of upgraded ALCo locomotives
Phase-1:
Extension of Trip Schedule Periodicity on
select locomotives from 30 days to 40 days

A Report
No. MP. MISC 236 (Rev 00)
July- 2009

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RESEARCH DESIGNS AND STANDARDS ORGANISATION
MANAKNAGAR LUCKNOW-226011

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Rationalization of scheduling pattern: 40 days schedule

Contents
Description
1.0
2.0
3.0
4.0

Introduction
Objective
Review of status: some requirements for 30-days Trip & 120 days (M 4)
Medium schedules
Areas of concern for 40-days schedule and action plan

5.0
6.0
7.0

Area of concerns for 160-days schedule and action plan

Proposed schedule of standard examinations
Recommendations

Page
no.
4-6
6
7-9
9-13
13-14
14
14-15

Annexures
Annexure A
Annexure B

Copy of presentation by ED/MP in CMEs conference, April 09

Copy of minutes of meeting among Board, RDSO & SrDMEs on
40-days schedule on 28-5-09

16-17
18-22

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Rationalization of scheduling pattern: 40 days schedule

Synopsis
The maintenance schedule of ALCo type DE locomotive was first prepared and issued by RDSO in
1981. After assimilation of ALCo technology, significant upgradations in the components & were
made, including upgrading the power rating of the locomotives from 2600 hp to 3100hp.
Technological upgradations on these locomotives also continued with some very significant
improvements and the power rating was further enhanced to 3300/3600 hp. Many of these upgrades
helped in improving the reliability of the locomotive and increasing the Trip schedule of the
locomotives from 7 days to 15/20 days. With the introduction of more advanced feature, notably,
microprocessors and roller suspension bearings, and also changes in operational and maintenance
requirements of diesel locomotives, a need for change of the scheduling pattern became necessary.
Accordingly, further enhancement of Trip schedule interval to 30 days on select locomotives was
implemented in 2008. This has now been implemented successfully.
The time has now come for a fresh review of the scheduling pattern of microprocessor-based ALCo
family locomotives such that the benefits of all modern concepts are fully exploited. The report
identifies the road map for introduction of comprehensive changes in scheduling pattern of select
microprocessor locomotives, including a switch over to 40 days. One of the important features for this
switch over is mandatory incorporation of a system, which would enable on-line monitoring of
locomotive parameters. It has been emphasized, however, that concept of Diesel Loco Service
Centres as envisaged in Report No MP MISC 195 (Rev-00) Sep-2007 must be pursued in the long
run to make this concept of increased scheduling interval fully successful.

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Rationalization of scheduling pattern: 40 days schedule

Enhancement of schedule periodicity and Rationalization

scheduling pattern of upgraded ALCo locomotives

of

Phase-1:
Extension of Trip schedule periodicity on select locomotives from 30 to 40 days
1.0 Introduction
1.1 Experience has shown that incidence of unforeseen maintenance like re-torquing,
leakages, developing electrical faults etc., more than the recharging of consumables or
adjustments, is the major impediment in increasing the interval between minor schedules of
our dieselelectric locomotives. Improved maintenance is the obvious solution but it is not an
area which can be upgraded overnight; efficient fault information and sensed & measured
parameter data and their management has, however, already become a thriving reality on the
locomotives equipped with micro-processor based Control system. These locomotives have,
therefore, been the immediate candidates for an enhanced trip schedule regime, viz. 30-days
Trip schedule pattern, which has been stipulated, vide RDSO report no. MP.Misc-212 of April
08. Subject to the mandatory conditions, as defined in this report, e.g., roller suspension
bearing arrangement, pure air brake system etc. being met, these locomotives are now be
governed by a 30-days Trip schedule regime.
1.2 The 30-days Trip schedule content of these select locomotives has been defined in this
report; items, which formed a part of the earlier 40-days schedule and are not listed therein,
were re automatically transferred to 60-day schedule for these locomotives.
1.3 It was also stated in the report that the proposal for setting up Diesel Loco service centres
(DLSCs) on the lines of Trip sheds for electric locomotives, as recommended in RDSO report
No. MP Misc. 195, Sept., 07, at selected locations, should also be accepted by Board along
with the recommendations for the proposed 30-days schedule regime.
1.4 As mentioned by RDSO in the reports mentioned above, the basic philosophy of
scheduling of locomotives has gradually shifted to predictive maintenance generally overriding
adoption a purely service life based maintenance. Employment of new era technology and
microprocessorbased monitoring & sensing, archiving, fault log, analysis & recall and similar
intelligence has made it possible to depend more and more on a predictive format,
superseding a strict time based regime. Although our diesel-electric locomotives are not fully
geared to follow predictive maintenance yet, we have covered significant ground by upgrading
our equipment, particularly the incorporation of microprocessorbased controls and allied
features (like pre & post lubrication & microprocessor based engine governing). One of the
important advancement in this area has been gradual but successful introduction of
equipment and software for on-line health monitoring of locomotives. This concept,
introduced has been introduced in the form of Remote Monitoring & Management of
Locomotive & Trains (REMMLOT) on diesel locomotives. Eight locomotives are currently
provided with this equipment along with the upgraded very versatile microprocessor-based
control and monitoring system and there has been a telling effect on the performance of these
locomotives. This equipment enables monitoring of all critical parameters of a locomotive live;
the system is geared to enable a maintenance shed to not only monitor the locomotive but
also manage and plan scheduled and non-scheduled attention effectively. Apart from
numerous other benefits, this development has brought us close to approaching a predictive
maintenance regime. Even if predictive maintenance regime is some time away on IR, a mix
of time-based scheduling with elements of predictive maintenance philosophy incorporated to
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Rationalization of scheduling pattern: 40 days schedule

enhance the periodicity of scheduling as such, is well within the reach of diesel locomotive
maintainers on IR.
1.5 Development of on-line health monitoring of locomotives and other improvements
described in the report later permit us to review the scheduling regime once again and
enhance and rationalize the same further. One of the anomalies which has cropped up in our
scheduling pattern is the mismatch of lower schedules with overhaul/rehab schedules,
particularly rebuilding at DMW and POH; for example an eight yearly POH pattern does not
match fully with the wheel change requirement which is in the region of 54 months whereas
the bogie is run out for complete overhaul in 48 M schedule. Similarly, the eight yearly POH
has a mismatch with the second POH; the second POH may fall merely 2 years before
rebuilding, which is ideally to be done in 18 years. There is a need to take advantage of
improvements in the area of engine components also and top overhaul in 24 M should be
extended by some extent. This aspect was studied specifically, among others by making on
the spot investigations in various sheds and a tentative revised scheduling pattern was
worked out by RDSO. The obvious candidates for upgradation of scheduling pattern would be
the select 30-day schedule microprocessor locomotives with roller suspension bearings, air
brake and other upgraded features. The current scheduling pattern of these locomotives is
given below along with the desired periodicity to bring it in line with other higher schedules,
assuming rebuilding at 18 years periodicity as the base:

Schedule Code Existing periodicity

T-30 (or T 40)
30 days
M 2
60 Days
M4
4 Months (120
Days)
M8
8 Months
M 12
12 Months
M 16
16 Months
M 20
20 Months
M 24
24 Months
M 48
48 Months
M 72
72 Months
M 96 (POH)
96 Months
Rebuilding
216 months

Desirable periodicity (rebuilding in 18 years)

Trip
40 Days
40 Days sch. repeated till

200 D

200Days; equivalent to Ist Qly

40 Days sch. repeated till

400 D

400 Days; equivalent to Ist Hyly

Above pattern repeated till

27 M

27 months; equivalent to M 24

Above pattern repeated till

54 M

54 months; equivalent to M48

Above pattern repeated till

9Y
Rebuilding

9 years; equivalent to POH

216 months

Note:

Schedules are telescopic in nature. i.e. lower schedules items get covered in
higher schedule. T 30/T40 schedules to be carried out after 40 days; name
retained as Trip schedule to distinguish this schedule from the term Monthly
schedule understood today.
1.6 The subject was studied thoroughly by RDSO and a presentation was made on the
subject in the CMEs conference in April 09 by Executive Director/MP. A copy of the
presentation is annexed as Annexure A. The presentation was well received by all CMEs and
it was broadly agreed that RDSO would hold a meeting of key SrDMEs and inputs would be
taken in detail in this meeting to determine the future road map on the subject, particularly the
introduction of 40days schedule.
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Rationalization of scheduling pattern: 40 days schedule

1.7 The said meeting of SrDMEs was held on 28th May 09 at Bhopal, with shed in charges
form VTA, GY, ED, TKD, ET & Raipur attending apart from Board, RDSO & DLW. There was
broad agreement on the proposals put forward by RDSO. It was, however, decided that we
should concentrate on rationalization of schedules up to the erstwhile half-yearly schedule and
the balance higher schedules should be tackled after introduction and successful implantation
of the revised pattern as Phase 1. The minutes of this meeting may be seen at Annexure B.
It was, therefore, proposed that RDSO should work on the following modified pattern:

Schedule proposed by RDSO

Sch. code Periodicity
Schedule
T1
40 Days
Trip
T2
80 Days
Trip
T3
120 Days
Trip
T4
160 Days
Trip
T5
200Days
Ist Quarterly
T1
240 Days
Trip
T2
280 Days
Trip
T3
320 Days
Trip
T4
360 Days
Trip
T10
400Days
Half Yearly

Schedule agreed to between RDSO & SrDMEs

Sch. code
Periodicity
Schedule
T-1
T-2
T-3
T-4
T-5
T-6
T-7
T-8
T-9
T10

40 Days
80 Days
120 Days
160 Days
200 Days
240 Days
280 Days
320 Days
360 Days
400 Days

Trip
Monthly
Trip
Ist Quarterly
Trip
Monthly
Trip
nd
II Quarterly
Trip
Half Yearly

1.8 It is seen that although the 1st trip and Monthly schedule would have the same content,
different nomenclature has been proposed by SrDMEs to make sure that the locomotive visits
the home shed at least once in 80 days. Nomenclature and content of schedules cannot be
based on such indirect controls; it is proposed that it be clearly stipulated that for 40 days
schedule locomotives, two successive schedules cannot be done away from home shed. This
would address the concern of SrDMEs better.
1.9 It has been decided by RDSO that enhancement of Trip schedule to 40-days and Ist
Medium schedule to 160 days should be taken as the first step and a review of other
schedules can be done subsequently. This report is being issued in line with this decision.

2.0 Objective
The Objective of this report is,

To review the implementation of 30-days schedule regime on the identified select

microprocessor-based locomotives
To identify and list out the areas of concern for 40-days Trip schedule and 160 days
first medium schedule
To freeze the mandatory equipment and processes for these upgraded schedules
Issue guidelines for enhanced Trip and Medium schedule interval for the locomotives
fitted with identified upgraded equipment

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Rationalization of scheduling pattern: 40 days schedule

3.0 Review of status: some requirements for 30-days Trip & 120 days (M 4)
Medium schedules
3.1 At the outset, let us review whether Railways have been able to provide all the Must fit
items for 30 days in place; needless to add, while introduction of an enhanced schedule
periodicity regime may be done without ensuring all the requisite features for some time, it
would have a negative impact in the long run and may even prove counter-productive. The
status of the same is presented in the table given below:
Item

Provided on
30 days sch.
Locos?; Y/N
Long life LO filters to RDSO spec. no. 0.2600.15 (Rev.4) Jan 07.
Y
Air Dryer to RDSO spec. no. MP.0.01.00.17 (Rev.3) March 07.
Y
Mechanically bonded Radiator to RDSO spec. No. MP.0.0500.01
Not all locos
Plate type lubes oil cooler RDSO spec no. TS/ED/97/16 of Dec 1997 and
Y
as per DLW Drg. No. TPL 8515 to Part no. 11457260
LED based marker light & flasher light to RDSO spec. no.
Y
ELRS/SPEC/PR/0022 (Rev.1) October 04 & RDSO spec. no.
ELRS/SPEC/LFL/0017 (Rev. 1) Sep 04.
Twin beam headlight DC-DC converter (500W) to RDSO spec. No.
Y
ELRS/SPEC/DCDC converter/0021 (Rev. 1) September 2004.
Paperless micro-processor based speed indicator to RDSO spec. no.
Y
MP.037.00.10. (Rev. 00) Jan 2006.
Glass fibre-secondary engine air filter to EDPS 535 & RDSO spec No
To be
MP.0.2600.16; pre-cleaners to EDPS 436 & RDSO spec No MP.0.2600.16
confirmed
3.2 Another important issue for deciding locomotive scheduling is the in-built reliability of
sub-systems and components. The system does have some unreliable components, which
may last in service only for a certain time and need to be examined frequently to avoid failure
on line; this interval of examination is based mainly on experience. We did suffer some loss in
reliability with upgradation of schedules in the past as this aspect was generally ignored; with
the introduction of periodicity of 30 days for the first maintenance schedule, this issue was
given due consideration and hence the decision to limit the 30-days scheduling regime to only
microprocessor-based locomotives. This concept can be strengthened further if the availability
of all the intelligence and data log from a locomotive is ensured not only on the locomotive but
with the maintainers in advance. Moreover, this information may be made available not in raw
form but duly processed to help in maintenance decisions. All this has become feasible with
the incorporation of use of on-line health monitoring equipment, i.e., REMMLOT. It is,
therefore, recommended that a locomotive must be provided with REMMLOT equipment
before it can be put in 40-days schedule regime. Basic details of REMMLOT system, as
applied on diesel locomotives on IR, may also be seen in Annexure A. Needles to add, this
would not only ensure quicker acceptability of and realization of benefits from of REMMLOT
but also guide us gradually towards to larger objective of adopting some form of predictive
maintenance.
3.3 Diesel Loco service centres (DLSCs): It was decided recommended earlier that the
decision of switch over to 30-days schedule on certain locomotives should be taken
simultaneously with the decision to set up DLSCs; this aspect is invariably interlinked with the
enhancement in periodicity of schedules as an essential concept in the holistic picture oil
modifications to scheduling pattern. Early commissioning of DLSCs should, therefore be
stressed once gain while recommending further upgradation of scheduling pattern.
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Rationalization of scheduling pattern: 40 days schedule

3.4 Having frozen the basic requirements, we should also ascertain the status in respect of all
the recommended features for 30-days schedule locomotives as brought out in report no.
MP.Misc-212 of April 08. It is was also seen that in addition to mandatory items listed in the
said report above, RDSO had talked of certain desirable features as well as certain
upgradations, which were in the process of trial/qualification. Introduction of 30-days schedule
was not delayed for these items to be fully developed and incorporated in locomotives but it
was clarified that unless a time frame was fixed for these items, they might get overlooked in
the long run also, which would be detrimental to the health of the identified locomotives. It
obviously follows that we must ensure that all 40-days locomotives are certainly provided with
all these features. These items, which were variously covered under paras 4.5 & 4.6 of the
said report, have been listed herewith.
Item
Micro-controller
based Governor
Cooling
water
system

Recommendations
In view of issues like fault log in MCBGs, governor oil top up and integration with
microprocessor etc. , only MCBGs to be provided
Only Nil abrasion hoses to be used at the locations identified to eliminate cases of
hose failures; other hoses to be sourced from DLW-appd. sources only. (Instruction
Bulletin No MP.IB.ES.03.13.09, February 2009).
Swivel type water jumpers procured as Kit to DLW part No 10071696, drawing no
SKE-1028.
Use of De-aerator assly. instead of bubble collector (Instruction Bulletin No.
MP.IB.ES.06.46.09. under issue).
Fitment of EMD pattern pressure caps to drg. No TPL 3345 (PL: 11663935)

and modified water expansion tank (details circulated vide CDE/DLW letter
No. dlw.m.65.177.1 dt. 26-04-08).
Lube oil system and Only Nil abrasion hoses to be used at the locations identified to eliminate cases of
allied engine system
hose failures; other hoses to be sourced from DLW-appd. sources only, preferably to
be procured as a kit prepared by DLW, DLW part no 10272392 (Instruction Bulletin
No. MP.IB.ES.03.13.09, February 2009).
Use of non-asbestos flexible graphite (graphoil) insert gasket, replacing the poor
performer asbestos-based flexitallic gaskets to DLW Kit part No 10176068 (Instruction
Bulletin No MP.IB.ES.02.20.08, June 2008).
Shift to tanged graphite gaskets in place of asbestos embedded sheet packing (HP
sheet) gaskets to have a positive impact on reliability and maintainability. RDSO has
issued issue recommendations for this separately.
Cork & sheet gaskets (part nos. given below) replaced by Buna N rubber gasketting
with good results (Instruction Bulletin No MP.IB.ES.04.25.08, August 2008).
10170558, 10170601, 10175910, 10170571, 10170236, 10170248

Fuel oil system

Small auxiliaries

Self-cleaning filters or improved Viton O-rings on LO filter drum (Instruction Bulletin No

MP.IB.EN.05.36.09 June 2009).
Single ferrule flareless tube (ermetto) fittings procured from the standard DLW sources
only; the kit details of same for engine is listed in drawing No. SKE 1389, DLW part
No. 11666328.
Use of non-asbestos flexible graphite (graphoil) insert gasket, replacing the poor
performer asbestos-based flexitallic gaskets to DLW Kit part No 10176068
Use of low micron mean pore size long life fuel filters as per RDSO report no. MP
MISC. 224 Rev.(00) December 2008.
Only Nil abrasion hoses to be used at the locations identified to eliminate cases of
hose failures; other hoses to be sourced from DLW-appd. sources only, preferably to
be procured as a kit prepared by DLW to DLW part no 10272940 (Instruction Bulletin
No MP.IB.ES.03.13.09, February 2009).
Fire retardant hoses at some specific locations (Instruction Bulletin no
MP.IB.ES.05.31.09. June 2009).
Action for single ferrule flareless tube (ermetto) fittings as in case of LO system also as
for Lube oil system
Only AC small motors i.e. CCM, fuel booster pump motor & Dirt collector motor to
RDSO specification no. MP.0.24.00.20 (Rev. 00) June 2000 & DLW part no. 12102131,
12102120 & 12102143 respectively be provided to eliminate any minor sch. attention.

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Rationalization of scheduling pattern: 40 days schedule

Item
Air brake system &
Compressor

Bogie and traction

motors

Cables

Critical fasteners
Exciter / alternator
gear case

Recommendations
Only upgraded compressor or compressors provided with upgraded kit as per the latest
consolidated Instruction Bulletin No.
MP.IB.BK.08.37.09 Rev.- (00) dated
11/10.06/07.2009 of particular importance is for sheds to ensure fitment of improved
compressor filter to RDSO Modification sheet No. MP.MOD.BK.01.01.08 (Rev 00)
March 2008 and circulated vide letter No. SD Dev Expressor dated 25.03.2008 and
only Hoerbiger type discharge valves as per (RDSOs Modification sheet No.
MP.MOD.BK.01.01.08 dt. 24.03.08.
Other features:
EMD type MR Auto drain valve to DLW part no. 17390059 (Instruction Bulletin No.
MP.IB.BK.05.19.08 Rev. (01) dated 29.12.2008).
EMD type J-filter to DLW part no.11360306 as per Modification sheet No MP.
MOD.BK.06.06.08 (Rev,00) dt 11.09.2008).
Ensure fitment of Hoerbiger type discharge valves as per Modification sheet No.
MP.MOD.BK.01.01.08 dt. 24.03.08).
Double-ferrule fittings on brake pipelines
Improved TPU type gear case seals; Modification sheet No. MP.MOD.EM.02.02.09
(Rev.03) dated 29.04.2009.
Rolled thread type gear case bolts; Specifications available; procurement discipline
needs improvement (instruction bulletin No MP.IB.EM.04.38.09 (under issue).
Horn stay bolts should be fitted with disc lock washers.
Sealed conduits for control cables IB No MP.IB.EM.10.34.08 dated 11.11.08.
Heat shrinkable tubings IB No MP.IB.EM.09.29.08 dated 07.10.08.
Improved Nitrile rubber cable cleats with serrated edges (modification sheet No MP.
MOD.EM.11.35.08 (Rev, (00) dt 11.11.2008).
Std. make FIP, fuel jumper & exhaust manifold bolts should be sourced from DLW
approved sources only of critical hardware.
Revised dipstick with min. 30 mm & max. 65 mm mark to be incorporated in all
locomotives (IB no. MP.IB.EM.02.07.04 dated 20.08.2004).

4.0 Areas of concerns for 40-days schedule and action plan

Based on the practical knowledge available over the years at RDSO and the Zonal Railways
and subsequently the experience of running nearly 500 locomotives on a 30-days schedule
regime, a list of possible of constraints have been drawn up for examination. This list has been
drawn up after assuming that all the features discussed hitherto in this report are fully
accepted and in place. The table given below is basically an attempt to address the issues
connected with these constraints:

Areas of concern and their status vis--vis suitability for 40-days schedule, keeping 10 %
margin (in terms of number of days of operation); it may explained that with the
availability of on-line health monitoring equipment and other features, even this margin is
not taken as 20/25% but 10% as a notice period of 4 days is more than adequate for
recall of a locomotive
Whether any technological or maintenance-based solution is available for problem areas
And if an identified solution is accepted, what could be a good and acceptable timeframe for the same
Item and
status

i) Lube oil:
The
consumable
LO capacity
is 600 liters;
some
problems are

Level of criticality
(Y/N; (listed by 2
sheds or more)
N

Technological up gradation in
the area
With further improvements in
addition to FE kit (1980s) &
higher (600 litres) sump
capacity (1990s), OG liner,
use of Multigrade 20 W 40 oil,
current data
pegs the
consumption at 0.5 to 0.7 % in

Remarks
(And recommendations
if criticality is Y)
No action required
except that 3_RV
modification at DLW and
DMW should be
expedited.

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Rationalization of scheduling pattern: 40 days schedule

Item and
status

Level of criticality
(Y/N; (listed by 2
sheds or more)

reported
about
high
viscosity

ii) Gear case

compound;
consumption
and
hardening

Technological up gradation in
the area
LFR terms
LO consumption expected to
reduce further with 3-RV ring
combination under trial
Considering LOC as 2-3.5 and
450 kilometers per day, lube oil
can suffice 67 to 43 days
respectively.
The issue of high viscosity
does not directly impact on Trip
schedule periodicity; in any
case, detailed instructions have
been issued by RDSO vide
letter no. SD Eng oil dated
07.05.2009
Original design of the case had
06 Kg consumable margin; not
adequate for 40 days. The design
was upgraded to 09 Kg
consumable margin (Ref. BHEL
Drg 04461699012), mainly by
changing the height of filling hole;
level of compound has been
increased from 72 mm to 118
mm. This modification was
discontinued, as there were
apprehensions that due to
churning of oil, hardening of the
same would take place but the
same was reexamined and
fitment of only 9 Kg capacity gear
case is considered necessary.
One important aspect has also
been the problem of hardening of
compound due to overfilling; this
has
been
addressed
vide
Instruction
Bulletin
No.
MP.IB.EM.02.23.09
dated
02.04.2009.

iii) Battery
water topping
up

Since the trails with Servotrac

Lube of M/s IOC did not succeed,
fresh trial was taken in hand to
assess performance of improved
lubricants Balmerol Prototrac lube
of M/s Balmer Lawrie & Shell
Malleus GL 400 of M/s Shell).
This trial is, however, a long-term
affair and results would not be
available before Dec 09.
Use of Low-maintenance lead
acid batteries (RB letter No
2002/M (L) 466/ 2706 dt 30-1106). Lead acid battery 450 AH or

Remarks
(And recommendations
if criticality is Y)

Feedback has further

revealed that average
consumption
of
compound per day on
locomotives
with
all
modifications varies from
0.2 to 0.1 kg/gc/day,
which
indicates
that
compound can last 40
days if fitted with 9 kg
capacity gear case, but
may not meet the 25%
margin requirement.
All 40-days schedule
locomotives should be
equipped with 9 Kg gear
case to drawing No.
04461699012 are filled
up
employing
the
modified dipstick as per
Instruction Bulletin No.
MP.IB.EM.02.23.09 dated
02.04.2009
In view of some promise
from the ongoing trials
with improved compound,
and more so from
improved TPU seals, this
concern should not hold
us back from going for
40-days schedule.

Modification implemented;
no action required;

Page 10 of 22

Rationalization of scheduling pattern: 40 days schedule

Item and
status

Level of criticality
(Y/N; (listed by 2
sheds or more)

iv) RTTM
bearings & Ushaft
greasing

vi) Brake
blocks

vii) Top up of
cardium
compound in
Fast
coupling

vi)
Heat
dissipation &
air blowing of
radiator

viii) Cleaning
of
electrical
components

Technological up gradation in
the area
500 AH (fully implemented),
batteries do not require any
attention before a minimum of 45
days.
Experience on 30-days schedule
locomotives has shown that
sealed bearings type RTTM
blower
has
eliminated
the
problem of frequent greasing and
that greasing periodicity for
Universal shaft can be safely
shifted to 40-days sch., provided
a control is maintained on the
quality of grease nipple.
With the use of L Type
Composition Brake Block to
Specn.
No.
MP.0.01.00.04
(Rev.05) April05, Drg. No.
SK.DP-3650 Alt.1, instead of CI
brake
blocks,
frequent
replacement is eliminated.
RDSO has completed extensive
trials with Molykote LT 00 grease
instead of cardium, coupled with
sealant type Molykote 111 at
faces of the coupling & treatment
of coupling gasket with Si coat
DC-1-2577 with good result.
Instruction Bulletin on the subject
shall be issued by 31-7-09.
As informed earlier, RDSO has
been working on improving the
efficacy of cleaning in practice
such that a scheduled locomotive
is turned out with much superior
cleaning to last longer and that
improved cleaning, removing dust
and muck from the surface of the
radiator, can be done by using
pressurized jet equipment and an
effective solvent.
Problem has been reported only
by VTA shed, which is related
more with poor supplies from M/s
Perfect. This has been dealt with
separately by RDSO.
Introduction of inertial car body
filters to replace mesh type carbody filters has minimized ingress
of dust in electrical equipment.
Sealing of doors was also
improved by DLW in the latest
design of superstructure in 2003
but some problems continue. For
locomotives not fitted with inertial

Remarks
(And recommendations
if criticality is Y)

Greasing periodicity for

Universal shaft to be
taken to 40-days sch. and
sheds to control the
quality of grease nipple in
use.

Modification implemented;
no action required;

Instruction Bulletin No.

MP.IB.ES.07.48.09 for
use of grease and
sealants in Fast coupling
to be implemented on all
40-days schedule.

External
cleaning
of
radiators schedule using
steam or pressurized
water jet cleaner* along
with RDSO approved
cleaning solvents (at
present only 10% solution
of Orion 5017 has been
tried and found effective).
Letter no. SD MF 13
dated
17.04.2009
of
RDSO
for
approved
solvent connects.

DLW should undertake

improvement in design of
doors and its sealing
further based on the
feedback of Railways.
Fitment of inertial car body
filters should be done
regularly at DLW & DMW.
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Rationalization of scheduling pattern: 40 days schedule

Item and
status

Level of criticality
(Y/N; (listed by 2
sheds or more)

Technological up gradation in
the area
carbody filters, RDSO has been
developing
an
alternate
retrofittable a solution for clean air
intake. RDSO has recently
completed trials with throw-away
type carbody filters, as indicated
above and Mod sheet for
implementation is under issue.

ix)
Clean
intake air for
compressor

x) Air blowing
of rectifier

Sealing and pressurization has

been attempted by DLW many
times; the GETS microprocessor
locomotives were fitted with a
reasonably good system (2 fans
installed below the micro panel for
cooling; in addition, many locos
fitted with GETS control have
FTMB air tapped and passed
through additional filter (GD80) to
get filtered pressurized air in the
control compartment.) Based on
experience some arrangement
needed be standardized by
RDSO for 30-days schedule
locomotives such that the future
builds, and preferably even
retrofitted locomotives do not
require much cleaning attention
during Trip schedule. The scheme
has now finalized by RDSO and a
Mod sheet is under issue.
Although efficient inertial car body
filters have been developed by
RDSO, the intake air for
compressor is still not taken care
of well, except for improvement in
the compressor-mounted filter
detailed earlier. It was decided at
the stage of implementation of
30-days sch. that RDSO should
provide a solution for clean air
intake for compressors for new
builds as well as retrofitment.
RDSO has completed trials with
throw-away type carbody filters,
as indicated above; Mod sheet for
implementation is under issue.
Experience on 30-days schedule
locomotives shows that air
blowing and minor cleaning of
rectifiers can be extended to 40
days. This item varies vastly from
shed to shed; many sheds feel
that even an 80-days schedule for
this is adequate.

Remarks
(And recommendations
if criticality is Y)
Modification sheet No.
MP.MOD.EN.05.20.09
Rev.(00) July 2009 for
fitment of throw-away type
carbody
filters
for
alternator room to be
implemented on all 40days schedule locomotives
not fitted with inertial
carbody filters..

On all 40-days schedule

locomotives, Modification
sheet No. MP.MOD.EN.
05.20.09 Rev.(00), July
2009 for fitment of
pressurization
cum
filtration arrangement for
control compartment to
be implemented.

Modification sheet no.

MP.MOD.EN.05.20.09
Rev.(00) July 2009 for
fitment of throw-away
type carbody filters of
compressor room to be
implemented on all 40days
schedule
locomotives.

No action required; to be
carried out in 40-days
schedule.

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Rationalization of scheduling pattern: 40 days schedule

Item and
status

Level of criticality
(Y/N; (listed by 2
sheds or more)
&
N

xi) Check
replacement
of TM carbon
brush

Technological up gradation in
the area
Study in sheds in respect of
extent of replacement of brushed
during trip schedule showed that
extending the examination period
from 30 days to 40 days should
not present any problem; some
issues related with quality of
brush and trials with constant
Pressure spring brush holders are
under study by RDSO separately.

Remarks
(And recommendations
if criticality is Y)
No action required; to be
carried out in 40-days
schedule.

5.0 Areas of concerns for 160-days schedule and action plan

RDSO has done a detailed study to determine that the proposed 160 days medium schedule
to replace the existing M4 schedule would not present any significant problem. This was
generally agreed to by Sr. DMEs and only the following issues can be listed as relevant:
Cleaning and overhauling of injectors (160 days instead of present M4): Many shed do
this work in M8 without any problem. In any case, it is expected that this would not be an
issued after introduction of low mean pore size filters. Another improvement in hand is
extensive trials with Fuel Eliminator, which separates out moisture from fuel. Introduction of
Fuel Eliminator on all 40-days sch. Locomotives can, therefore, be recommended as a
desirable item and the specification for the same nay be circulated by RDSO
Tappet phasing & Blow Bye (160 days instead of present M4): In view of advanced
monitoring equipment and extensive data being available, extension of Blow Bye test to 1660
days does not present any problem. Tappet phasing may an area of concern and this would
need to be carried out with greater care during 160 days schedule. The subject may be
reviewed after introduction of upgraded schedule regime and meanwhile RDSO is also
working on certain improvements which can arrest the tendency of disturbance in Tappet
clearances.

Cleaning of Centrifuge (160 days instead of present M4): Nearly all the do this work in
M4 without any problem. Extension of this work to 160 days should not present any problem.
Engine secondary filters (gets shifted to 320 days instead of present M8) air filters: The
filter specifications have gone through major upgradation recently. The full impact of this
improvement is not very well established; RDSO does, however see possibility of upgrdation
to 320 days in sheds, which do not have very dusty areas of locomotive operation. In other
sheds, the periodicity would need to be reduced to 160 days.
Overhaul of Fuel Booster Pump (gets shifted to 320 days instead of present M8): Study
shows that this would not present any problem.
Checks on bogie clearances (gets shifted to 320 days instead of present M8): Study
shows that this may not present a major problem but since improved bushing materials are
under extended trials, it is recommended that provision of improved brake rigging bushes be
made a desirable item; instructions shall be issued by RDSO separately.
Overhaul of Additional C2 relay valve (gets shifted to 320 days instead of present M8):
Study shows that this may not present a major problem but since improved C2 relay valve is
Page 13 of 22

Rationalization of scheduling pattern: 40 days schedule

under extended trials, it is recommended that provision of improved C2 relay valve brake be
made a desirable item; instructions shall be issued by RDSO separately.

6.0 Proposed Schedule of standard examinations

(for the locomotives selected for 40-days schedule)
6.1 Since it was decided that enhancement of Trip schedule to 40-days and Ist Medium
schedule to 160 days should be taken as the first step and a review of other schedules can be
done subsequently, the proposed schedule interval of locomotives fully equipped for 40-days
Trip schedule shall be as given in para 1.7. The revised schedule content and the format for
entry of details shall be circulated by RDSO on acceptance of proposals in this report.
6.2 An important aspect to be kept in mind is the lube oil consumption; this is the most
important item, which determines the requirement of the locomotives to be serviced. Since all
locomotives from DMW shall be fitted with 3RV piston ring configuration from January 2010
onwards, these locomotives can be a clear candidate for a 45-days schedule instead of 40days schedule, as the lube oil consumption on these locomotives would be much lower. This
issue can also be reviewed while examining the performance of 40-days schedule
locomotives.

7.0 Recommendations
7.1 It is seen that the further upgradation of microprocessor-based locomotives already under
a 30-days schedule with various features identified by RDSO, particularly the system of online monitoring, renders these locomotives amenable to a 40-days Trip schedule regime. A
gradual switch over to a 40-days schedule regime on these locomotives, including a 160-days
first medium schedule as a natural requirement, after completion of the said upgradation, is
proposed for consideration of Board. The proposed scheduling pattern is as under:

Proposed scheduling pattern of nominated upgraded locomotives under on-line health

monitoring regime
Sch. Code
Periodicity
Schedule
T-1
40 Days
Trip
T-2
80 Days
Monthly
T-3
120 Days
Trip
T-4
160 Days
Ist Quarterly
T-5
200 Days
Trip
T-6
240 Days
Monthly
T-7
280 Days
Trip
nd
T-8
320 Days
II Quarterly
T-9
360 Days
Trip
T10
400 Days
Half Yearly

7.2 The 40-days Trip schedule content of these select locomotives has been frozen by RDSO
and the same should be the basis for implementation of upgraded schedule regime.
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Rationalization of scheduling pattern: 40 days schedule

7.3 Before large-scale introduction of the revised scheduling pattern, a quick review shall be
done as 45-days schedule is a distinct possibility on locomotives provided with 3-RV
configuration in the engine.
7.4 It should be clearly stipulated that for 40 days schedule locomotives, two successive
schedules cannot be done away from home shed.

Page 15 of 22

Rationalization of scheduling pattern: 40 days schedule

Annexure A
Copy of presentation on 40-days schedule etc. by EDSMP
during CMEs conference, April 09

Page 16 of 22

Rationalization of scheduling pattern: 40 days schedule

Page 17 of 22

Annexure B
Minutes of meeting of SrDMEs on revision of existing scheduling pattern
Subject: A Meeting on revision of existing 30 days Trip schedule to 40 days and onward-proposed schedules
1. A meeting was called at Bhopal on 28.05.2009 for reviewing the existing 30 days trip schedule to 40 days.
List of participants on the meeting:

1.

Name of officer
Sri S M Sharma

2.
3.
4.
5.
6.
7.

Sri Srikant
Sri Sachin Puneta
Sri Vinod ji
Sri Joy
Sri Vishal Kapoor
Sri Yogesh Kr. Dewangan

Designation
Dir. Mechanical
Engg. Traction
Sr. DME (Diesel)
Sr. DME (Diesel)
Sr. DME (Diesel)
Sr. DME (Diesel)
Sr. DME (Diesel)
DME (Diesel)

Rly / Shed
Railway Board/ NDLS
Gooty/ SWRly/
Itarsi /WCRly
TKD/ N. Rly
Erode / SRly
WRly /Vatva
Raipur/ SECRly

1.

Name of officer
Sri Vivek khare

Designation
Director / Motive Power

RDSO

2.
3.
4.
5.

Sri Vikas Purwar

Sri Anil Kumar
Sri D. K. Sarkar
Sri S.K. Sangal

Director / Motive Power

Director / Motive Power
ADE/ MP
SE / MP

RDSO
RDSO
RDSO
RDSO

2. No of Locomotives implemented for 30 days trip schedule: as per DME/Tr, more than 500 locomotives are qualifying for the requirement
as stipulated.
Vatva
55

Erode
21

Gooty
38

TKD
22
None of them now working for 30 days

Itarsi
26
16 WDM3D+10WDG3A

Raipur
26
11 goods, WDM3D+15 mail WDG3A

3. Shed wise problems:

Problem
MBR heat
dissipation
Cardium
compound in the
gear case getting
harden

VTA
Problem is there as Fins to
tube bonding problem on
M/s Perfect make radiators
locos fitted with RSB and
freight WDG3A locos &
some what problem in
WDM3d locos also.

Gooty
No problem

Erode
No problem

Raipur
No problem

TKD
No problem

Locos with RSB

and freight
WDG3A locos &
somewhat problem

Problem solved by
making the gauge
& checking properly
for topping up

No problem.
TPU seals not
tried

No problem.
TPU seals
not tried.

Itarsi
Somewhat
problem is
also there
Problem
exists to
some
extent;

Page 18 of 22

Rationalization of scheduling pattern: 40 days schedule

in WDM3D locos
also. G/C getting
dirty due to
leakage of C/C

Cam shaft lobes

wearing

Oil viscosity
problem

dropping of
gear/break
age of bolts
on
WDM3As
specially.
TPU seals
not tried
Cam
If problem
changed
is there
totally in M48 cam lob not
schedule
repairedchanged

Cam of M/s APS Cam

Matec Pvt Ltd.
BAHADURGARH - /GTB low
hardless.
DMW / Patiala & of M/s
Precision Precision Cam
Shaft Ltd.SHOLAPUR - are
better.
Suddenly getting increase
the viscosity of oil in the low
LOC locos WDM3D

Agreed with the

problem

No problem

No problem

No problem

No problem

No problem

No problem

Pressure cap aasly.

Shed shard their experience

that on load at 74-75C water
level comes down 9 below
with in one hour.

No problem

No problem

No problem

Fuel oil filter

Fuel Mag filters is useful in

enhancing the life of injector.

Water level
reduces to 15 cm
after 30 days
afraid that 40
days schedule
ELWI may
operate. 75
locomotives are
fitted with EMD
type pressure
cap.
No problem

No problem

No problem

Page 19 of 22

No problem

Some
where
problem is
also there.

Not having
low mean
pore filters
shall be

Rationalization of scheduling pattern: 40 days schedule

7
8

Compressor air
intake filters
Problem of rectifier

required for
the locos
implemente
d 40days
trip
schedule
Presently cleaned in trip (30 days) wiremesh type convert in to paper type filter then their shall be no problem.
Air blowing in
trip 30 day still
diode burning
cases
Facing the
problem of
poor quality of
TM carbon
brush reqd
replacement
frequently.

No problem

No problem

No problem

No problem

Agreed
with the
problem

No problem

No problem

No problem

No problem

Facing the
problem of
poor
quality of
TM carbon
brush
reqd.
replaceme
nt
frequently.
Doing in
M-8, No
problem
for 200
days

Poor quality of TM
carbon brush

10

Injector overhauling

Doing in M-4, may be problem when enhancing the schedule at 200 days interval. Doing in M-8,
Agreed overhauling of injector in proposed T-160 (Qly.) schedule.
No problem
for 200 days

11

Tappet phasing &

blow by
Centrifuge

All shed stated that their shall be problem if the M-4 schedule is enhanced to 200 days (M7).

12

Cleaning in
M-4

Cleaning in M-4

Cleaning in
M-4

Cleaning in M-4

Page 20 of 22

Cleaning in
M-2

Cleaning in
trip (30
days ).Dirt
collecting
shaft
bushing

Rationalization of scheduling pattern: 40 days schedule

13

MCBG dry run- can

Reqd. oiling

Linkage oiling is necessary in

M-2

---

---

---

size to
enlarge.
--

In M-4

In M-12

--

--

---

In M-4

be done
14

Additional relay
valve

15

Inertial air filter in

Presently changed in M-8, in proposed enhanced schedule it shall be changed in 200 days.No problem

3. Compressor valves- changing practicesValves

HP discharge valve

TKD
In T-30

HP inlet valve
LP discharge valve
LP inlet valve

In M-2
In M-2
In M-4

ET
In M-2
In M-4

GY
In M-2

Proposed schedule for Comp. Valves

T-40
HP discharge valve

In M-2

LP discharge valve
LP/ HP inlet valve

T-160

4. Suggestions:
o
o
o
o
o

No shed has yet tried out the cleaning solution Orion 5017 for external cleaning of the radiator as air blowing / steam jet is being used foe cleaning
the radiators.
Problem of cardium compound in the gear case getting harden in the locos fitted with RSB and freight WDG3A locos & some what problem
inWDM3d locos also.
VTA shed suggested that SUCS is better than the conventional FE shaft. Proposed that 40 days sch. implemented locos should have this type of
shaft.
Director MP stated that procurement & use a of standard ermatto fittings as per vendors stated in DLW vendors directory, aeroquip fire retardant
hoses for fuel oil system etc. other reputed items can arrest the leakage problems and improve the reliability of the locomotive.
It was decided in the meeting to review the schedule as under to ensure that the loco come to the shed atleast once in 80 days.

Page 21 of 22

Rationalization of scheduling pattern: 40 days schedule

Schedule proposed by RDSO

Sch. code
T1
T2

Periodicity
40 Days
80 Days

Schedule
Trip
Trip

T3
T4
T5
T1
T2
T3
T4
T10

120 Days
160 Days
200Days
240 Days
280 Days
320 Days
360 Days
400Days

Trip
Trip
Ist Quarterly
Trip
Trip
Trip
Trip
Half Yearly

Schedule agreed to between RDSO and

SrDMEs
Sch. code
Periodicity
Schedule
T-1
40 Days
Trip
T-2
Monthly
80 Days
T-3
T-4
T-5
T-6
T-7
T-8
T-9
T10

120 Days
160 Days
200 Days
240 Days
280 Days
320 Days
360 Days
400 Days

Trip
Ist Quarterly
Trip
Monthly
Trip
nd
II Quarterly
Trip
Half Yearly

5.Conclusion:
1. From the discussion it seems that 40 days trip schedule can easily be implemented in those locos, which are running with existing 30 days, schedule and
qualifying for requisite requirements as stipulated in RDSO report No. MP Misc. 212 (Rev. 0).
2. Diesel shed Raipur shall send the data of 6 Loco run for 40 days trip schedule to RDSO.
3. RDSO will send their staff to Diesel shed Itarsi and Vatva to carryout study of the problem of gear cases.
4. RDSO will send a letter to the concerned sheds to carry out field trial of Balmerol Prototrac Lube in place of existing cardium compound that are facing
the problem of hardening.

Page 22 of 22