The Hindu Business Line : ‘We are upgrading technology to meet competition’

Chittaranjan Locomotive Works (CLW), named after Deshbandhu Chittaranjan Das and from where the nation’s first WG Class steam loco was rolled out in 1950, is still the country’s only electric locomotive production unit for Indian Railways. Given the Eleventh Plan projected requirement of 1,800 state-of-the-art electric locos by 2011-12 to meet the nation’s transportation needs, it is felt by the mandarins of Railway Board that additional capacity should be created. Consequently, a new electric loco plant is coming up at Madhepura in Bihar, the home State of the Union Railway Minister, Mr Lalu Prasad. In the meantime, CLW, at its production unit located in Chittaranjan town (border of Bengal and Jharkhand) is going about silently and confidently to deliver up to 200 electric locos this year and 250 in 2008-09, and has taken up a Rs 120-crore capacity augmentation programme (Rs 40 crore for plant and machinery and Rs 80 crore for other infrastructure-related works). Mr V. Shankar, General Manager, CLW, spoke to Business Line recently at Chittaranjan on the future of CLW, its current production schedules and various other issues.

Excerpts from the interview:

Given the current electric loco production targets and future requirements in an emerging competitive scenario, how well-equipped is CLW today?

We are well equipped now to meet the current year’s target of 200 electric locos. But, more importantly, our production capacity augmentation programme is well on course and, on completion by 2009-10, should be in a comfortable position to meet the requirements of Indian Railways fully. One of our key tasks is to meet fully the system’s requirements for replacements (spares and other components) and our motivated work-force is now fully engaged in this work.

What is the position with regard to outsourcing of spares?

We produce most of it in-house. But, yes, we also need to outsource some bought-out items, such as small sub-assemblies and portions of metal fabrication (sheet metal works) for shells, bogies, cabs, etc., especially for the conventional locos, as we need to fulfil our supply obligations towards the zonal railways which are using CLW-produced locos.

What are the priority areas?

Quite clearly, the twin objectives of ensuring the reliability and performance of our locos and taking timely steps to tackle the inevitable technological obsolescence that is bound to set in. After all, the three-phase technology from the then Adtranz was received in the early 1990s, and any such technology tends to become obsolete in a time-span of 15-years.

What steps are being initiated on this front?

Our current technology upgradation programme is based on some important projects. One such involves conversion from GTO (Gate Turn-off Thyristor) technology to the more advanced IGBT (Integrated Gate Bipolar Transistor) device in terms of the loco’s propulsion needs.

We are working on software for the advanced rail control system, governing both main propulsion and auxiliary power. The operation involves critical components, such as compressors, fans, etc.

The plan is to develop the prototype within one year, and we are working with such entities as BHEL, Nalco and Siemens for the auxiliary power converter. There will be both incidental and spin-off benefits, and the efficiency levels of the locos will go up by at least 5 per cent once the changeover is effected.

Another key area we are working on is with regard to the Vehicle Control System, both software and hardware, as the underlying requirement is to shift from a closed proprietary control to an open system, so that Indian Railways need not depend on any single source of supply in the future. “We need to move towards an open protocol, with regard to train controls.” Of course, the principal area of work is Coding, and we are working with a Bangalore-based company on the software, while BHEL is handling the hardware.

When do you think the prototypes based on upgraded technology can be tested in real conditions?

We expect to do this in the next year. And the loco versions involved are the 6,000 hp WAG-7 heavy haulage freight loco, and the WAP-7 passenger loco, which is being upgraded to 7,000 hp.

We are collaborating with BHEL for this project, for the control electronics. The company has already produced 50 conventional WAG-5 locos for us, including the workhorse WAG-7 5000 hp old-class version.

What are the other developments on the R&D front at CLW?

We are working intensively on the “Dr Silver” locomotive project, which involves remote control diagnostic fittings on the locos for preventive care — essentially to keep tabs on the health of the locomotive while in service.

The electronics system will use both Internet and GSM networks to send out the signals to receiving stations for immediate attention of the designated crew to carry out repairs on the loco. We have appropriately labelled the project as one involving “telemedicine for locomotives”.

What is the current status?

Our team is now engaged in upgrading the system into a two-way communication network, as mere receipt of data without any quick follow-up may not suit the purpose.

The project is being taken up in tandem with the GPS mapping (of the entire Indian railway network) work being done by IIT, Kanpur. We expect the Dr Silver locos to be pressed into action for Indian Railways by 2009.

How cost-effective is it?

It will be highly cost effective, as the systems upgradation being done would not cost much.

What kind of cost savings have been achieved so far on account of in-house R&D work in CLW?

Thanks to the work done by our team of engineers in collaboration with Semi Conductors Ltd of Chandigarh, a cost saving of Rs 30 lakh has been achieved for critical components like “Application Specific Integrated Circuits”, which need to be imported.

For instance, the imported cost of the WAG-9 loco was Rs 29 crore in 1995-96, but today it costs around Rs 12 crore because of indigenisation work.

What is the import content in the CLW 3-phase locos now?

Around 9 per cent. We may be able to further bring down the cost of the loco to Rs 11 crore through sustained R&D work, and all efforts are on in this direction.

What about driver cab designs?

We have recently rolled out five WAG-7 five locomotives having newly developed ergonomically designed “crew-friendly cabs for the conventional tap changer locos. The work was done based on the recommendations of the Railway Safety Review Committee, and as per the guidelines of both RSRC and RDSO, Lucknow.

The cab, priced at Rs 5.12 crore, and now costing perhaps a few more lakhs, has been developed keeping in mind both the space requirement for the engine driver and the safety aspects.

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