DPWCS in Freight Electric Locos

Page 1 of 22 Issued On 25.07.2016 Report No.
RDSO/2016/EL/IR/0171 Rev ’0’
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Government of India
Ministry of Railways
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Technical Report
No.RDSO/2016/EL/IR/0171 Rev ’0’
Issue Date: 25.07.2016
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Page 2 of 22 Issued On 25.07.2016 Report No. RDSO/2016/EL/IR/0171 Rev ’0’
Status of Revision
SN Date of Revision Page No. Revision Reason for Revision
1. First Issue -- -- --

Table of contents
SN Description Page No.

1. Introduction 4
2. Terminology 4
3. Brief History of development 5
4. Concept of DPWCS 5-7
5. System Description 7-11
6. Present Status 11-13
7. Procurement Plan 14
8. Performance of DPWCS in field 14-15
9. Issues to be resolved 15-17
10. Road Map 17-18
11. Some Glimpse of DPWCS 18-22

1.0 Introduction
Tap changer electric locomotives working on Indian Railways are provided with
electrical wire coupler at both ends to facilitate working in multiple units
(MU).There are 3 wire coupler namely B,C and D each carrying 19 core cables at
both ends of loco. On Indian Railways goods train run on ghat section which are as
steep as 1 in 37 and 1 in 50.Many a times it requires 6 to 7 locomotives to haul
goods train on these steep gradients. Due to limitation of coupler capacity, all the
locomotives could not be attached in front of the train. A remote control system for
locomotive through a wireless link is, therefore required for controlling locomotives
placed in the train consist from the leading locomotives. DPWCS by using Radio
Frequency (RF) technology in place of existing wire couplers facilitates working
from leading locomotive. The locomotive in such system can be either in multiples
i.e. all working in front or some may work in middle or rear of train. System
reduces coupler forces when remote locomotive work either in the middle or rear of
the train and therefore incidences of train parting are reduced.
Distributed Power refers to the physical distribution of locomotives at

intermediate points throughout the length of a train. The Distributed Power
Wireless Control System (DPWCS) is conceived to provide coupling between locos
through RF communication.
With Increase in freight traffic demands and to reduce the cost of operation, Indian
Railway has been concentrating for increase throughput per train. This is being
achieved by improving in design and wagon having better pay to tare weight ratio,
increasing number of wagons per train, increase in axle load etc. One important
operational method is running Long Haul trains. Long haul train is a common
feature in developed countries like USA and Australia. Running of long haul train
immediately increasing throughput per path considerably and there by helps in
reducing the congestion in busy route. It has added advantages by increasing the
speed of the rolling stocks as a result of reduction in the number of trains.
The concept of the distributed power was developed to operate the long haul trains
where operational considerations or economics required it. Using Distributed
Power Wireless Control System total 4 Remote Locomotives can be connected in
anywhere in the train consists. All the remote locomotive will always be
synchronized with the lead locomotives. This will not only reduce the number of
loco pilots but also ensure efficient running of trains as all the engines will operate
simultaneously when starting them or bringing them to a halt.
2.0 Terminology
The distributed power wireless control system is Locotrol (Trade name of M/s
General Electric) in common parlance. The terminologies used for the Locotrol on
Indian Railways are as under:
DPWCS: Distributed Power Wireless Control System for Tap Changer & three Phase
Electric Locomotives
DPCS: Distributed Power Control System for Diesel Locomotives

3.0 Brief History of Development
The inception of DPWCS in the name of LOCOTROL is a decade old on diesel

locomotives. However, the inception of same could not be initiated on the electric
locomotives anywhere in the world because of difficulties in interfacing of system
with electric circuits which is quite cumbersome especially for synchronization of
notches in all the locomotives beside precise negotiation of neutral section. Inspite
of all the constraints, RDSO initiated the development of WMUCS (Wireless
Multiple Unit Coupler System-earlier nomenclature adopted by IR) for electric
locomotive & developed a specification and finally developed the first working
prototypes of WMUCS on two no. ARNO based WAG7 locomotives in the year 2011.
The 1st set of WMUCS was not having the feature of synchronized braking &
during trial of same in long haul; it was observed & concluded that without
synchronized brake application in lead & remote locos, the coupler forces were out
of limits & in turn the system was not effective for long haul. To address the issue,
RDSO revised the specification by incorporating the feature for synchronized
braking & other requirements based on field trials & renamed the equipment as
‘Distributed Power Wireless Control System (DPWCS)’.
4.0 Concept of DPWCS

4.1 Difference between Conventional and DPWCS Enabled Train
Conventional Train
With Conventional Train the Tractive Force is applied from the front due to lack of
synchronizing possibility between the Locomotive.
Fig 1: Conventional train
DPWCS Enabled Train

With DP Enabled Train, the locomotives can be anywhere in the train consist as all
the locomotives are synchronized over the radio link.
Fig 2: DPWCS enabled train
4.2 Why Distributed Power System?
Conventional Configuration 1
Conventionally in the Indian Railways when the hauling capacity of a freight train
needed to be increased the below configurations were used.

Fig 3: Drawbar forces when all locomotives in front

In the above configuration the MU line of both locomotives are interfaced such that
the second locomotive will duplicate all actions of the driver in the lead locomotive.
 Higher coupler forces.
 Train length limited to 58 wagons in case of UIC braking.
 Localized force acting on the Track
Conventional Configuration 2
Fig 4: Drawbar forces in push-pull mode
Advantages
 Higher tractive effort available.
 Lower coupler forces
Disadvantages
 High risk of error as no automatic safety interlocks available. Synchronization
of locomotives is done via walkie talkie voice communication between pilots
which can rarely be synchronized in time.
Distributed Configuration
This is a suggested optimal configuration to increase hauling capacity but
implemented without DP (Manually synchronized over walkie talkie) but problem of
synchronization & communication over walkie talkie still exists.
Fig 5: Drawbar forces when either side with loco in middle of the train
Advantages
Higher tractive effort available.

Lower coupler forces

Faster braking. Brake pipe charging time reduced.
4.3 Benefits of DPWCS
 Reduced draft forces along a train will reduce the lateral force between wheel and
rail on curves, thus reducing energy consumption and wear & tear on various
running components.
Another benefit is quicker application of standard air brakes. With all braking
control at the front on a conventional train, it can take several seconds for brake-
pipe pressure changes initiated by the Loco pilot to propagate to the rear. Under
radio-controlled distributed power operation, the brakes are set at remote
locomotives simultaneously with the command initiated on the lead locomotive,
providing a more uniform air brake response throughout the train.
 Higher throughput due to Quick turnaround time.
 Reduce cutting train-path costs
 Reduce manpower Cost
 Reducing the high input associated with forming and splitting up trains
5.0 System Description

The DPWCS is conceived to provide coupling between locos through wireless
communication. If required to couple one or more Locomotives in the middle or
rear of the train, it is not possible to extend the cables to such a long distances.
Distributed Power Wireless Control System (DPWCS) will give the solution to
eliminate the wired coupler between the locomotives and crew when working in
MU consists. The remote locomotive will always synchronize with the lead
Locomotives. The parameters of the remote locomotive like notch position,
dynamic Break position, BP, BC, MR, FP, Airflow, Lamp signals like LSDJ, LSGR,
LSB, LSP,LSCHBA, LOSL and Sanding will be displayed in the Driver Interface
Unit of the lead loco. If required the Lead loco pilot can control the remote
locomotive individually through touch screen options of display unit.
5.1 System Architecture
Fig 6: System Architecture

The following are the main components in the system.

 Control & Communication Unit
 Display Unit
 Brake Interface Unit
 Radio Antenna
 Encoder
 Pressure Transducers.
5.1.1 Control & Communication Unit (CCU)

Control & Communication unit monitors and control all the system activities.
CCU will read the BCD inputs, Notch, Brake input and send to the remote
locomotive through RF link. In the remote loco, the system receives the
information from lead and Control the corresponding I/Os as required. CCU will
keep on communicating with the DIU to update the status information on
screen. The CCU consists of Power Supply Module, Communication Module,
Redundant Processor Module, Digital Input Module, Digital Output Module,
Digital Counter Module, Analog Input Module, Radio Modem & Ethernet Switch
etc.
CCU Radio Modem
Fig 7: CCU & Radio Modem
5.1.2 Driver Interface Unit (DIU)

The Driver interface unit is a Touch screen with colour TFT display. This unit is
responsible to communicate with the processing unit to display all the
instantaneous status of the self and remote Locomotives BCD coupler inputs,
Pressures like MR, BP, FP, BC, Battery Voltage, and lamp signals of the
Locomotive. The DIU fixed below Speedometer and in front of LP in both Cabs.
One emergency switch is provided on the DIU unit to isolate the system from
the Lead Locomotive in emergency conditions. One Neutral section push button

switch is provided on the DIU. This should be press by the pilot to activate the
automatic neutral section negotiation in remote locomotives. One alarm with
indication is provided in the driver interface unit to alert the loco pilot if any
uncertainties in the system.
Fig 8: Driver Display Unit
5.1.3 Brake Interface Unit (BIU)
Brake Interface Unit (BIU) is designed to interface with IRAB-1 braking system
to synchronize the braking between the Lead Locomotive and the Remote
locomotive. This is BIU is part of the Distributed Power Wireless Control
System. The system only provides or works as an add-on module to the existing
IRAB system and still uses the complete Braking features of the IRAB brake
system for the implementation. The Systems primary responsibility is to mirror
Brake Handle controlled pilot pressure on all remote and let the Loco brake
system implement the rest of the Braking, making this methodology very rugged
and with a minimalist approach.
There is one BIU installed inside the machine room, behind CAB2. The DPWCS
system continuously monitors the BP control pressure and the BC control
pressure of the LEAD Locomotive, When the system identifies a change in the
BP or BC control pressure of the LEAD Locomotive the same is intimated to the
Remote Locomotives. The DPWCS at the Remote locomotive commands the BIU
to recreate the same amount of control pressure on the Remote IRAB to
implement the required pressure. The system is provided with manual operated
cocks at input and output for manual over ride.

Fig 9: Brake Interface Unit
The system in lead will read the control pressure of A9 and send to the remote
locomotive through RF link. The system in remote locomotive receives the
command and gives it to the Brake Interface Unit. In Brake interface unit will
give required control pressure to the Additional C2 Relay valve to control the
Brake pipe of Locomotives. Same way the control pressure of SA9 and send to
the remote locomotive through RF link. The system in remote locomotive
receives the command and gives it to the Brake Interface Unit. In Brake
interface unit will give required control pressure to the C2 Relay valve to control
the Brake pipe of Locomotives. The system in remote locomotive will always
monitor the feedback of pressure after issuing the command. If system realizes
the required feedback has not attained the system will isolate the BIU and
inform the same to the Lead loco Pilot through audio visual warnings.
5.1.4 Radio antenna

There are two antenna mounted on top of the locomotive on CAB-2 side. One is
multiband antenna and another is single band antenna. In multiband there is a
provision for RF, GPS & GSM. These are Omni directional planar type antenna.
The maximum transmitting power of this antenna is 50W.
Fig 10: Radio Antenna

5.1.5 Pressure Transducers

These transducers are designed to use in heavy duty applications. The input
voltage range for these transducers is 9 to 32V DC. The output of this
transducers are 4 to 20mA. The response time of this transducers are 2ms.
This is a device used to measure the pressures in the locomotive like BP, BC,
MR and FP. The output of these transducers will be given to the Analog input
module. This analog module converts this analog signal into digital data and
sends it to processor card through data bus.
5.1.6 Notch Encoder

Push pull encoder was connected on SMGR shaft to read the notch Position in
the Locomotive. This encoder will count the number of rotations and will give to
the Control & Communication System. Initially the Encoder was fixed on SMGR
manual shaft. After that it was fixed on the SMGR gear inside the Machine
room. The following figures show the installation of encoder at SMGR manual
shaft and SMGR gear inside the machine room.
Tap - Notch Encoder

changer
Shaft
Fig 11: Notch Encoder provided in WAG7 loco
6.0 Present Status of DPWCS/DPCS on Indian Railways
6.1 DPWCS in Electric Locos- Total 12 pairs are fitted & working.
(i) SCR- 5 Pair (WAG7)
Section in which being utilized-

(a) Rudrampur siding (RUSG)-Bhadrachalam Road (BDCR)-Kothagudam
Thermal Power Station (KTPS)
(b) KTPS-Manuguru (MUGR)/Konapuram Coal Handling Plant (KCHP)

Section Km
(a) RUSG-BDCR : 9 km
(b) BDCR-KTPS : 16 km
(c) KTPS-MUGR : 52 km
(ii) SER- 1Pair (WAG7) & 2 Pair (WAG9)

(a)Adityapur (ADTP)-Dangoaposi (DPS)-Banspani (BSPX)
(b)Adityapur (ADTP)- Dangoaposi (DPS)-Noamundi (NOMD)
Section Km
(a) ADTP-DPS : 113 km

(b) DPS-NOMD : 7 km
(c) DPS-BSPX : 32 km
(iii) SECR- 1 Pair (WAG7)

Korba (KRBA)-Nagpur (NGP)
Section Km
Korba-Nagpur
(iv) ECoR- 3Pair (WAG7)

Talcher- Paradeep
Section Km
Talcher- Paradeep

6.2 Utilization Mode & Km earned by DPWCS fitted electric locos
Railway Loco Pair No. Average Kms Utilization Mode

Earned/month
28480+28481
27426+27428
Working in Push-pull
SCR 27516+27827 1380
mode
27432+27863
27588+27386
Working in Push-pull
SECR 27909+27913 6480
mode
31282+31284
31525+31526 Working in Push-pull
SER 4500
28583+28589 mode
27255+27770
27774+27795 Working in
ECoR 8730
27813+27838 Wireless Multi
6.3 DPCS in Diesel Locomotives

There are total 26 pairs (52 nos.) of DPCS fitted in Diesel locomotives &
utilization status of same is as under:
Shed No. of Locos Make of DPCS Section

VSKP 10(05 pair) M/s Lotus Talcher-Paradeep
KZJ 04(02 pair) M/s Lotus Isolated Condition
TKD 12(06 pair) M/s Lotus Isolated Condition
VATVA 16(08 pair) M/s Lotus ADI-Mundra Port
HUBLI 02(01 pair) M/s Medha Isolated Condition
ERODE 04(02 pair) M/s GE Isolated Condition
SABARMATI 04(02 pair) M/s GE Isolated Condition
Total= 52 (26 pair)
The team from Electrical Directorate/RDSO visited the Diesel loco shed at Vatva
& Sabarmati & found that utilization of DPCS fitted is not being made to full extent
owing to less length of loop lines required for long haul formation and therefore
working of DPCS fitted locos are less. The details of DPCS fitted locos working in
isolated mode is indicated in above table.

7.0 Procurement Plan
(i) Conventional Electric locos:
Against Railway Board sanctioned RSP item no.
(a) 1169/2013-14 & 389/2015-16 (Qty. 56 Pair by CR)

(b) 1193/2013-14 & 357/2015-16 (Qty. 80 Pair by SCR)
(ii) Three Phase Electric locos:
Against Railway Board sanction in RSP vide pink book Item no.
(a) 351 of 2015-16 (Qty. 50 Pair by CLW)

(b) 308 of 2015-16 (Qty. 25 Pairs by CLW)
Railway Board vide letter no. 2006/Elect (TRS)/441/8Pt dated 20.06.2016

dated has approved that all freight locomotives(WAG9) turned out by CLW shall be
fitted with DPWCS and Zonal Railway shall expedite provision of DPWCS in
conventional freight locos i.e. WAG7 only against sanctioned RSPs.
8.0 Performance of DPWCS in field
RDSO had conducted extensive filed trials to adjudge the suitability of system.
DPWCS has been fine tuned as per observations made during trials & is being
fine tuned for any problem as & when received from user Railways. RDSO
recently carried out foot-plating of DPWCS fitted in Three Phase & conventional
Electric locomotives and found the working of DPWCS fitted locos generally
satisfactory with following observations:
(i) RF communication failures are being observed in some locations.
(ii) System modification is required to run the train with lead loco defective.
RDSO will be advising OEMs to suitable modify the software to address the
issue.
Following are the strength of the system which was observed during foot plating:
1. Reversal of loco is not required at the terminal.

2. At the unloading/loading point; the rake can be moved in unwired portion with
the help of rear loco; thus the requirement of shunting is not there; which
results in reduction in detention of rakes at terminals.
3. SCR has successfully achieved the crewless operation of DPWCS by not
deputing LP/ALP in remote locos. RDSO will consult the requirement with
other Railways where DPWCS is being utilized & review the requirement of
LP/ALP in remote locos accordingly.

4. With the help of DPWCS; South Central railway has achieved operational
benefits due to DPWCS as under:
No. of Turnaround Extra No of crews Total
rakes per time earning due save/day Savings
day to running per day
of
DPWCS/day
Before 5 3 Hrs - - -
Introduction
of DPWCS
After 6 to 7 1 ½ Hrs 4,00,000 1 4,01,833
Introduction
of DPWCS
Like in SCR, DPWCS is providing operational benefits in SECR, SER, ECoR.
9.0 Issues yet to be addressed related to DPWCS on Indian Railways

To utilize DPWCS efficiently & smoothly on Indian Railways; following issues
need to address. RDSO is in the process to address these issues. The issues are
as under
(i) Issues related to Interoperability
To achieve the Inter-operability, the following points to be addressed.
- Standard Communication Protocol

Adoption of standard RF communication protocols for DPWCS units which
shall enable intercommunication between different make of DPWCS. All
OEMs of DPWCS have principally agreed to adopt a standard
Communication Protocol. RDSO is in the process of finalizing a
standard communication protocol.
- Radio Finalization
Use of standard Radio Frequency (RF) data communication devices (UHF
data modems) & Antenna to establish communication between different
makes of DPWCS- no international standardization organization has a
defined platform to narrow band UHF communication for DPWCS
application. Different makes of radio system with different data encoding
and encryption schemes are usually proprietary item- use of standard radio
system is to be decided. All OEMs has agreed to use one type of Radio
Modem i.e. SATEL make. RDSO will necessary instruction in this regard be
amending the specification.
- Standard layout of Driver Interface Unit

The Driver Interface has also to be standardized to facilitate Interoperability.
RDSO has circulated the Standard layout of Driver Interface Unit to OEMs
for comments & will be finalized accordingly.

(ii) Leaky Cable infrastructure for seamless communication in side

tunnel/cuttings.
A joint RF survey was carried out for measurement of RF signal strength in

tunnels & deep cuttings and in-turn to decide the maximum length of
tunnels /cutting above which leaky cable infrastructure is needed for
seamless operation of DPWCS fitted electric locos, a joint RF signal strength
survey between Maramjhiri (MJY) – Dharakhoh (DHQ) Section of Central
Railway on 03-03-2014 & 05-03-2014 in five different tunnels (95 to 555
meters). It is inferred from trial observation that for communication in
tunnels of length more than 50 meters; leaky cable infrastructure is
required for seamless communication. On identified routes, the tunnels are
to be provided with leaky cable to ensure effective communication in
tunnels. Since no. of tunnels (more than 50 meters length) in most of the
Railways are very less, this may not pose much problems. If routes are
identified in these Railways, suitable action can be taken accordingly. The
position of number of tunnels as per the information received from Zonal
Railways is as under-
SN Railway No. of tunnels (length >50 m)

1. Central Railway 83
2. Eastern Railway 01
3. East Central Railway 03
4. East Coast Railway 56 (in KK line)
5. Northern Railway 30 (Jammu- Katra)
6. North Central Railway 02
7. North Eastern Railway Nil
8. North East Frontier Railway 20
9. North Western Railway 01
10. South Central Railway 02
11. South Eastern Railway 04
12. South East Central Railway 03
13. Western Railway 02
14. South Western Railway 18 (under electrification )
55 (Non electrified route )
15. West Central Railway 06
16. Southern Railway 09
Since the requirement of Leaky Cable infrastructure is not felt necessary in the
initial stage & DPWCS fitted locos can be run on identified routs of IR where
tunnels of more than 50m lengths are not being encountered. Accordingly, the
issue of provision of leaky cables/repeater mechanism, interoperability etc.
have been kept in abeyance and the Specification for DPWCS of Conventional
Electric locos & Three Phase Electric locos have been revised by RDSO & CLW
respectively by deleting the requirement of leaky cable infrastructure.

(i) Specification no. RDSO/2008/EL/SPEC/0074, Rev. ‘1’ of DPWCS for

Conventional Electric Locomotives was revised by issuing an Amendment
No. 01 vide letter no. EL/3.1.3/WMUCS dated 27.07.2015.
(ii) Specification no. CLW/C-D&D/ES/3/0549 Alt. ‘A’ of August, 2015 for Three
Phase Electric Locomotives.
(iii) Safety Integrity level (SIL) Certification:
CRS has raised the requirement of SIL certification for DPWCS. It has been
decided that System Design will be as per SIL 2 certification initially & after
stabilizing of system upgrdation of SIL certification will be considered as the
population of locos with DPWCS increases.SIL certification will lead to
redundancy of equipment & will led to increase in size and cost of
equipment manifold. Further; SIL certification & Interoperability can not be
achieved in one go; since a minor change in the system will require re-
certification of SIL. It has been decided that SIL certification will be achieved
after achieving Interoperability.
10.0 Road Map for utilization of DPWCS:
Indian Railways being a state run Railways, its primary concern has
been social commitment towards passenger transport which is largely
subsidized. With quality of Roadways improving, it is becoming increasingly
difficult for Railways to compete with alternate transport options. The only
means of increasing the profitability of the railways is by higher utilization on
the existing infrastructure for higher revenue generation. Distributed Power
Control system has displayed a vast potential in increasing profitability by
many direct and indirect ways like longer train, shorter turnaround time, better
throughput of traffic, lower maintenance of rolling stock and track and lower
energy consumption. World over this has been understood and hence
implemented, which is seen by the ways the countries like USA, Australia and
China has adopted Distributed Power as a mandatory fitment on the freight
Locomotive.
Government of India has also expressed its consent towards the
implementation of Distributed Power on a larger scale, through the Railway
Budget Speech of 2015 Feb by the honorable Minister for Railways as quoted
here
"Long haul freight operations, where two or more freight trains are
combined into a single train formation, will be used extensively. Towards
this end, the construction of long loop lines will be expedited. Further, the
pace at which distributed power systems are to be provided
on locomotives deployed on long haul trains will be speeded up".

Accordingly; Railway Board’s guideline for procurement & fitment of DPWCS in

conventional & three phase locos shall be followed in line with Railway Board’s
letter no. letter no. 2006/Elect (TRS)/441/8Pt dated 20.06.2016
11.0 SOME GLIPMSE of DPWCS
DPWCS Unit Rev.’0’:
Fig 12: DPWCS as per specification Rev ‘0’
DPWCS Unit Rev.’1’:
Fig 13: DPWCS as per specification Rev ‘1’

Fig 14: First locomotives Equipped with DPWCS at ELS/Kazipet
Fig 15: Inauguration of DPWCS fitted Locos at CLW by ML

Fig 16: DPWCS Performance trial at Ajni
Fig 17: Long Haul Trial at BDCR Section

Fig 18: DPWCS Installations at Tatanagar Loco Shed

Fig 19: DPWCS Installations at Ajni Loco Shed
Fig 20 : Brake Interface Unit Testing at RDSO brake Lab


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Page 1 of 22 Issued On 25.07.2016 Report No.

RDSO/2016/EL/IR/0171 Rev ’0’

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SN Date of Revision Page No. Revision Reason for Revision

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SN Description Page No.

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Distributed Power refers to the physical distribution of locomotives at

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3.0 Brief History of Development

The inception of DPWCS in the name of LOCOTROL is a decade old on diesel

4.0 Concept of DPWCS

Fig 1: Conventional train

DPWCS Enabled Train

Fig 2: DPWCS enabled train

4.2 Why Distributed Power System?

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Fig 3: Drawbar forces when all locomotives in front

Fig 4: Drawbar forces in push-pull mode

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Lower coupler forces

4.3 Benefits of DPWCS

5.0 System Description

5.1 System Architecture

Fig 6: System Architecture

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The following are the main components in the system.

5.1.1 Control & Communication Unit (CCU)

CCU Radio Modem

Fig 7: CCU & Radio Modem

5.1.2 Driver Interface Unit (DIU)

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Fig 8: Driver Display Unit

5.1.3 Brake Interface Unit (BIU)

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Fig 9: Brake Interface Unit

5.1.4 Radio antenna

Fig 10: Radio Antenna

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5.1.5 Pressure Transducers

5.1.6 Notch Encoder

Tap - Notch Encoder

Fig 11: Notch Encoder provided in WAG7 loco

6.0 Present Status of DPWCS/DPCS on Indian Railways

(i) SCR- 5 Pair (WAG7)

Section in which being utilized-

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(ii) SER- 1Pair (WAG7) & 2 Pair (WAG9)

Section in which being utilized-

(a) ADTP-DPS : 113 km

(iii) SECR- 1 Pair (WAG7)

Section in which being utilized-

(iv) ECoR- 3Pair (WAG7)

Section in which being utilized-

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6.2 Utilization Mode & Km earned by DPWCS fitted electric locos

Railway Loco Pair No. Average Kms Utilization Mode

6.3 DPCS in Diesel Locomotives

Shed No. of Locos Make of DPCS Section

Total= 52 (26 pair)

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7.0 Procurement Plan

(i) Conventional Electric locos:

Against Railway Board sanctioned RSP item no.