Lube oil leakage.
there is an urgent need to address repeated failures of HHP locos due to premature shortage of lube oil .
40 incidences of lube oil shortages in line have been observed in 2011-12 & 2012-13 (up to July’12). Around 200 cases of lube oil leakages were observed in last 14 months during schedule checking at Shed. Details are enclosed.
Action plan to arrest lube oil leakage:
Cleanliness: Cleanliness of power pack and lube oil pipe line needs to be ensured. Present level of cleanliness is grossly unsatisfactory making it extremely difficult to observe leakages and take remedial measures. Loco must be totally clean to observe leakage/sweating of even a drop of lube oil.
Pre-commissioning: Misalignment in lube oil pipe line should be thoroughly attended during pre-commissioning. Misalignment of pipe line has been found to be major contributor of lube oil leakage. Practices followed in SWR should be implemented by shed. Supervisors should be deputed to collect the practices followed in leading sheds.
List of vulnerable locations: Vulnerable locations causing repeated leakages should be identified. List of locations as compiled from shed records is given in annexure. These locations should be carefully checked with the help of check sheet in every schedule. Copy of check sheet is enclosed. Vulnerable locations should be made must attention item during yearly and above schedules.
Trend monitoring of loco with previous trip’s lube oil consumption: Trend monitoring of LOC and lube to fuel oil ratio of the current trip with past records should be done to observe rise in trend if any. Stringent bench marking of lube oil to fuel ratio for Shed out loco should be kept (preferably less than 0.5) and no loco should be permitted to leave the shed above this consumption. Analysis of five months LOFR data indicates that LOFR of 37locos are lying below 0.6. Shed should strive to achieve this value as internal target and progressively bring it below 0.5.
LOFR locos LOFR locos
≥ 1 16 0.6 to 0.5 18
1 to 0.8 23 ≤ 0.5 19
0.8 to 0.6 35
Workmanship and Root Cause: Root-cause analysis of premature perishing of gaskets, hoses etc should be ascertained and corrective action should be taken.
Measurement of liner, ring and piston groove wear: measurement of these parameters should be recorded to find wear of liner, ring and piston grove. Premature wear should be reported to OEM for further analysis.
Valve and valve guide clearance: Using a telescoping gauge, check the valve guide inside diameter. Check that the outside diameter of the valve stem is not less than the minimum limit.
Maintenance of Lube oil separator: For lube oil separator to operate properly, crankcase suction needs to be in a range of from 50.8 mm (2") H2O to 203 mm (8") H2O. If crankcase suction falls outside of this range after engine maintenance work, a thorough engine inspection should be performed to determine the cause. If no obvious cause is found, crankcase suction can be brought back into range by substituting a different size air ejector nozzle. Crankcase vacuum measurement should be taken at full load and speed, preferably after at least one hour of running time as crankcase suction tends to decrease as the engine temperature increases.
explore use oversized piston and oversized ring groove after machining piston groove.( details are in IB, copy enclosed.)
Incorporate best maintenance practices: Best maintenance practices should include:
Colour matching of surface before fitment of gasket.
Banning use of oversized/thicker gasket.
Surface preparation
Pipe alignment and checking contour and bend to ensure that pipe lines are not under stress.
Use of effective clamping to mitigate effect of vibration. Clamp must have soft cushion inside to eliminate biting of pipe lines.
Maintenance of ejector to ensure creation of adequate vacuum. Its periodical measurement.)
Periodical DPT (180days) of identified vulnerable locations prone to crack.
Hydraulic testing of heat exchangers.
Planned replacement of gaskets, hose pipes during 2/3 yearly schedule based on past failure data.
Check Sheet for arresting lube oil leakage
No loco should be allowed with lube oil external leakage. Following are the vulnerable locations :
Turbo spin on filter steel pipe leakage from brazed area.
Aux. drive gear housing leakage.
Lube Oil drain pipe leakage.
Lube Oil strainer ‘O’ ring deformed and leakage.
Scavenging Pump to filter drum armour gasket leakage.
Scavenging Pump Pressure Plug leakage.
Lube oil cooler to strainer armour joint leakage.
Hot oil detector elbow leakage and leakage from flexible hose.
Lube Oil Cooler pipe line near cooler base lube oil leakage.
Lube oil filter drum plug leak.
Scavenging Pump out let pipe leakage from flange.
Lube oil cooler tube crack.
Lube oil leakage from turbo housing bottom end.
Lube oil conditioning gauge leak.
Lube oil leakage from soak back flange.
Lube oil leakage from turbo soak back filter base.
Lube oil cooler to strainer flange joint leak.
Hand hole cover lube oil leakage.
Lube oil leakage from top deck cover.
Lube Oil Vent pipe to cooler leakage.
Lube oil supply pipe to Gov. inside top deck cover leakage.
Lube oil leakage from pre-lube plug.
Lube oil leakage from OST housing.
Lube oil cooler to water tank vent pipe leakage.
OST housing to cooler vent middle joint leakage.
Main Lube Oil Pump discharge elbow to Lube oil strainer vent pipe leakage.
II. Lube Oil leakage from Power Assembly (whose life are more than three years):
Sign of oil leakage in power assembly seen from air box location wise.
Check condition of baggies filter, if found air box dirty with sand particles.
Piston oil ring side clearance and face to face clearance to be measured when power assy.
removed.
III. Less crank case vacuum (crankcase vacuum should be 2 cm min. in idle and 8 cm
in 8th notch), areas to attend in case of less CCV:
1. Ejector unit nozzle in-accurate size.
2. Top deck cover clip broken or loose.
3. Top deck cover gasket worn out.
4. Hand hole cover gasket worn.
5. Ejector hose and elbow damaged or loose or slip.
IV. LOFR monitoring trip-wise (LOFR should be within 0.5):
V. No loco should be allowed with external lube oil leakage.
there is an urgent need to address repeated failures of HHP locos due to premature shortage of lube oil .
40 incidences of lube oil shortages in line have been observed in 2011-12 & 2012-13 (up to July’12). Around 200 cases of lube oil leakages were observed in last 14 months during schedule checking at Shed. Details are enclosed.
Action plan to arrest lube oil leakage:
Cleanliness: Cleanliness of power pack and lube oil pipe line needs to be ensured. Present level of cleanliness is grossly unsatisfactory making it extremely difficult to observe leakages and take remedial measures. Loco must be totally clean to observe leakage/sweating of even a drop of lube oil.
Pre-commissioning: Misalignment in lube oil pipe line should be thoroughly attended during pre-commissioning. Misalignment of pipe line has been found to be major contributor of lube oil leakage. Practices followed in SWR should be implemented by shed. Supervisors should be deputed to collect the practices followed in leading sheds.
List of vulnerable locations: Vulnerable locations causing repeated leakages should be identified. List of locations as compiled from shed records is given in annexure. These locations should be carefully checked with the help of check sheet in every schedule. Copy of check sheet is enclosed. Vulnerable locations should be made must attention item during yearly and above schedules.
Trend monitoring of loco with previous trip’s lube oil consumption: Trend monitoring of LOC and lube to fuel oil ratio of the current trip with past records should be done to observe rise in trend if any. Stringent bench marking of lube oil to fuel ratio for Shed out loco should be kept (preferably less than 0.5) and no loco should be permitted to leave the shed above this consumption. Analysis of five months LOFR data indicates that LOFR of 37locos are lying below 0.6. Shed should strive to achieve this value as internal target and progressively bring it below 0.5.
LOFR locos LOFR locos
≥ 1 16 0.6 to 0.5 18
1 to 0.8 23 ≤ 0.5 19
0.8 to 0.6 35
Workmanship and Root Cause: Root-cause analysis of premature perishing of gaskets, hoses etc should be ascertained and corrective action should be taken.
Measurement of liner, ring and piston groove wear: measurement of these parameters should be recorded to find wear of liner, ring and piston grove. Premature wear should be reported to OEM for further analysis.
Valve and valve guide clearance: Using a telescoping gauge, check the valve guide inside diameter. Check that the outside diameter of the valve stem is not less than the minimum limit.
Maintenance of Lube oil separator: For lube oil separator to operate properly, crankcase suction needs to be in a range of from 50.8 mm (2") H2O to 203 mm (8") H2O. If crankcase suction falls outside of this range after engine maintenance work, a thorough engine inspection should be performed to determine the cause. If no obvious cause is found, crankcase suction can be brought back into range by substituting a different size air ejector nozzle. Crankcase vacuum measurement should be taken at full load and speed, preferably after at least one hour of running time as crankcase suction tends to decrease as the engine temperature increases.
explore use oversized piston and oversized ring groove after machining piston groove.( details are in IB, copy enclosed.)
Incorporate best maintenance practices: Best maintenance practices should include:
Colour matching of surface before fitment of gasket.
Banning use of oversized/thicker gasket.
Surface preparation
Pipe alignment and checking contour and bend to ensure that pipe lines are not under stress.
Use of effective clamping to mitigate effect of vibration. Clamp must have soft cushion inside to eliminate biting of pipe lines.
Maintenance of ejector to ensure creation of adequate vacuum. Its periodical measurement.)
Periodical DPT (180days) of identified vulnerable locations prone to crack.
Hydraulic testing of heat exchangers.
Planned replacement of gaskets, hose pipes during 2/3 yearly schedule based on past failure data.
Check Sheet for arresting lube oil leakage
No loco should be allowed with lube oil external leakage. Following are the vulnerable locations :
Turbo spin on filter steel pipe leakage from brazed area.
Aux. drive gear housing leakage.
Lube Oil drain pipe leakage.
Lube Oil strainer ‘O’ ring deformed and leakage.
Scavenging Pump to filter drum armour gasket leakage.
Scavenging Pump Pressure Plug leakage.
Lube oil cooler to strainer armour joint leakage.
Hot oil detector elbow leakage and leakage from flexible hose.
Lube Oil Cooler pipe line near cooler base lube oil leakage.
Lube oil filter drum plug leak.
Scavenging Pump out let pipe leakage from flange.
Lube oil cooler tube crack.
Lube oil leakage from turbo housing bottom end.
Lube oil conditioning gauge leak.
Lube oil leakage from soak back flange.
Lube oil leakage from turbo soak back filter base.
Lube oil cooler to strainer flange joint leak.
Hand hole cover lube oil leakage.
Lube oil leakage from top deck cover.
Lube Oil Vent pipe to cooler leakage.
Lube oil supply pipe to Gov. inside top deck cover leakage.
Lube oil leakage from pre-lube plug.
Lube oil leakage from OST housing.
Lube oil cooler to water tank vent pipe leakage.
OST housing to cooler vent middle joint leakage.
Main Lube Oil Pump discharge elbow to Lube oil strainer vent pipe leakage.
II. Lube Oil leakage from Power Assembly (whose life are more than three years):
Sign of oil leakage in power assembly seen from air box location wise.
Check condition of baggies filter, if found air box dirty with sand particles.
Piston oil ring side clearance and face to face clearance to be measured when power assy.
removed.
III. Less crank case vacuum (crankcase vacuum should be 2 cm min. in idle and 8 cm
in 8th notch), areas to attend in case of less CCV:
1. Ejector unit nozzle in-accurate size.
2. Top deck cover clip broken or loose.
3. Top deck cover gasket worn out.
4. Hand hole cover gasket worn.
5. Ejector hose and elbow damaged or loose or slip.
IV. LOFR monitoring trip-wise (LOFR should be within 0.5):
V. No loco should be allowed with external lube oil leakage.
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