TECHNICAL SPECIFICATION FOR PASSENGER ... - Indian Railways · GSM-R Global System for Mobile –...

of 69 Issued in - May’17June’17 RDSO/2017/EL/SPEC/0129, Rev. ‘0’1’

Prepared by Checked by Issued by

SSE (D)/RDSO SSE (R)/RDSO DSE/TPL/RDSO

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS

TECHNICAL SPECIFICATION

FOR

PASSENGER LOCOMOTIVES

WITH

SPEED POTENTIAL OF 200 KMPH

Specification No: RDSO/2017/EL/SPEC/0129, Rev. ‘01’Issued in: May’2017June’2017

Approved by Signature

EDSE (Co-ord.)/RDSO

Issued by:

ELECTRICAL DIRECTORATE

RESEARCH DESIGNS AND STANDARDS ORGANISATION

MANAK NAGAR LUCKNOW-226011

of 69 Issued in - May’17June’17 RDSO/2017/EL/SPEC/0129, Rev. ‘0’1’



REVISION HISTORY

S.N. Date of Revision Page No. Revision Reasons for Revision

1. June-17 16

18

42

1 Cl. 2.2.1 is modified as “Thelocomotive may consist of 6Axles/8axles. -----Tonnes.”

Cl. 2.6 - New clause added

-Cl.3.3.17.1 & 3.3.17.2- modified

2.

3.

4.

of 69 Issued in May’17June-17 RDSO/2011/EL/SPEC/0129, Rev. ‘01’



TABLE OF CONTENTS

ABBREVIATIONS........................................................................................................................................ 4

DEFINITIONS ............................................................................................................................................... 6

CHAPTER – 1................................................................................................................................................ 8

GENERAL DESCRIPTION, OPERATING AND ENVIRONMENTAL CONDITIONS ........ 8

CHAPTER – 2...............................................................................................................................................16

PERFORMANCE REQUIREMENTS FOR PASSENGER LOCOMOTIVES........................ 16

CHAPTER – 3...............................................................................................................................................20

TECHNICAL REQUIREMENTS OF EQUIPMENTS/SYSTEMS/SUBSYSTEMS .............. 20

CHAPTER – 4...............................................................................................................................................50

GENERAL CONDITIONS, INSPECTION, TEST & TRIALS AND OTHERREQUIREMENTS .................................................................................................................... 50

LIST OF ANNEXURES ...............................................................................................................................56

Annexure-1....................................................................................................................................................57

MAX. & MIN. MOVING DIMENSIONS FOR BG ELECTRIC LOCOMOTIVES ............... 57

Annexure-2....................................................................................................................................................58

WEAR ADAPTED PROFILE OF WHEELS ........................................................................... 58

Annexure-3....................................................................................................................................................59

PROFILE OF THE PANTOGRAPH ........................................................................................ 59

Annexure-4....................................................................................................................................................60

DESIGN DATA CALCULATION AND DRAWINGS TO BE SUBMITTED BY THECONTRACTOR DURING DESIGN APPROVAL.................................................................. 60

Annexure-A ...................................................................................................................................................66

Annexure-B ...................................................................................................................................................69




ABBREVIATIONS

The following abbreviations are used in these Specifications and Standards:

Abbreviation Full Name

AAR Association of American Railroad

AC Alternating Current

AF Audio Frequency

ATP Automatic Train Protection

BS British Standards

CBC Centre Buffer Coupler

DC Direct Current

EMC Electro-magnetic Compatibility

EMI Electro-magnetic Interference

EN Euro Norm (European Standard)

FEM Finite Element Method

GPS Global Positioning System

GSM Global System for Mobile

GSM-R Global System for Mobile – Railways

HT High Tension (Voltage) (according to Indian Electricity Rules)

IC Integrated Circuit

IEC International Electro technical Commission

IEEE Institution of Electrical and Electronic Engineers

IGBT Insulated Gate Bipolar Transistor

IR Indian Railways

IRS Indian Railway Standards




IS Indian Standard

ISO International Standards Organization

Kmph Kilometers per hour

LED Light Emitting Diode

MCB Miniature Circuit Breaker

MMD Maximum Moving Dimension

MMI Man-Machine Interface

MMIS Maintenance Management Information System

MSU Motor Suspension Unit

OHE Over Head Equipment

PCB Printed Circuit Board

RAMS Reliability, Availability, Maintainability and Safety

RDSO Research Designs & Standards Organisation

SI Systeme Internationale

UHF Ultra High Frequency

UIC Union Internationale des Chemins de Fer (International Union of Railways)

VHF Very High Frequency

VCU Vehicle Control Unit

VCD Vigilance Control Device




DEFINITIONS

In these Specifications and Standards, the following words and expressions shall, unlessrepugnant to the context or meaning thereof, have the meaning hereinafter respectively assignedto them:

Term Definition

Agreement shall mean the Procurement cum Maintenance Agreement for ElectricLocomotives against this specification;

BG shall mean 1676 mm Broad Gauge used in IR;

Co-Co shall mean one unit of the Locomotive consisting of two bogies, with eachbogie having three wheels with three independent traction motors and thetraction motor drive coupled to each wheel;

C&M 1 volume 1 shall mean Civil and Mechanical Engineering Report Number 1 Volume1, issued by RDSO;

Indian RailwaysSchedule OfDimensions

shall mean Indian Railways Schedule of Dimensions for broad gauge,revision 2004;

IP shall mean degree of protection provided by enclosures according to IEC60529;

L-10 shall mean life of bearing in accordance with ISO 281;

Man MachineInterface (MMI)

shall mean the interface between the system or equipment and the humaninterfacing with that equipment;

Ti shall mean the temperature index of the insulation system;

Transmission andSuspension System

shall mean system comprising traction gears, gear case, traction rodarrangements (if any), primary and secondary suspension springs anddampers with bogie frame;




WiMax shall mean the telecommunication technology, based on the IEEE 802.16standard that provides wireless data, from point-to-point links to fullmobile cellular type access; and

Others any capitalized term used herein not specifically defined shall have themeaning ascribed to such term in the Agreement.




CHAPTER – 1

GENERAL DESCRIPTION, OPERATING AND ENVIRONMENTAL CONDITIONS

1.1 Introduction

1.1.1 This specification deals with the technical requirements of the Electric Locomotives to beprocured by Indian Railways from the qualified contractor. The Electric Locomotives shallconform to the technical requirements of design, development, manufacture, testing, supply,delivery, commissioning and maintenance of 1676 mm gauge high horse power passengerlocomotive with speed up to 200 kmph, for use by the Indian Railways as per the Specificationsand Standards set forth herein.

1.1.2 The environmental and service conditions, performance requirements and technical requirementsare specified in these Specifications and Standards.

1.1.3 The design and manufacture of the Locomotive and the various sub-systems thereof shall bebased on the requirements set out in these Specifications and Standards and in accordance withGood Industry Practice.

1.1.4 The Contractor shall demonstrate, to the satisfaction of the Government, that the sub-systemsproposed to be used in the Locomotives are based on proven technology and design. For theavoidance of doubt, the Government may require the Contractor to conduct such tests and trialsas may be necessary to establish the reliability and efficiency of such technology and designs inaccordance with the Good Industry Practice.

1.1.5 Due consideration shall be given at design stage to ambient conditions of dust, moisture, hightemperature and vibrations prevalent in India, as specified in clause 1.5 in these Specificationsand Standards.

1.2 References to various standards

1.2.1 The standards applicable and relevant to the complete Locomotive and to the various sub-systems and systems shall be:

(i) IEC publications;

(ii) EN ;

(iii) UIC;

(iv) AAR

(v) IEEE;

(vi) BS;

(vii) IS; and

(viii) Any other standards referred to in these Specifications and Standards.

In the event of any contradiction in the aforesaid standards, the following standards shall havepriority in the order listed:

(i) Standards mentioned in Specifications and Standards set forth herein;




(ii) EN /IEC/UIC/AAR; and

(iii) IS.

For avoidance of any doubt, in case of any conflict between the requirements of these standards,the stipulations of these Specification and Standards shall have precedence.

1.2.2 The design of the Locomotive and the sub-systems and systems thereof shall comply with thefollowing standards:

1. Electric traction – rolling stock – test methods for electricand thermal /electric rolling stock on completion ofconstruction and before entry into service

: IEC 61133

2. Electronic equipment used on rail vehicles : IEC-61287

3. Specific rules concerning the electronic control part ofconverters

: IEC-60571

4. Electronic converter fed alternating current motors : IEC 60349 –2

5. Railway application – rolling stock – Part 1: combinedtesting of inverter fed alternative current motors and theircontrol system

: IEC 61377-1

6. Guide for the evaluation and identification of insulationsystems of electrical equipment

: IEC 60505

7. Electric railway equipment-train communication network : IEC 61375-1

8. Rotating electrical machines: Functional evaluation ofinsulation systems

: IEC 60034-18

9. Railway applications – electromagnetic compatibility –Part 3-2: rolling stock – Apparatus

: EN 50121-3-2/ IEC62236-3-2

10. Railway applications – electromagnetic compatibility –Part 2: emission of the whole railway system to theoutside world

: EN 50121-2/ IEC62236-2

11. Railway applications – compatibility between rollingstock and train detection system

: EN 50238

12. Transformer and chokes : IEC 60310

13. Transformer oil : IEC: 60296

14. High voltage AC circuit breaker : IEC 60077-4

15. Rules for pantograph of electric rolling stock : IEC: 60494 Pt.I

16. Low-voltage switchgear and control gear, Electricalrelays for power system protection

: IS 3231, IEC 60337,60947

17. Cables : IEC 60228, IS




10810

18. Lightning arrestor : IEC 60099-4, IS3070 pt III

19. Railway applications – rolling stock equipment – shockand vibration test

: IEC 61373

20. Programming languages for PLC : IEC 61131-3

21. Railway applications – electric equipment for rollingstock

: IEC 60077

22. Electronic equipment used on rail vehicles : IEC 60571

23. Power converter installed on board rolling stock – Part 1:Characteristics and test methods

: IEC 61287-1

24. Power converter installed on board rolling stock– Part 2:Additional technical information

: IEC 61287-2

25. Railway application – rolling stock protective provisionsagainst electrical hazards

: IEC 61991

26. Auxiliary machines : IEC 60034

27. Power factor correction : IEC 60871

28. Control cubicle : IEC 60068

29. Batteries : IEC 60623

30. Degree of protection provided by enclosures : IEC 60529

31. Rules for installation of cabling : EN 50343

32. AAR approved couplers and coupler yokes : M-211

33. Wheels : IRS R-34

34. Axle : IRS R-43

35. Railway applications, welding of railway vehicles andcomponents. Inspection, testing and documentation

EN15085

36. Air brakes : RDSO’sspecification No. 02-ABR-02

37. Schedule of Dimension for broad gauge : IR Schedule OfDimension forBroad Gauge,revision 2004




38. Reliability of electronic component : IEC 61709

39. RAMS : EN 50126/ IEC62278

40. Metallised carbon strip for pantograph : RDSO’s technicalcircular no.ELRS/TC/0071(rev.’0’)

1.2.3 The latest version of the aforesaid standards, which have been published at least 60 (sixty) daysbefore the last date of bid submission shall be considered applicable.

1.2.4 Alternative Standards

The requirements listed in these Specifications and Standards are the minimum. The Contractormay adopt alternative internationally recognised codes, standards and specifications if it candemonstrate to the Government that such alternative is superior or more pertinent to theLocomotive than the standards specified in these Specifications and Standards. The Contractorshall seek the prior approval of the Government for any alternate standards proposed to be used.

1.3 Power Supply System

Power supply system for 25 kV AC traction:

1.3.1 General The power supply system adopted is 25 kV, 50Hz, singlephase AC, 25 KV being the nominal voltage of the system.The design calculations and guaranteed performance shallbe based on voltage of 22.5 KV.

1.3.2 Variation in voltage of supply 19 KV to 27.5 KV

Occasional max. – 31 KV

Occasional min. – 16.5 KV

1.3.3 Variation in frequency ± 3% (48.5 Hz to 51.5 Hz)

1.3.4 Stagger of the contact wire ± 200 mm on straight track.Up to 300 mm on curves.

1.3.5 OHE parameters:

Normal contact wire height inmid span

Normal OHE High rise OHE

5.5 m from rail level 7.42 m from rail level

Max. contact wire height 5.8 m from rail level 7.52 m from rail level

Min. contact wire height 4.58 m from rail level 7.37 m from rail level

Neutral Sections After every 25 to 50 Kms

1.3.6 Types of Neutral sections (i) 41 m in length having insulated over lap on both end andneutral wire in between which is not earthed; and




(ii) Short neutral sections of approx. 4.61 m and 9.6 m lengthhaving an insulated portion (of PTFE) on both sides andmiddle portion of neutral section which is solidly earthed.

There shall be power interruptions at neutral sectionsvarying from 12 seconds to 30 seconds.

1.3.7 Pantograph bounce Up to 45 ms (limit of zero pressure contact).

1.4 Track Conditions:

1.4.1 Gauge Broad Gauge system of the Indian Railway (1676 mm).

1.4.2 Track Structure The track is to a minimum standard of 60kg/90 UTS railslaid on PSC sleepers with 1660 sleeper density on 300 mmballast cushion below the sleepers which may consist of atleast 150 mm clean and the rest in caked up condition oncompacted and stable formation and maintained to thestandards to what has been recommended in RDSO’sreport No. C&M-I, Vol.-I.

1.4.3 Schedule of dimensions: Indian Railways Schedule of Dimensions for Broad Gauge(1676 mm), Rev. 2004 with latest corrections andaddendum slip.

1.4.4 Overall moving dimensions: The locomotive with new wheels shall be within thedimensions shown in RDSO Drg. No. ref. Annexure-1.

1.4.5 Sharpest curve and turnout tobe negotiated:

175 m radius (horizontal), 2500 m radius (vertical).

6400 mm overriding switch (curved) BG (1673 mm) for60 kg (UIC). Vogel's layout for negotiability, throw overat head stock and coupler movement with details ofclearances shall be submitted by contractor.

1.4.6 Clearance above the rail level: No component shall infringe a minimum clearance of 102mm above rail level with the locomotive fully loaded andwheels in fully worn condition.

1.4.7 Permissible track tolerances

BG Main lines BG high speed routes (C&M1 Vol. 1)

(i) Unevenness (3.6 m base) <15 mm < 6 mm in general and < 10 mm atisolated spots.

(ii) Twist ( 3.6 m base) 3,5 mm/m2.78 mm/m < 2.08 mm/m

(iii) Gauge variation < ± 6 mm < ± 6 mm

(iv) Alignment / versine on7.2 m chord

< 5 mm < 5 mm in general with isolated 7mm on curves and 10 mm on straight




1.4.8 Gauge widening on curves is provided as follows:

For curves radius more than 440 m, the gauge variation will be from + 15 mm to - 6mm.

For curves radius less than 440 m, the gauge variation shall be up to + 20 mm.

1.5 Climatic and Environmental Conditions:

1.5.1 Maximum Atmospherictemperatures:

Under Sun: 750C

In shade: 550C

1.5.2 Humidity 100% saturation during rainy season.

1.5.3 Reference site conditions (i) Ambient Temp.: max. 500C & min. -100 C

(ii) The Contractor shall indicate the expectedtemperature rise in the machine room underreference site conditions.

(iii) Humidity : 100% saturation during rainy season

(iv) Altitude : 1400 meter above mean sea level

1.5.4 Rain fall Very heavy in certain areas. The locomotive shall bedesigned to permit its running at 10 kmph in floodwater level of 102 mm above rail level with wheels infully worn condition.

1.5.5 Atmosphere during hot weather: Extremely dusty and desert terrainin certain areas.

1.5.6 Coastal area Locomotive and equipment shall bedesigned to work in coastal areas in humid and saltladen atmosphere with maximum pH value of 8.5,sulphate of 7 mg per liter, maximum concentration ofchlorine 6 mg per liters and maximum conductivity of130 micro Siemens/cm.

1.5.7 Vibration The equipment, sub-system and their mountingarrangement shall be designed to withstand vibrationsand shocks encountered in service as specified in IEC:61373.

1.6 Signal and Telecommunication Installations:

1.6.1 The tracks over which the Locos will run may be equipped with 83-1/3 Hz track circuits as wellas track circuits at higher frequencies. Similarly, other devices like axle counters, blockinstruments, point machines, etc., may also be employed. On the communication network,control circuits, teleprinter circuits, as well as VHF/UHF and micro-wave circuits are employed.

1.6.2 The harmonic currents injected in the overhead supply system (as also the track return current)can introduce voltage/current harmonics on power supply and can interfere with signal and




telecom circuits. The design of the power electronics and control electronics provided on thepropulsion system shall be such as not to cause levels of interference exceeding the levelsspecified below at any point for stages of operation of 100% down to 50 %, working in a train:

Interference Current Limit

1.0 Psophometric current 10.0 A

2.0 DC component 4.7 A

3.0 Second Harmonic component (100 Hz) and 83.33 Hzcomponent

8.5 A

4.0 1400 Hz up to 5000 Hz 400 mA

5.1 >5000 Hz up to 32000 Hz 270 mA

5.2 39500 Hz up to 43500 Hz 270 mA

(Note: The measurement of the interference current shall be done in track return current circuitof the Locomotive.)

1.6.3 The Contractor shall undertake FFT (Fast Fourier Transformation) analysis of the total currentfrom 1000Hz to 5000Hz and 5kHz to 50kHz separately to find out the frequencies whichproduce the highest currents within each bandwidth. In the frequency bands >32000Hz to<39500Hz and >43500Hz to 50000Hz the frequencies at which the current values exceed270mA shall be identified. This test shall be included within the tests listed within Schedule Hand the results shall be provided in a Type Test report.

1.6.4 If the interference limits for track circuits and axle counters as per EN 50238 are more onerousthan those stated in Clause 1.6.2 of these Specifications and Standards these limits as per EN50238 shall be applied subject to provisions made in Clause 1.2.4 of these Specifications andStandards.

1.7 Other Important Requirements

1.7.1 Submission of design details: The details of the design shall be submitted to RDSO in thecourse of the design process. These will be examined in consultation with the Contractor forapproval. The most essential criteria to be met are as below:

(i) The locomotive shall be equipped with technology incorporating IGBTs andmicroprocessor control that has been applied and tested in rail traction applications withacceptable levels of performance. The details of such applications and user experiencewill be provided. In case the locomotive meets the specification but does not fulfill theperformance, the system design, sub-system design and the equipment design shall be soupgraded as to meet the overall requirement of performance but within the overall limitsindicated in the specification.

(ii) Subject to the above, the locomotive and equipments shall represent proven latesttechnology specially adopted for application and future domestic manufacture in Indiaafter successful transfer of technology to meet the performance requirements underenvironmental conditions specified in this Chapter.




(iii) Adequate margin shall be built in the design, particularly to take care of the highambient temperatures, dusty condition, high humidity, etc. prevailing in India.

(iv) Efficiency of equipment and reduced energy consumption, high power factor, reducedinterference to signaling and telecommunication circuits shall be importantconsiderations, but next only to reliability.

1.7.2 Reliability, Availability, Maintainability and Safety (RAMS)

1.7.2.1 General

The Contractor shall design the Locomotive to ensure Guaranteed Reliability, Availability andhigh degree of Safety in order to provide a dependable service. The optimization of the systemwith respect to Reliability, Availability, Maintainability and Safety shall form an integralelement of these Specifications and Standards.

Easy access for inspection and maintenance requiring minimum attention shall be given specialconsideration in the design and layout.

The plan for Reliability, Availability, Maintainability and Safety shall conform to EN 50126.Reliability of electronic components shall conform to IEC 61709.

1.7.2.2 The Contractor shall develop RAMS targets both for the complete system and for the major sub-systems such as transformer, traction converter, auxiliary converter, electronics, traction motor,Transmission and Suspension System, high voltage equipments, blowers and other auxiliarymachines, such that it shall provide a high level of dependability.

1.7.2.3 There shall be an efficient means of operation of the Locomotive after all failures in accordancewith Good Industry Practice.

1.7.2.4 Components critical for safety shall fall into safe operating mode in case of malfunctioning. Thesystem safety plan shall identify and list safety critical components and this list shall be updatedperiodically.

1.7.2.5 The Contractor shall establish and operate a detailed Reliability, Availability, maintainabilityand Safety (RAMS) Assessment system in support of the design, manufacture and subsequenttesting, commissioning, operation and maintenance of the Locomotives.

1.7.2.6 Safety Assessment shall be carried out and shall include the following principles:

(i) Degraded modes and emergency operations shall be considered as well as normaloperations;

(ii) Safety risk assessment shall utilize more than one methodology to assess risks; and

(iii) Safety risk assessment shall include the consideration of dependent failures, in particularthe traction power, braking and control systems.




CHAPTER – 2

PERFORMANCE REQUIREMENTS FOR PASSENGER LOCOMOTIVES

2.1 Performance Requirements:

The locomotive shall be capable of the following performance:

2.1.1 Starting tractive effort: Starting tractive effort under dry rail conditions shall be400 kN.

2.1.2 Continuous rated tractive effort: 360 kN between 0 … 80 kmph

2.1.3 Maximum Service Speed: 200 kmph.

2.1.4 Continuous rated power: 8 to 9 MW at wheel rim in between speedsof 100 to 200 kmph on working voltage from catenaryfrom 22.5 kV to 27.5 kV.

2.1.5 Regenerative brake effort Max. possible braking effort over speed range of thelocomotive.

2.1.6 Pneumatic brake effort 10% - 20 % of gross weight.

2.1.7 Emergency braking distance (withpneumatic brake only)

1100 m maximum for light engine from 200 kmph tostandstill on level tangent dry track.

2.1.8 Parking brake An effective spring actuated and air released parking brakeshall be provided. Status of application of parking brakeshall be displayed in the active cab, even under theLocomotive un-energized condition. The parking brakeshall be capable of holding the Locomotive on 1 in 37gradient.

2.1.9 Capability to work in flood water The Locomotive shall be designed to permit its running at10 Kmph in flood water level of 102 mm above rail level.

2.2 Important Locomotive Parameters:

2.2.1 Axle load and weight of thelocomotive:

The locomotive may consist of 6 axles/8 axles. Theaxle load of locomotive shall be limited to 20.3Tonnes.




2.2.2 Instantaneous wheel load on IR trackcondition (preferably)

Should not be more than 20 Tonnes.

2.2.3 Maximum permissible speed and testspeed:

The locomotive shall be suitable for a test speed of225 kmph and a maximum service speed of 200kmph for mainline BG track as specified in clause1.4 as recommended in RDSO’s report No. C&M-I,Vol.-I on track conditions.

2.2.4 Buffing load: The loco shall be designed to withstand a staticbuffing load of 400 Tonnes at the buffers.

2.2.5 Unsprung mass: The maximum unsprung mass per axle shall belimited to 2.75 Tonnes.

2.2.6 Lateral forces: Lateral force, lasting for more than 2 meters shouldnot exceed 4 Tonnes at the maximum test speed of225 kmph under specified track conditions.Contractor shall make arrangement for measuringwheel along with the telemetry required for recordingthe lateral forces during the oscillations trials.

2.2.7 Dynamic augment: Dynamic augmentation at a test speed of 225 kmphshall be below 30% on track of conditions specified inClause 1.4.

2.2.8 Derailment co-efficient Shall be less than 1.0.

2.2.9 Lateral and Vertical acceleration inthe driving cab and at a point asclose to the bogie

< 0.3 g

2.2.10 Maximum ride index in the drivingcab at floor level at maximum testspeed.

3.75

2.3 Track Parameters: The locomotive shall be designed for operation on BG High speed routes with60kg/90 UTS rails and track structure as indicated in 1.4.

2.4 Power

2.4.1. Power at wheel rim

2.4.1.1 The continuous power of the locomotive at wheel rim shall be 8 to 9 MW under reference siteconditions mentioned in clause 1.5 of these specification and standards.

2.4.1.2 The Contractor shall indicate the power available from the locomotive under standard UICConditions during the design approval stage. Power loss due to derating under site conditions andmethod used for derating with formulae applied, if any, shall also be indicated by the Contractor.




2.4.2. Auxiliary Power

2.4.2.1 The Contractor shall indicate total power required for auxiliaries with breakup of powerrequirement for individual auxiliaries at rated output. The Contractor shall indicate the method usedfor determining power requirement for each auxiliary. In case these are measured values, theContractor shall furnish detailed method employed for measurement of auxiliary power.

2.4.2.2 The auxiliaries shall be motor driven and computer controlled.

2.4.3. Efficiency:

2.4.3.1 Specific energy consumption per 1000 GTkM (incl. locomotive weight) and also efficiency at 100,150, 200 kmph shall be indicated. The curves for efficiency at the above speeds shall be suppliedduring detailed design stage.

2.4.3.2 The efficiency of propulsion system, consisting of transformer, power converter (line side converterand drive side inverter) and traction motor, of Locomotive shall not be less than 87 % at full load.The efficiency of propulsion system shall be product of efficiency of transformer, power converterand traction motor, measured at full load. In case the contractor proposes standalone auxiliaryconverters for supplies to auxiliary machines the efficiency of auxiliary converter shall not be lessthan 96% at full load. Efficiency at full load means, efficiency computed from parameters measuredat conditions corresponding to full load and governed by IEC 60310 for transformer, IEC 61287-1for power converter and auxiliary converter; and IEC 60349-2 for traction motor.

2.5 Adhesion Requirements

` The design of the adhesion control shall be optimized for maximum utilization of adhesion factorand shall be such that it is capable of generating the required starting tractive effort under dry railconditions. Under dry rail conditions, the Locomotive shall be able to generate tractive effort duringstart and at low speeds corresponding to at least 30 % adhesion. The adhesion control system shallbe capable of giving high adhesion through a wheel slip control system. The formulae for linkingadhesion characteristics with the operating speed shall be indicated by the contractor.

2.6 Tentative characteristics:

Tentative characteristics of the proposed locomotive shall be as mentioned in Figure-2.1 andFigure-2.2:




Figure – 2.1

Figure – 2.2

0100020003000400050006000700080009000

1000011000120001300014000150001600017000180001900020000210002200023000240002500026000270002800029000300003100032000330003400035000360003700038000390004000041000420004300044000450004600047000480004900050000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

TE IN

KG

SPEED IN KMPH

TE Vs SPEED WITH TRAIN RESISTANCE-8000 kW LOCOMOTIVE WITH20 CHOACHES (1020T)

8000KW TE Vs SPEED

20 Coaches-Level

20 Coaches-500 Grade



Loco : 8000 kW Load : 20 LHB Coaches14 III AC : 16 X 51.36 = 821.762 AC Hot Buffer car : 2 X 42.24 = 84.482 Power car : 2 X 56.65 = 113.30

Total = 1019.54

0100020003000400050006000700080009000

1000011000120001300014000150001600017000180001900020000210002200023000240002500026000270002800029000300003100032000330003400035000360003700038000390004000041000420004300044000450004600047000480004900050000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

TE IN

KG

SPEED IN KMPH

TE Vs SPEED WITH TRAIN RESISTANCE-8000 kW LOCOMOTIVE WITH24 CHOACHES (1225T)

8000KW TE Vs SPEED24 Coaches-Level24 Coaches-500 Grade24 Coaches-200 Grade24 Coaches-150 Grade

Loco : 8000 kW Load : 24 LHB Coaches20 III AC : 20 X 51.36 =1027.202 AC Hot Buffer car : 2 X 42.24 = 84.482 Power car : 2 X 56.65 = 113.30

Total = 1224.98




CHAPTER – 3

TECHNICAL REQUIREMENTS OF EQUIPMENTS/SYSTEMS/SUBSYSTEMS

3.1 General

3.1.1 Machine room and cab shall be protected against dust and water in accordance with IP 54 with alldoors and windows in closed conditions; and the sub systems inside machine room and cab shall besuitably protected against dust and water. The traction motor shall be protected as per IP 20. Theother sub-systems and systems of the Locomotive shall be protected against dust and water asotherwise specified in these Specifications and Standards.

3.1.2 The design and arrangement of the sub-systems and systems shall ensure that the performancerequirements of the Locomotive are achieved under the climatic and environmental conditionsprevalent in India as specified in Clause 1.5 of these Specifications and Standards. Adequatemargin, in accordance with Good Industry Practice, shall be built in the design of the sub-systemsand systems of the Locomotive to take care of conditions of high ambient temperatures, dust,humidity, shock and vibration as specified in these Specifications and Standards. The equipment,sub-system and their mounting arrangement shall be designed to withstand satisfactorily thevibrations and shocks encountered in service and as specified in IEC 61373 except wherespecifically defined in these Specifications and Standards. The under slung equipments shall havesufficiently strong design and shall be suitably protected to withstand ballast hitting encounteredwhile the Locomotive is in operation.

3.1.3 The ‘tractive effort-speed’ and ‘draw bar pull-speed’ curves shall be drawn after making suitablecorrection for derating under ambient conditions as specified in Clause 1.5 of these Specificationsand Standards and with half worn wheels.

3.1.4 Necessary precautions in accordance with Good Industry Practice shall be taken to ensure that anyelectromagnetic interference generated in the machine room does not adversely affect theperformance of equipments.

3.1.5 The maximum starting tractive effort shall be achieved gradually, without producing jerks in thetrain being hauled when its application is initiated at zero speed, and it shall be maintained constantthroughout the starting process, even if the starting process is considered to have ended when therated power curve of the Locomotive is achieved.

3.1.6 Modular constructions shall be adopted and easy access for inspection and maintenance shall begiven special consideration in the design and layout of the Locomotive.

3.1.7 It shall be possible to use the Locomotive in multiple unit operations of up to two Locomotives inone group. The control of both the Locomotives shall be achieved from either of the Locomotivesbeing used under the multiple unit operations. Provision shall be made to enable the driver in thedriving cab to monitor the parameters of the other Locomotive as well as to identify the fault in boththe Locomotives.

3.1.8 Provision shall be made in the control circuitry of the Locomotive, to limit the starting tractiveeffort to predefined values when required during operation. The two predefined values shall be 220kN and 258 kN per Locomotive.




3.1.9 The Locomotive shall be provided with a speed control system, which shall enable the driver to pre-set the speed at which the Locomotive is desired to run the train irrespective of the track profile.The speed control shall work within the limits of maximum electrical performance as specified inClause 2.1 of these Specifications and Standards. The selection of speed shall be possible by pressof a switch. However, the system shall be inherently fail safe and shall immediately come out of thepre-set speed mode to normal mode on actuation of master/ brake controller or as required fromsafety considerations.

3.1.10 Redundancy shall be built in with the design of the sub-systems and systems in order to ensurereliability and availability. In the vital units of the power control circuit, where any defect/failure ofa component would cause complete failure of Locomotive’s electrical system, suitable redundancyshall be provided preferably with automatic substitution features to avoid Locomotive failure due tosuch defects. The power supplies to the control circuit shall be hot redundant.

3.1.11 The power drawn by the pantograph of the Locomotive from OHE shall be at unity power factorsubject to the interference levels as specified in Clause 1.6 of these Specifications and Standards.

3.1.12 Pantograph bouncing shall not adversely affect the propulsion equipment.

3.1.13 There shall be provision of energy metering of the Locomotive for the monitoring and recording ofenergy consumption and regeneration.

3.1.14 The cooling air for traction motors shall be drawn from outside the Locomotive through filterslocated in the sidewall or in the roof of the Locomotive. The cooling air for the other equipments, iftaken from outside the Locomotive, shall also be drawn through filters located in the sidewall or inthe roof of the Locomotive. Air duct design and filter arrangement on side walls and roof shall besuch so as to prevent ingress of water from these locations. The location of the air filter shallpreferably be high on the side walls and air discharge / purge from the bottom of the Locomotiveshall be diffused / deflected so that dust/dirt from the bottom does not get sucked in. The systemshall be designed in such a way that the intervals between cleaning of any filter elements shall notbe less than six months. The design shall allow in-situ cleaning of filters with the requiredmaintenance tools.

3.1.15 The machine room shall be adequately pressurized and the filters shall be designed to prevent dustingress in the machine room. If the machine room air is drawn from outside of the Locomotive, thefilter assembly shall be designed having two stage filters: (a) first stage of cyclonic/inertial filter;and (b) second stage of mesh filter. A suitable dust scavenger system shall also be provided toseparate out dust. When air is recirculated inside the machine room for ventilation of sub-systemssuitable filters, as may be required, shall be provided in order to satisfy the requirements of Clause3.1.1 of this Specifications and Standards.

3.1.16 Equipment compartments housing relays, contactors, electronic control panels, etc., shall besuitably designed to prevent the ingress of dust and water.

3.2 General Mechanical Design

3.2.1 The locomotive shall be of simple, modular but modern with aerodynamically designed to reducethe wind resistance/drag to a minimum. The overall dimensions of the cab shall take full advantageof the maximum moving dimensions specified in clause 1.4.4 of these specification and standards.Major mechanical components shall be designed for a life of 35 years. The Drag coefficient shall beminimum and to be supported by detailed calculations to be submitted during the detailed designstage.




3.2.2 Weight distribution: The general layout of the equipment in the locomotive shall ensureequitable weight distribution. The tolerance in working order will be limited to:(i) Axle load: less than 20.3 tonne.(ii) Method for wheel/axle load adjustment to meet the above requirements shall be indicated.

3.2.3 The general lay out of the equipments in the Locomotive shall ensure availability of walk way envelopof at least 1.83 m height and 600 mm width inside the Locomotive from one end to the other end ofthe Locomotive.

3.2.4 The Locomotive shall be designed, taking sufficient precautions to prevent water penetration insidethe Locomotive, so as to allow periodic cleaning of the Locomotive in automatic washing facilities byspraying liquid detergents and water.

3.2.5 Safeguards: Adequate safeguards such as anti-collision post and anti-climbing bars shall be providedto minimize damage to the locomotive and human life during collision/derailment. The two drivingcabs of the locomotive shall be adequately reinforced and connected with the main under frame at thecab ends. The cab shall be adequately insulated against noise, vibration, heat and ingress of water anddust. The front portion shall be provided with rugged cattle guard that can withstand collisions withanimals weighing up to 400 kg at highest speed and shall be strong enough and profiled to prevent theentry of animals under the Locomotive after collision.

3.2.6 Draw and buffing Gear: The locomotive shall be provided with high tensile centre buffer coupler(Transition) with AAR “H” type coupler head and with AAR “F” type shank and AAR “F” type yokeand screw coupling in accordance with RDSO drawing No. SKDL 2494. It shall conform to AARspecification No. M-211 with grade E steel. The coupler shall be located at the height of 1090+15/-5mm from rail level.

3.2.7 Side buffer: Side buffer shall be provided to suite passenger train operations also in case of emergency.Side buffer shall be of 1500 kgm in capacity to drawing No. SK.DL4561. The locations of side buffersshall be as given below:

(i) Distance apart for center of buffers 1955 mm

(ii) Maximum height above rail level for centers of buffers 1105 mm

(iii) Minimum height above rail level for centers of buffers under worstcondition of lowest wheel diameter and serviceable suspension springs 1030 mm

3.2.8 High capacity draft Gear: The draft gear shall be as per specification No. 41.BD.81 having standard625 pocket. The uncoupling gear shall be located on the right side of the locomotive when facing it.

3.2.9 Driving Cabs

3.2.9.1 A cab shall be provided at each end of the Locomotive with provision for adequate forward visibility.The cab shall be adequately insulated against noise, vibration and heat and ingress of water and dust.Driving cabs shall be adequately reinforced and connected with the main under frame at the cab ends.

3.2.9.2 The cab shall be ergonomically designed in accordance with UIC 651 for convenience and tominimize fatigue of the driver. Ergonomic and human engineering aspects of the cab design shall becompatible with the range 5th percentile Indian adult female to 95th percentile Indian adult male. Thevisibility diagram shall be in accordance with UIC 651.

3.2.9.3 Air conditioning including cooling, heating and ventilation arrangement shall be provided in the cabspace. There shall be sufficient space for four persons in the cab. The air conditioning and heatingsystem shall maintain temperature as per UIC 651, during summers, by compressor cut in/ cut out andbetween 19-21 degree Celsius, during winters and humidity between 40% - 60%. During air




conditioning and heating minimum fresh air quantities shall be 1.40 m3/minute. In addition, two crewfans shall also be provided one each for the driver and assistant driver. Temperature and humidityindicators shall be provided in both the cabs.

3.2.9.4 All window, rearview mirror and door glasses shall be of shatterproof type laminated glass, set in sunand heat resisting synthetic rubber sections. Electric or electro pneumatic or pneumatic windscreenwipers with washers shall be provided on the lookout windows with foolproof drive arrangement andemergency manual control. Rolling blinds and sun visors shall be provided on the windscreens. Thefront look out glass shall be plastic laminated.

3.2.9.5 The layout of the driving cab and the driving position shall be ergonomically sound enabling thedriver, in the interest of safety, to concentrate his attention outside of the cab to observe line sidesignals and instructions as applicable. The driver shall be able to undertake this task in both seated aswell as standing position. All necessary controls and instrumentation shall be presented in a mannerthat shall aid the correct reflex action from the driver in both normal and emergency situations. Thedriving position shall be on the left side of the driving cab and the brake handles shall be located onthe left hand side of the driver in the running direction. Their relative positions shall be similar tothose available on IR’s present electric locomotives. A second seat shall be provided for the assistantdriver. Seat positions shall be adjustable.

3.2.9.6 Access to the cab shall be from either side of the cab by means of sliding or inward opening doorshaving minimum height of 1675 mm and minimum width of 600 mm. The door leading to machineroom from cab shall open into the machine room. The cab access doors shall be provided with lockand key. The fixed front glass panel of the cab windscreen, the glasses on the doors and side windowsof the cab and the fixed glass panels of the equipment compartment shall be of shatter proof laminatedduplex glass.

3.2.9.7 Hinged grill for prevention of damage to the front glass panel of the windscreen shall be provided.

3.2.9.8 Environmental noise standards

The following noise standards shall be followed.

(i) Stationary Locomotive: The noise level inside the cab shall not exceed 68 dB (A) with allauxiliary equipment including cab air conditioner operating at its greatest noise output. Thenoise level shall be measured in the cab along the center line between 1200 mm and 1600 mmabove the floor and at a distance over 600 mm from the end of the cab. The measurement shallbe conducted in accordance with ISO 3381.

(ii) Moving Locomotive: The noise level inside the cab, when the Locomotive is running at themaximum speed shall not exceed 75 dB (A) with all auxiliary equipment including cab airconditioner operating. The noise level shall be measured in the cab along the center linebetween 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end ofthe cab. The measurement shall be done according to ISO 3381.

(iii) All noise levels listed above are in decibels referred to 20 micro Pascals as measured with “A”weighting network of standard Type 1 sound level meter with time weighting F.

3.2.9.9 In addition to above, each driver’s cab shall be provided with the following:

(i) Two cabinets in the rear and locker for toolbox;

(ii) one fire extinguisher in addition to the one in the equipment compartment;

(iii) one LED based rechargeable torch with socket and charger;

(iv) VCD for monitoring alertness of the Locomotive crew through multi-resetting system whichresets by specified normal operational activities of the crew, in addition to acknowledgement ofthe vigilance check by pressing a pedal switch provided for this purpose. Absence of the normal




driving functions and acknowledgement at specified interval of one minute shall causeaudiovisual warning. If audiovisual warning is not acknowledged for 16±4 seconds, it shallresult into emergency brake application;

(v) Space / room for installation of wireless set and ATP equipments;.

(vi) Suitable trays with clamps for working time table, caution orders, walkie-talkie etc; and

(vii) An audio & video recorder with sequential cyclic erasure that under any circumstances recordsthe last 30 minutes of operation of the Locomotive. The audio & video recorder shall bedesigned to:

(a) Permit rapid extraction and analysis of data;

(b) assist retrieval of data after an incident or accident; and

(c) mitigate the effects on recorded data of foreseeable impact or derailment.

3.2.9.10 In one of the locomotive cab, suitable water closet shall be provided for the use of crew withsuitable interlocking.

3.2.10 Cooling System:

3.2.10.1 The cooling air for the transformer and converter oil coolers shall be drawn through grid filters andshall be discharged suitably.

3.2.10.2 All other cooling and pressurizing air shall be drawn through inertial filter grids in the upper sectionof the sides of the locomotive. This filtered air shall be used to cool the traction motors andelectronic equipment and shall also be used to pressurize the machinery compartment.

3.2.10.3 The design shall take care of the dusty and moist conditions prevailing in India.

3.2.10.4 The power converter shall be cooled by suitable means of coolant, i.e., water/oil. Contractor shallsubmit the details in this regard.

3.2.10.5 The equipment compartment having relay, contactors, electronic control panels, etc., shall bepressurized to prevent the ingress of dust into the compartment. The pressure and flow of air shallbe so regulated as to provide adequate cooling to equipment inside the compartment.

3.2.10.6 The chokes and inductor in the main power circuit shall be oil cooled. The cooling circuit shall becommon with the one of the main transformer.

3.2.11 Cables: (See also Clause 3.3.20)

3.2.11.1 The length of power cables shall be kept to minimum and cable connections from transformer topower converter shall be minimized.

3.2.11.2 High voltage AC, 3-phase AC and low voltage DC cables/connections shall be physically separatedfrom each other. Adequate number of stand by vital spare control wires shall be provided withadequate indications.

3.2.11.3 Types of cables used should be as per RDSO specification or better.

3.2.12 Wheel, axle and axle journal / axle box roller bearing:

3.2.12.1 Wheel: Wheel shall conform to the following:

(i) Solid one piece multi wear, heavy duty rolled steel wheels shall be provided conforming toIRS specification No. IRS-R34 including two amendments.




(ii) A wheel diameter of 1092 mm is being presently used on Indian Railways to IR Part Drg. No.D/VVL-4948. However, wheel diameter may be taken between 1092 mm to 1250 mm subjectto better stability of the locomotive at higher speed. Simulation results shall be submitted byContractor in this regard. The diameter of the wheel in half worn and fully worn conditionshall be specified by the bidder in their offer.

(iii) The rim thickness of the wheel shall be adequate to provide for a minimum wheel wear of 76mm on diameter. Consideration shall be paid to this reduction in the wheel diameter in thecalculation of rail/ballast clearance for gear case, traction motor and brake rigging.

(iv) the wheel shall be designed for nominal 20.3 tonnes axle load and dynamic augment of 100%over vertical static load;

(v) Wheel tread diameter of between 1092 mm to 1250 mm (in new condition) shall be providedwhile maintaining leading parameters (e.g. maximum moving dimensions, buffer/CBCheight) of Locomotive according to clause 2.2 of these Specifications and Standards;

(vi) Heat capacity of the wheel shall be 35 kW minimum for 45 minutes;

(vii) The distance between the inside gauge face of the rim of the wheels on the same axle shall be1596 ± 0.5 mm;

(viii) Wear adapted profile as shown in drawing no. SK.DL-2561, Alt.8 placed as Annexure - 2shall be provided on all wheels;

(ix) Dynamic balancing as 75 gm-m maximum residual imbalances of wheels shall be conducted ;

(x) All punching shall be only at the hub portion in hot condition not falling in machining area;and

(xi) The wheel shall be designed so as not to have a finite fatigue life.

3.2.12.2 Axle: Axle shall conform to the following:

(i) The axle shall conform to IRS specification no. IRS R43. Hollow axles shall not beacceptable. Stress calculations for axle shall be supplied.

(ii) 50% dynamic augmentation of the vertical journal load shall be used in calculating the axlestresses in addition to the vertical and horizontal forces and moments.

(iii) Axles shall be designed for nominal 20.3 tonnes axle load;

(iv) Axles shall be tested in accordance with IRS specification no. IRS R-43;

(v) the design of the Locomotive shall be capable of wheel floating and the Contractor shallprovide know how and necessary wheel floating / towing arrangement for use in case of axlebox/ MSU bearing failure.

(vi) The design shall take into account the type of roller bearing axle boxes to be provided.

3.2.12.3 Axle journal / axle box roller bearing: Axle journal/ axle box roller bearing shall conform to thefollowing:

(i) Roller bearing supplied by manufacturer approved by UIC/AAR to cater for the axle loadprescribed under dynamic loading conditions and track geometry indicated in clause 1.4 ofthese Specifications and Standards, shall be used; ;

(ii) Static and dynamic load rating, safety factor and L-10 life calculation based on ISO: 281 &ISO:76 shall be given. Value of all parameters required for detailed calculation shall be




(

provided. The life of the bearing shall be such that its replacement is not required beforePeriodic Overhaul Schedule;

(iii) requirements of Scheduled Maintenance, frequency of maintenance and special equipmentsand skills required for maintenance shall be indicated in the Maintenance Manual;

(iv) type of grease and quantity for initial filling shall be indicated in the Maintenance Manual andperiodic interval for greasing shall be in synchronization with Scheduled Maintenance; and

(v) the design of the labyrinth seal shall be such as to prevent the ingress of dust and moistureinto the axle boxes or the outflow of grease from the axle boxes.

(vi) Standard axle box, roller bearings shall be grease lubricated and of a type which have givensatisfactory service on diesel/electric locos. Special attention shall be paid to the sealingarrangement at the ends of the axle boxes, to prevent ingress of water and dirt and loss oflubricant. The axle box body shall preferably be of cast steel. One of the axle box end coversshall house a generator for operating the speed recorder/indicator with suitable adapters.Complete working drawings of the axle box with bearing and its components shall besubmitted for approval along with maintenance instructions.

(vii) Contractor is free to incorporate any type of roller bearing supplied by any manufacturerapproved by UIC/AAR to cater for the axle load prescribed under dynamic loading conditionsand track geometry indicated in Clause 1.4, indicating reasons for preference for particulartype and make acceptable to RDSO. Detailed calculations for this shall be submitted. Thedesign of labyrinth shall be such as to prevent the ingress of dust into the axle boxes or theoutflow of grease from axle boxes

3.2.12.4 All wheel and gear seats and traction motor suspension bearing journals are required to be coldrolled together with stress relieving grooves machined in the axle, between the wheel seat and thegear seat, and between the wheel and traction motor suspension bearing journal of the axle.

3.2.12.5 Wheel flange lubricator of a proven design shall be provided.

3.2.12.6 Oscillation trials of Prototype loco shall be carried out by measuring wheel. Measuring wheel shallbe supplied by the contractor and shall be the property of Indian Railways for future trials.

3.2.12.7 Components including wheels, secured to the axle by interference fit shall be designed to remainsecure over appropriate temperature ranges, in accordance with the Good Industry Practice. Thedesign of the complete wheel set shall include suitable corrosion protection measures, and themaintenance instructions shall mandate means of preserving the protection over the service life.

3.2.12.8 The wheel set shall be designed so as to facilitate non destructive testing of the axle in MaintenanceDepots.

3.2.12.9 The design of the Locomotive shall allow wheel sets to be machined on under-floor wheel lathes.

3.2.13 Riding and stability performance: The locomotive as a whole shall be capable of runningsatisfactorily up to the maximum specified speed on track as specified in Clause 1.4. For thispurpose, the manufacturer shall furnish detailed calculations to prove satisfactory riding andstability performance of the locomotives up to the maximum speed on the specified standard oftrack using mathematical modeling techniques, indicating the assumptions made.

3.2.14 Traction motor drive: Each motor shall be secured in such a way as to be capable of being liftedeasily from the bogie after lifting the body without dismantling a large number of parts in the bogie.The Contractor shall indicate arrangements for fully suspended motors as per their design.




The suspension for the locomotive will be such that the parameters indicated in clause 1.3 for a testspeed of 225 kmph are met in full. The technical implication on the traction motor suspension ofmaking the locomotive fit for a test speed of 225 kmph shall be indicated.

3.2.15 Traction gear: All the traction gears shall be of case hardened alloy steel of approved quality.

3.2.16 General braking requirements & brake equipments:

3.2.16.1 The Locomotive shall be fitted with computer controlled graduated air-brake system with datalogging and self-diagnostic features using integrated panel, consisting of multi layers plates (notless than three), on which brake valves shall be directly mounted, with the provision of pneumaticinterconnections of valves within the panel itself thereby avoiding any need of external piping. Thebrake system shall be compatible with trailing stock fitted with twin pipe gradual release air brakesystem in accordance with RDSO specification No. 02-ABR-02.

3.2.16.2 The electrical regenerative braking system shall be the primary braking system of the Locomotive.The braking system of the Locomotive shall ensure that the air brake of the Locomotive is appliedonly when the electric braking system is not capable of achieving the required braking force, or incase the electric brake has broken down, so as to limit the wear of mechanical parts of the airbraking system by using the electric braking system to its maximum capacity and also for makingoptimum use of power regeneration. The braking system of the Locomotive shall also ensure thatwhen the electric brake is insufficient to provide the required braking effort, the necessaryproportion of the air brake of the Locomotive, superimposed on the electric brake, is applied(system also known as “brake blending”). The driver shall be able to control the train withregenerative brakes and/or using the automatic train brakes.

3.2.16.3 The locomotive shall be provided with self-lapping type independent direct acting brake valves withsimple arrangement of adjusting the maximum brake cylinder pressure. Corresponding to thispressure the total braking effort shall work out to about 20% of the adhesive weight of thelocomotive. The capability of holding train loads in Tonnes, in falling 1 in 80 and 1 in 100gradients, with only application of independent direct acting brake, shall be specified by theContractor.

3.2.16.4 The automatic brake valve shall be of self-lapping type and shall have "Release" and "Run"positions in accordance with UIC code. The "Release" position shall be spring loaded.

3.2.16.5 Provision of isolating position in the independent direct acting brake valve shall be provided.

3.2.16.6 It shall be possible to apply the brakes from one cab and release it from another cab in case thedriver has to change the cab.

3.2.16.7 It shall be possible to release locomotive brakes when the brakes of trailing stock are appliedpartially or fully through drivers automatic brake valves.

3.2.16.8 The Locomotive shall be provided with air flow measuring and indicating devices to provideindication to the driver about the level of leakage from brake pipe. In case of the train parting duringrun, flasher light shall be automatically switched ‘ON’.

3.2.16.9 In case of parting between the coupled Locomotives, the brakes on Locomotives shall be appliedautomatically. It shall also be possible to apply independent brakes on the leading Locomotive incase of parting.

3.2.16.10 Emergency brake: An emergency brake valve shall be provided on right hand side in cab nearassistant driver, in addition to independent and automatic brake valves. During emergency brakeapplication by emergency brake valve or through driver’s automatic brke valve, automaticLocomotive power cut off shall take place.




3.2.16.11 Dynamic (Electrical) brakes: As specified in Chapters 1 and 2, the locomotive shall be providedwith electrical brake (regenerative) capable of providing required braking effort over a wide speedrange. Arrangement for automatic reduction of brake power in case of skidding of the wheels shallbe provided. Control of regeneration shall be such that regenerated power can be fed in the entireOHE zone up to the nearest sub-station which may be located up to 40/50 km away.

3.2.16.12 In the event of failure of electrical regenerative brakes while operating a train, the proportionatebrakes on the train and the Locomotive shall be applied automatically to prevent any speed surge.

3.2.16.13 Twin pipe air brake system shall run from end to end of the Locomotive with two isolating cocks ateither end terminating outside. There shall also be a provision of additional isolating cock on bothpipes at either end, located below each buffer beam of the Locomotive.

3.2.16.14 All piping shall be of stainless steel with flare less compression fittings for tropical conditions.

3.2.16.15 Isolating valves and switches shall be provided to enable parts of the system to be isolated. Allisolating valves that require operations by train crew in normal operation or in emergencies shall beeasily accessible either from within the Locomotive or from track level as appropriate. Isolatingcock handles shall lie parallel to the pipe in which it is installed, in the normal operational (open)position, and perpendicular to the pipe in the isolated (closed) position, and shall operate in thehorizontal plane only. Cable ties shall provide a ready means of identification of a cock which hasbeen operated.

3.2.16.16 Emergency stop push-buttons shall be installed in each cab. Activation of the buttons shall apply theemergency brakes under all conditions, including from the inactive cabs. Activation of theemergency brake by any means shall result in the propulsion system being disabled in a safe criticalmanner by opening main circuit breaker and lowering pantograph. The propulsion system shall notbe re-enabled until the train is at zero speed and the emergency condition has been reset.

3.2.16.17 Design of the brake system and its interconnections shall be fail-safe. In the event of failure of brakeequipment and brake electronics, brakes shall be automatically applied.

3.2.16.18 Use of pipe fittings with rubber ‘o’ rings or similar types of seal shall not be acceptable. Suitablecolour coding shall be applied to all pipe work for identification. Use of flexible hoses shall be keptto a minimum.

3.2.16.19 The pneumatic valves shall not require overhauling before six years of service including rubber kitchanging.

3.2.17 Brake rigging:

3.2.17.1 All the wheels of the locomotive shall be provided with disc brakes. The Contractor is free toincorporate any type of brake system supplied by any manufacturer approved by UIC/AAR subjectto RDSO's prior approval. The Contractor will indicate in detail reasons for selecting a particulartype of brakes system along with the full details of material used for construction and criteria usedfor selection. Detailed calculations for selecting the brake system carried out by the Contractor aswell as detailed calculations for brake power along with brake rigging diagram shall be submittedfor approval by the RDSO.

3.2.17.2 Brake system/rigging shall be so designed that brake application if required for wheel slip correctionwill take place on the affected wheels only.

3.2.17.3 Detailed calculations for the brake power along with brake rigging diagram shall be submitted.

3.2.17.4 Adequate safety straps shall be provided below the moving component of the brake rigging toprevent fouling of the track and ballast in the event of failure of any component.




3.2.17.5 It shall be possible to isolate the tread brake/disc brake system individually on each bogie. Theisolation device shall be easily accessible. All devices capable of isolating a portion of the brakesystem shall be located and protected to avoid inadvertent or malicious operation.

3.2.17.6 The locomotive shall be provided with an effective parking brake system of the spring loaded andpneumatically released type. The parking brake system shall apply the brakes on two axles of eachbogie.

3.2.17.7 All wheels of the Locomotive shall be provided with disc brakes. With full brake pressure, the totalbraking force shall be 10-20% of the maximum designed weight of the Locomotive in workingorder. Means shall be provided to permit variation in this brake power above or below 8%. Thesystem shall include a suitable device for automatically taking up slacks due to wheel and brakeblocks wear, etc.

3.2.18 Bogie: The bogie shall meet the general requirements indicated below:

3.2.18.1 The bogie shall be of proven design and capable of being run in the high speed range of 225 kmphtest speed.

3.2.18.2 The bogie shall be provided with multi-stage suspension with adequate damping in vertical, lateraland yaw modes and controlled guidance of axles. Calculation for determining the springcharacteristics and the damping value in the various modes will be submitted.

3.2.18.3 The helical springs if used shall be of the best quality and shall be designed and manufactured formaximum fatigue life. Spring stresses under conditions of maximum dynamic augment will bewithin endurance limits of the spring material. The springs shall be painted with suitable anticorrosive paints. Details of design, material shall be furnished by the Contractor at detailed designstage.

3.2.18.4 The bogie shall be subjected to static and dynamic load testing (10 million cycles) as per loadingcondition given below:

3.2.18.5 Normal vertical load plus 50% dynamic augment.

3.2.18.6 Lateral load of 4 Tonne.

3.2.18.7 Continuous rated tractive effort/braking effort.

3.2.18.8 The bogie shall not show any sign of deformation/development of cracks during the above tests.The stress values shall remain preferably within endurance limits.

3.2.18.9 The details about the load transfer from underframe to bogies along with mounting arrangementshall be provided.

3.2.18.10 The manufacturers shall submit detailed calculations to indicate that the locomotive will be suitablefor running at a test speed of 225 kmph on the high speed routes mentioned in clause 1.4.Mathematical model assumed and the assumptions made shall also be furnished.

3.2.19 Body Design:

3.2.19.1 The locomotive shall be designed with a streamlined body. Proper aerodynamic profile as per EN14067 shall be provided to reduce wind resistance/drag to a bare minimum. The detailed calculationfor starting resistance and the formula for determining rolling resistance at various speeds shall befurnished by the Contractor.

3.2.19.2 The superstructure shall be provided with a cab at each end of the locomotive to make it suitable fordriving in either direction. The overall dimensions of the cab shall take full advantage of themaximum moving dimensions.




3.2.20 Underframe:

3.2.20.1 Design of the underframe/body shall be made to safely withstand each one of the following loadingconditions while carrying its loads:

(i) Multiple unit operation with 200 Tonne draft load applied at the centre buffer coupler, andallowing for an increase not less than 50% in the static vertical load to cater for dynamicaugment encountered in service.

(ii) Lifting of the locomotive at one end at the headstock with the adjacent bogie suspended fromthe underframe and the other bogie resting on the rails/ground representing the conditionsduring rerailing operation after an accident.

(iii) Lifting the entire locomotive including the bogies at the jacking pads located on each sidenear the middle of each bogie.

(iv) Lifting the entire locomotive without the bogies at the buffer beams.

(v) Stationary locomotive under a squeeze load of 400 T applied at the side buffers/centre drawgear.

3.2.20.2 The design shall be such that the maximum permissible stress will not exceed the endurance limit ofthe material for loading conditions at 5.4.1 (i) and 90% of the yield point stress of the material underother conditions of loading.

3.2.20.3 Provisions for lifting of body shall be provided. It shall be possible for the bogie to be lifted alongwith the body when required.

3.2.21 Sanding: The locomotives shall be equipped with adequate sanding devices with followingfeatures:

3.2.21.1 Pneumatic sanding will be applied to the leading wheel set of each bogie in either direction oftravel. Automatic sanding arrangement during wheel slipping by means of wheel slip detection willbe provided. The sanding shall be direction selective. Sand pipe nozzles will be located at a distanceof 30 mm from rail level and the height will be made adjustable to cater for the wheel wear.

3.2.21.2 The sand boxes shall preferably be at underframe level and will be easily accessible for filling fromoutside. Each sand box shall have a capacity of 45 kgs (+/- 10%) capacity.

3.2.21.3 The sand box lids shall be so designed as to avoid water entering the boxes and to prevent cloggingthe injector inlet in the box.

3.2.21.4 The sanding gear shall be capable of functioning properly in the tropical humid climate where thesand does not remain dry and also gets moisture from compressed air. The sand ejection mechanismshall be designed such that it does not get choked due to moist sand and the design shall alsoconsider provision of a suitable heating arrangement inside sand box.

3.2.22 Piping and accessories:

3.2.22.1 Stainless Steel shall be used for piping and accessories.

3.2.22.2 It shall be preferable if sizes of pipes are limited to a minimum. Sharp bends shall be avoided andwhere necessary standard connections will be used. An approved colour scheme for identification ofdifferent pipings shall be adopted.

3.2.22.3 The various stop cocks and isolating valves except drain cocks will be oriented in the open positionto the fluid flow direction. It will be necessary to ensure that due to the weight of the handle, when




operated in a vertical plane, it will not open or close on its own under vibrations encountered inservice.

3.2.22.4 The connecting parts, necessary for piping, e.g. couplings, nuts, unions, bends, tees, etc., will beassembled by means of Ermeto/taper type fittings. The length of the threaded part on the tube shallbe at least equal to that indicated on standard drawings.

3.2.22.5 All pneumatic pipes shall be carefully cleaned after bending and given anti-rust treatment andcoating when necessary in order to eliminate bending scale. Cleaning by compressed air only is notacceptable.

3.2.22.6 Adequate automatic drainage arrangement for draining the moisture in the compressed air systemshall be provided. The drainage is to be so adjusted that the air flow in the pneumatic control andbrake system beyond the automatic drain valves is practically free from moisture.

3.2.23 Lubrication:

3.2.23.1 The manufacturer shall study the currently available lubricants in India and employ as far aspossible such lubricants. Full lubricating scheme and schedule for the locomotive shall be furnishedin advance.

3.2.23.2 Grease nipples shall be selected from the IR Part Drawings. Grease nipples and adapters whereverused shall be tack welded or locked in an approved manner to prevent them from unscrewing andfalling off in service.

3.2.24 Multiple operation: It shall be possible to use the locomotive in multiple operation of up to twolocomotives in one group. The control of both the Locomotives shall be achieved from either of theLocomotives being used under the multiple unit operations. Provision shall be made to enable thedriver in the driving cab to monitor the parameters of the other Locomotive as well as to identify thefault in both the Locomotives.

3.2.25 Banking operations: It shall be possible to use these locomotives as banking locomotives. In caseof rolling stock equipped with air brakes the brake pipe of rolling stock shall not be charged by thebanking locomotive. It shall be possible for the banking locomotive driver to apply train brakesfrom banking locomotive in case of emergency.

3.2.26 Air Reservoirs: Main reservoirs of adequate capacity, made of corrosion resistant material, shall beprovided on the Locomotive with provision of suitable safety valve and automatic drain valve.

3.2.27 Air Dryer: The air delivered to the pneumatic system shall be clean and dry free from water vapor,oil and particles. A heatless regenerative type air dryer of matched capacity shall be providedbetween the air compressor and the main reservoir so as to provide dry compressed air to theLocomotive brake system. The air dryer shall be preceded by automatic drain valve and oilseparator, which collects and discharges bulk of the moisture and oil present in the compressed air,before it enters the air dryer. Air drier shall be so located /protected in under frame to avoid anyhitting during run. Alternatively air drier can be provided in machine room with provision ofpurging outside the Locomotive.

3.2.28 Horns: Dual tone pneumatic horns without rubber parts shall be provided facing outwards at eachend of the Locomotive. The horns shall be of sufficient size and power to be distinctly audible at a




distance of 1 km from the Locomotive. The two horns shall have different tones but shall be inharmony with each other when blown together. Push buttons placed next to each other shall beprovided on the driver side as well as on the assistant driver side for the operation of either one orboth the horns at any time by the driver or assistant driver.

3.2.29 Speed indicating and recording equipment: The locomotive shall be provided with speedindicating-cum-recording equipment in each cab. The speed indicating-cum-recording equipmentswith electrical/electronic type of drive having scale range from 0 to 250 kmph shall be used. Theindicated speed shall be measured by pulse generator installed in the axle box. The equipment shallalso incorporate the feature of indicating and recording kilometers traveled by the Locomotive.

3.2.30 Painting and marking: The complete locomotive shall be painted and marked to an approveddesign and manner. The design of painting and marking shall be submitted and finalizedduring design approval stage.

3.2.30.1 Any paint system used, shall be durable and resistant to damage, and shall ensure that the life of thecoating is at least 4 (four) years before a re-paint is necessary. During this period the coating shallremain securely attached to the substrate and through normal service in passenger operations.

3.2.30.2 Subject to re-painting at 4 (four) year intervals and attention provided during maintenance to attendto any damage to the paint system caused by accidental impacts, the paint system shall protect thesubstrate from corrosion over the design life of the Locomotive. The paint system shall be capableof withstanding the effects of any detergents used in cleaning and the use of washing machines.

3.2.30.3 Rectification of coating damage which occurs due to impacts shall be repairable at the MaintenanceDepots. The Contractor shall describe in the Maintenance Manual the materials, equipment andprocesses required for such repairs to the paint system. The paint system and the repair processselected by the Contractor for use on Maintenance Depots shall not cause environmental problemsor hazards to personal health.

3.2.30.4 Lettering and labeling shall be applied to the Locomotive exterior and interior to inform staff ofmatters such as positions of equipment, safety warnings etc. Lettering and labels shall be durable.

3.2.30.5 The design of the Locomotive shall promote preservation of asset value. The design shall protectagainst corrosion through the use of materials and coatings as appropriate. The design of thestructure shall ensure that no water traps exist. Dissimilar metal corrosion shall be prevented andanti-corrosion paint shall also be applied.

3.2.31 Preparation for despatch: The locomotive shall be fully assembled and painted, packed in asuitable manner so as to make it suitable for transportation by sea and rail from theContractor's work to the ultimate destination adequately protected from rain, humidity, dustand salt laden air. The semi knocked down components and knocked down components shallbe suitably packed in the same manner as specified above.

3.3 Electric Equipment

3.3.1 The electric equipment shall include:

(i) IGBT based main traction & auxiliary power equipments.

(ii) IGBT based hotel load converter for supplying coach loads.

(iii) Auxiliary machines, i.e., various rotary and static machines required for offered tractionequipments.




(iv) Traction motors, speed control device.

(v) Regenerative braking equipment.

(vi) Wheels slip control.

(vii) Low voltage control equipment, protective devices/relays, etc.

(viii) Sanding control apparatus.

(ix) Micro computer for monitoring (not displays) and application of systems troubleshooting and isolation of defective equipment with appropriate indication to driver.

(x) Any other equipment for the efficient functioning of the locomotive's electrical system.

3.3.2 Following special features in the power and control equipment schematic and arrangements tominimize possibilities of trains being stalled on the section shall be provided:

(i) A bogie unit system comprising complete block of associated traction motors, IGBTbased converter, control circuits, etc., shall be adopted so that either any one axle orbogie can be isolated in the event of major faults as per requirement.

(ii) In the vital units of the power control circuit, where any defect/failure of a componentwould cause complete failure of locomotive's electric system, suitable means such asredundancy may be provided in order to avoid locomotive failure or drastic reduction inperformance due to such defects.

(iii) Suitable margin shall be provided in the equipment rating, such that under emergencycondition with isolation of single traction unit, such as converters, traction motor, etc.,there is no necessity to reduce trailing load on level track but the journey can becompleted at reduced speeds, if adhesion conditions are satisfactory. The one hourratings of the equipment shall not be exceeded under such operations. For such purpose,short time rating of the major electrical equipments such as main transformer, powerconverter, traction motor, etc., shall be furnished.

(iv) The protection/alarm/indication circuits shall normally have self-correcting featuresrather than cause tripping of the locomotive or drastic reduction in tractive effort. IfLoco Pilot’s intervention is needed, sufficient indication shall be made available toenable corrective action to be taken in time.

3.3.3 Selection of insulating materials: In selecting materials of insulation the moist tropicalweather conditions prevailing in India shall be kept in view. In this regard, the manufacturershall furnish information regarding the suitability of the selected materials under variousclimatic conditions referred to in this specification. Additional necessary tests, if any, forensuring suitability of materials for Indian conditions shall be conducted by the manufacturerin the presence of Indian Railways Representative in the same way as executed by IR in Indiaand the test results advised to the Purchaser.

3.3.4 Safety measures

3.3.4.1 All equipment shall be adequately earthed, insulated, screened or enclosed and provided withessential interlocks and keys as may be appropriate to ensure the protection of the equipmentsand safety of those concerned with its operation and maintenance.

3.3.4.2 The locomotive shall be provided with a manually operated two position earthing switch. Theoperation of the switch shall enable earthing of the power circuit of the locomotive and




attention to the HT equipment by releasing interlocked keys from a box fitted to the earthingswitch.

3.3.4.3 All electrical circuits shall be fully insulated from the superstructure on both the positive andnegative sides and the super-structure shall not be used as a portion of an earth return circuit.

3.3.4.4 Fire prevention measure: The design of equipment shall incorporate all measures to preventfires and shall be such that should any fire take place, the effects shall be minimized and nospread of fire should take place. Materials which are not fire-retardant shall not be used. Thelocomotive shall be provided with suitable fire detection and extinguishing equipment ofproven design. The extinguishing equipment shall be operated manually. Fire extinguishingequipment shall be provided with fixed installation triggered by the driver as well as hand-heldportable extinguishers.

3.3.5 Pantograph

3.3.5.1 The locomotive shall be equipped with 2 pantographs. Normally the trailing end pantographshall be used. The pantograph selector switch shall be provided in the Driver's desk for raisingeither of the pantographs or both the pantographs at a time. Raising or lowering of pantographwith locomotive in motion shall not cause any undue disturbance to OHE.

3.3.5.2 The pantograph shall be designed to operate both for normal OHE as well as high rise OHE asmentioned in clause 1.3.5.

3.3.5.3 It shall be possible for each of these pantographs to be disconnected from roof equipment andearthed in case of damage.

3.3.5.4 The profile of the pantograph shall be in accordance with the drawing no. SKEL-3871enclosed as Annexure-3. Metalized carbon strip complying with RDSO’s technical circular no.ELRS/TC/0071 shall be used on the pantograph.

3.3.5.5 The pantograph shall be air operated type and suitable to work in areas having high windpressure. The pantograph shall also be suitable to work both in normal OHE and high riseOHE areas having height range as specified in clause 1.3.5 of these Specifications andStandards.

3.3.5.6 In static condition, the pantograph shall exert upward force of 7 ± 0.4 kg on OHE.

3.3.6 Main circuit breaker: Vacuum circuit breaker of proven design shall be provided.

3.3.7 Lightning arrestor (Energy discharge class 3 or more): 42 kV grade, two metal oxide gaplesstype lightning arrestor of well proven design shall be provided on the roof of the locomotivefor protection against the line voltage transients caused by lightning or system switching.

3.3.8 Main transformer

3.3.8.1 The fixed ratio main transformer shall be provided with multi-traction windings suiting therequirements of IGBT based power converter and with or without auxiliary winding(s) for theauxiliary system.

3.3.8.2 In case the Contractor opts for standalone hotel load converter, then two independent extraauxiliary winding in the transformer for feeding the "Hotel Load" will be provided. The ratingof this auxiliary winding will be designed to suit the hotel load requirements as mentioned in




clause 3.3.17. Alternative design of taking power supply from common DC link for tractionconverter is also acceptable provided it does not affect traction power of the locomotive.

3.3.8.3 The kVA rating of the transformer shall be specified at a line voltage of 22.5 kV and shall bedesigned to deliver a total power corresponding to the continuous rated traction motor currentsat full voltage. The transformer traction winding shall also be designed to deliver the ratedpower at the maximum line voltage of 27.5 kV.

3.3.8.4 The transformer shall be designed with adequate overload capacity, in accordance with GoodIndustry Practice, to permit full utilization of the traction motor capacity during starting aswell as running.

3.3.8.5 The transformer shall be designed to conform to IEC: 60310 and the temperature rise limits onthe windings and the oil shall correspond to IEC: 60310 limit minus 200C under all conditionsof operation.

3.3.8.6 The transformer shall be oil immersed and forced oil cooled by means of oil circulating pumpand radiator. The oil cooler (radiator) shall be air blast cooled by means of a motor drivenblower set. The transformer shall be equipped with an expansion tank in the machine room.Explosion valves shall prevent mechanical damages of transformer set. Means shall beprovided for letting out the oil from the transformer through the floor to the underside of thelocomotive, in event of any fault/electrical disturbance in the transformer causing oil to rushout. The radiator shall be so designed so that cleaning interval is in synchronization with theScheduled Maintenance but shall not be less than six months in any case.

3.3.8.7 The transformer tank, radiators and associate equipment shall be coated with pollution/oilresistant and dust repellant epoxy paint.

3.3.8.8 The thermal simulation studies of the transformer tank for different switching frequencies ofthe power converter shall be submitted during the detailed design stage.

3.3.9 High voltage cable assembly: High voltage cable assembly, from the Locomotive roof totransformer of adequate size having interface with transformer bushing at the transformer endand with cable head termination bushing fitted at the Locomotive roof, shall be provided inaccordance with the Good Industry Practice.

3.3.10 Power Converter

3.3.10.1 The switching frequencies of the line side converter shall be more than 400 Hz to contain theline side harmonics.

3.3.10.2 The voltage rating of IGBT shall be so chosen that at least 25% margin is available aftertaking into consideration the DC link voltage and voltage jump on account of inductances andcapacitances in the circuit. Water cooling or forced air cooling shall be adopted for powerconverter IGBT based system.

3.3.10.3 The current rating of power devices shall be such that the junction temperature has a minimumthermal margin of 20 degree Celsius, at maximum loading conditions under the specifiedambient temperature, with respect to maximum permissible junction temperature of powerdevices declared by the manufacturer.

3.3.10.4 The wheel slip detection and correction system shall be an integral part of the control systemof the power converters/inverter which shall capture any excessive acceleration, differentialspeeds between axles, over speed and any other parameter considered necessary to maximizeadhesion and minimize wheel slipping /skidding.




3.3.10.5 The protection scheme of the converter and inverter system shall prevent any damage to theconverter and inverter system in the event of short circuit current flowing under faultconditions, in accordance with Good Industry Practice The converter and inverter system shallalso be designed to withstand extreme disturbances like short-circuit / open circuit at all pointsof input / output interfaces with Locomotive, with minimized effects/damages. This shall beType Tested according to the relevant provisions of the IEC 61287.

3.3.10.6 In the event of any earth fault or phase to phase fault in the traction motor(s), the protectionscheme of the converter shall prevent any damage to the converter.

3.3.10.7 Following special features shall be provided in the Locomotive to maximize the performance& reliability and minimize possibilities of the Locomotives being stalled in the section:

(i) There shall be individual axle drive inverter for each traction motor.

(ii) Independent line converter per axle or combined line converter per bogie andindependent drive inverter per axle; and

(iii) Suitable redundancy in the vital PCBs connected with safety and power supplies, so thatthe Locomotive failure and degradation in performance is minimized in the event of theirfailure.

3.3.10.8 The motor converter output current ripple shall be so maintained that it can keep the torquepulsations and traction motor heating to a minimum. Software based technique shall beadopted instead of hardware control for controlling DC link and torque pulsations of tractionmotor.

3.3.11 Power and control electronic equipment:

3.3.11.1 In the design and construction of IGBT based converter/inverter and associated controlequipment, reliability and maintainability shall be paramount considerations. Adequate marginshall be provided to take into account ambient conditions prevailing in India. Freedom fromdust and protection from surges shall be ensured. Modular constructions shall be adoptedwherever considered possible for achieving the above requirements.

3.3.11.2 For semi-conductor devices a safety margin of 25% on the ratings for current and voltage shallbe provided and established through calculations.

3.3.11.3 The converter/inverter system and transformer shall be capable of withstanding the maximumshort circuit current under fault conditions and established through calculations:

3.3.12 Control System:

3.3.12.1 The locomotive shall be provided with the following control systems:

(i) Pre-set selected speed control which enables the speed at which it is desired to run thetrain to be pre-set.

(ii) The tractive effort and the regenerative braking effort control shall be done using torquecontrol and current supervision. In the case of the pre-set tractive effort being too high,the control shall automatically fix the maximum tractive effort admissible within thecircuits as a function of speed.

3.3.12.2 With these two controls working in conjunction by successive and automatic control of theconverter during traction or regenerative braking cycles it shall be possible to keep thelocomotive at the desired speed irrespective of the track profile. The speed control shall workwithin the limits of the max. electrical locomotive performance.




3.3.12.3 In case pre-set selected speed control is not used the tractive effort control shall enable thelocomotive to be driven on the basis of tractive effort readings.

3.3.13 Redundancy requirements

In the event of breakdown of any component or basic unit of equipment, it shall be possible tocontinue to haul the train with the least reduction possible in its services, operating withinrestricted but permissible conditions. The basic principles and procedures to be followed in theevent of a breakdown shall be:

(i) In the event of breakdown of any one of the line side converter/drive side converter, onlythe defective module shall be isolated and the Locomotive shall continue to feed power toremaining traction motors for satisfactory working of the locomotive.

(ii) Breakdown of power module during traction or electrical braking: The faulty power unitmay be isolated;

(iii) Breakdown of an auxiliary converter:

Redundancy in auxiliary converter shall be provided so that in the event of its failure, thetraction capacity of the Locomotive does not get affected. Further, in the event of failureof one auxiliary converter, the other shall take over the charging of the battery;

(iv) Breakdown in the air braking system of a bogie:

It shall be possible to isolate the air brake in the bogie;

(v) Breakdown in the electric control of the automatic air brake:

It shall be substituted by the emergency brake;

(vi) Control electronics (VCU) shall have adequate redundancy so that a breakdown shall notaffect the traction, braking and safety related control operations.

3.3.14 Power factor: The power factor of the locomotive shall be close to unity at speeds above 20kmph at 25 kV line voltage. However, the power factor shall not be close to unity at lowerpower even at speeds above 20 kmph. The power factor shall be maintained at the requisitevalue by the microcomputer.

3.3.15 Traction Motor and drive:

3.3.15.1 Three phase asynchronous type of traction motors shall be used.

3.3.15.2 General:

(i) The general design and manufacture of the motor shall be done to the standard IEC60349 in accordance with the modern traction practices. The design shall include allthose features which are known to have worked well in the tropical climatic conditions.

(ii) The traction motor shall be fully suspended.

(iii) The motor shall be designed so as to be capable of withstanding transients such as linevoltage fluctuations, switching surges and such other conditions caused by stalling andwheel-slips under different operational conditions.




(iv) The following operational and environmental factor shall be specially kept in view in thedesign of the motor.

Excessive vibrations that are experienced because of average track maintenanceconditions in India.

Prevalence of high temperature and humidity for the most part of the year.

Operation of the locomotive over a long country terrain in which the climate shallvary from excessive dry heat on one end to high humidity on the other end orduring winter months from very cold condition at one end to moderately warmand humid conditions on the other end.

Operation under highly dusty environments.

3.3.15.3 In determining the ratings, design parameters and construction of the traction motor, fullconsideration shall be given to the duties imposed by requirement of regenerative braking.

3.3.15.4 The motor shall be designed such that the hot spot temperature under any condition of loadingin winding does not exceed the average temperature of that winding measured by resistancemethod, by more than 20 degree Celsius.

3.3.15.5 Insulation system:

(i) The insulation system to be employed shall be particularly designed to withstand theadverse climatic and environmental conditions specified in these Specification andStandards. The materials comprising this system and the system itself shall have beenproved to be of the highest reliability in traction application. Imperviousness to moistureshall be a special requirement.

(ii) The evaluation of the insulation system for thermal endurance shall be made withfabricated test models by way of accelerated ageing test based on the test programmedrawn up in accordance with the norms specified in IEC: 60034-18. Evaluation of theinsulation system shall be done according to IEC 60034-18.

(iii) Various ageing parameters, such as heat, vibration, mechanical/compressive stresses,special environmental effects of humidity, dust, metallic dust from brake shoes, etc.,shall be incorporated to simulate the actual working conditions as closely as possible.

(iv) The temperature at which an extrapolated life of 20,000 hours is obtained shall be treatedas the thermal endurance limit (Temperature Index) of the insulation system.

3.3.15.6 The mechanical design of the motor, fixing arrangement on the bogies,the gears and pinions, gear case, etc. shall receive particular attention.

3.3.15.7 Maximum temperature rise of traction motor winding shall be limited to Ti – 70 degreecelsius, considering 15% choking of filters.

3.3.15.8 Maximum design speed of the traction motor at the highest working speed shall be decided byContractor itself and details of the same shall be submitted with design for approval.

3.3.15.9 Harmonic/Ripple factor: The traction motor shall operate satisfactorily over the entire rangeof loading, with harmonics/ripples imposed from the supply system, (comprising transformerand IGBT converter), both during motoring and regenerative braking conditions. Themanufacturer shall conduct necessary tests on the traction motor to establish compliance withthis requirement.

3.3.15.10 The L-10 life of traction motor bearings shall be more than 3.0 million Kms. Both the ends(drive and non-drive) of traction motor bearing shall be grease lubricated, only.




3.3.15.11 Various components of traction motor shall be manufactured with such tolerances so as toenable complete interchangeability of components from one motor to another of same design.The rotor shaft of traction motor shall be detachable from rotor for maintenance purpose. Therotor shall be reusable/repairable. However, the repair and salvage of either the shaft or therotor shall be possible by specific processes. This shall depend on the extent of damage.

3.3.15.12 Type Tests and Routine Tests on the traction motor shall be in accordance with IEC 60349-2.Optional test mentioned in the relevant IEC shall also be conducted. Following additionalspecial tests shall also be carried out:

(i) Test on speed/temperature sensors;

(ii) Polarization index test (shall be more than 2);

(iii) Tan delta test;

(iv) Insulation Resistance measurement test;

(v) Traction motor roller bearing test;

(vi) Flood proof test.

3.3.15.13 The lubricant shall be so chosen that the viscosity of the lubricant is not lost even at highesttemperature during operation. Temperature rise of the gears shall be in the range of 30 degreeCelsius above the ambient temperature.

3.3.16 Auxiliary systems:

3.3.16.1 The auxiliary system shall consist of auxiliary converters, auxiliary machines, blower-motors,compressor motors, oil / water pumps, cab air-conditioner, battery charger, DC loads andassociated protection system. The AC auxiliary system shall be galvanically isolated from thetraction power system and the DC battery system. Auxiliary system design shall ensure thatthere is no surge / spike in the output voltage between phase to phase and with respect to earth.The common mode output voltage (vector sum of three phases) with respect to earth shall beas low as possible, preferably zero.

3.3.16.2 The auxiliary converters shall be IGBT based and forced water cooled or air cooled. Thecontrol shall be microprocessor / micro-controller based with diagnostic features. Protectionfrom overload/short circuit, single phasing and any other protection considered necessary forreliable functioning shall be provided. The output of auxiliary converter shall be sinusoidal.Total harmonic distortion at the output voltage shall be less than 10% and supply regulated to± 5% of the nominal voltage under all operating conditions.

3.3.16.3 Auxiliary converters of adequate capacity identical in all respects and a battery-charging unitshall be provided. Design and rating of auxiliary converter and load distribution shall be suchthat in case one auxiliary converter fails, the remaining shall take the entire auxiliary load andthe Locomotive remains healthy. The changeover arrangement shall be automatic.

3.3.16.4 Rating of the auxiliary converters shall be decided after considering the connected loads,requirement of redundancy and keeping a margin of 10 kVA per converter for possibleincrease of load in future.

3.3.16.5 In addition to above, galvanically isolated 230 V AC, single phase supply of 1 kVA shall alsobe made available in the driving cabs to enable powering any small equipment when theLocomotive is standing in the shed.

3.3.16.6 In order to reduce energy consumption as well as to increase equipment life, multiple levelventilation control shall be adopted, which shall vary the output of all the blowers according to




the cooling needs. Auxiliary converter output and control system shall be designedaccordingly.

3.3.16.7 Only a few different types of motors shall be used to guarantee interchangeability. Couplingand mounting design requirements shall be kept identical where applicable.

3.3.16.8 Except for auxiliary compressor motor which shall be rated at 110 Vdc, all the remaining drivemotors shall be designed for three phase AC supply with suitable protection. DC auxiliarymachine system shall be considered if special advantages or special reliability andmaintainability features are envisaged and guaranteed.

3.3.16.9 Totally enclosed fan cooled design is to be considered for auxiliary machines if the use of suchmachines is likely to result in freedom from dust and contamination and in general betterperformance. Internally ventilated auxiliary machines having encapsulated stator windingsmay also be considered for this application if considered to be advantageous over totallyenclosed fan cooled design.

3.3.16.10 The temperature rise limits for auxiliary machines shall be reduced compared to IEC limits totake care of the higher ambient temperature specified. Insulation system of class 180 degreeCelsius or higher shall be adopted. The maximum temperature rise shall not be more than 80degree Celsius.

3.3.16.11 Vacuum pressure impregnation of the stator winding shall be done using solvent less varnishhaving thermal index above 200 degree Celsius..

3.3.16.12 In the case of squirrel cage motors, aluminium alloy die cast rotor construction shall bepreferred.

3.3.16.13 L-10 life of bearings when calculated according to ISO Recommendation R-281 shall not beless than 35000 working hours.

3.3.16.14 For motors higher than 15 kW, flange bearing housing units shall be used. The bearing designshall be such that no greasing or any intermediate attention shall be required for at least 18months.

3.3.16.15 If the operating conditions of the auxiliary machines differ from the specified test conditionsin relevant IEC publications additional tests as mutually agreed shall be carried out.

3.3.16.16 Compressor:

Total derated capacity (free air delivery) of the air compressors system shall beminimum 4000 lpm at 10 kg/cm sq. pressure, after accounting climatic conditions asspecified in clause 1.5 of these Specifications and Standards. Two or more identicalcompressors shall be used. The compressor(s) shall be suitable for continuous operationat a pressure of 10 kg/cm sq. (without causing high temperature, damage and unusualwear of components) with pressure governor setting to cut out at 10 kg/cm2 and cut in at8 kg/cm2 and safety valve setting of 10.5 kg/cm2. The temperature of air at the inlet offirst main reservoir shall not be more than 40 degree Celsius above ambient airtemperature at a pressure of 10 kg/cm sq. The compressors shall be driven by dedicatedelectric motors. The compressor overhauling period shall be in synchronization with theScheduled Maintenance of the Locomotive and shall not be less than six years in anycase.

The motor compressor unit shall be under slung, resiliently mounted with the underframe to minimize the levels of vibrations transmitted to the Locomotive body. Themounting arrangement shall be of proven design.




The compressor shall preferably be splash lubricated to avoid the need for oil pump,filter, valve, etc. The oil sump inlet shall be so designed to avoid any over filling duringservice. The Contractor may offer alternative design such as, oil free compressor. Suchoil free compressors can be provided in the machine room.

The intake air shall be directed through a properly designed filter, suitable for thespecified dusty atmospheric conditions. The inlet air filter shall be so mounted oncompressor so that it can be easily taken out for cleaning purpose. The cleaningperiodicity shall not be less than six months. Arrangement shall be made so that thecompressor does not start against back pressure. A non-return valve shall be providedbetween the compressor and the main reservoir supply line. A safety valve shall beprovided to protect the compressor against excess pressure.

3.3.16.17 Auxiliary compressor set: A 110 Vdc battery operated auxiliary compressor set havingsufficient capacity shall be provided for feeding the auxiliary air reservoir for operation of thepantograph and vacuum circuit breaker, during the preparation of the locomotive for service. Asuitable pressure governor device shall also be included.

3.3.16.18 Battery and Battery charger:

(i) An automatic static battery charger fed from three phase auxiliary supply shall beprovided. Its rating and charging characteristics shall be matched to the battery, bymonitoring of charging current and voltage and shall have a provision for fineadjustment and good stability to avoid overcharging or undercharging of batteries;

(ii) Low maintenance batteries of adequate capacity (C5 capacity) shall be provided on theLocomotive to feed the equipment for at least 5 hours in the event of a failure in thebattery charging system. Nominal voltage of the battery shall be 110 V; and

(iii) The design and control of the battery shall ensure that the battery gets disconnected fromnon-essential loads when the battery gets discharged, however there shall be sufficientcapacity left under all conditions to raise pantograph and to power voice recorder andflasher light. When auxiliary load is reconnected, the initial battery load shall not causethe battery output to oscillate.

3.3.16.19 Control equipment:

(i) All necessary control equipment including driver's controls and indications for electrical,pneumatic, air pressure, brake and other circuits shall be provided. Beside, necessaryoperational protective and safety devices in the form of relays, contactors, switches asmay be required by circuit design shall also be incorporated for the proper functioning ofthe power equipments, auxiliary equipments, brakes, etc.

(ii) The control equipment, relays and switches, and such other device shall represent latestand proven technology established under the most severe operating conditions withparticular regard to reliability.

(iii) Wherever considered necessary by the Contractor, contacts will be duplicated to provideredundancy.

(iv) Interlocks and auxiliary contacts connected with important protective, operation, control,auxiliary and safety circuits shall be housed in dust proofed enclosures either byproviding the complete equipment in dust-proof cabinets and/or pressuring the cabinetsor by covering the contacts only by dust-proof covers of a satisfactory design.

(v) The voltage range of all relays and contactors shall be from 77 to 138 Vdc (110 Vdc -30/+25%, according to IEC publications). These devices shall work within this voltagerange properly under their rated temperatures and contact pressures. The contact




pressure shall be adequate to ensure satisfactory operation under most severe workingconditions.

(vi) The air pressure requirement for pneumatic equipment shall be between 4.5 and 10 bars.The minimum working pressure for all equipment shall be no more than 5 bars. Ifrequired, suitable pressure reducing valves shall be provided to suit the operatingpressure for the control equipment.

(vii) Rubber components, such as pistons, "0", rings etc. wherever employed in control gear(and brake system and their controls) shall be entirely suitable for humid and hotenvironmental conditions in India.

(viii) Surge suppression circuits shall be incorporated wherever necessary.

(ix) Capacitors shall be liberally rated, keeping in view the high ambient in India, vibrationsof electric rolling stock and electrical surges expected during operation.

(x) Special endurance tests may be required to be conducted both mechanical and electricalto prove the reliability of the control equipment used. Details on these tests will beagreed mutually.

(xi) In design of the driver's controls, the following aspects shall be kept in view:

It shall not be possible for unauthorized persons to operate the master controller.

One removable key per loco for starting of loco shall be provided. The key switchenables/disables the push buttons, selectors etc. (cabin occupied).

The reverser handle shall be so interlocked that master controller handle can moveonly when the reverser is placed in an operative position. Conversely it shall benecessary for the master controller to be returned to the off position, before thereverser handle can be returned to the off position.

3.3.17 Hotel Load Converter

3.3.17.1 The hotel load converter (Two Nos of 500 kVA each) shall be completely IGBT based. Thecontrol shall be microprocessor/microcontroller based having diagnostic features.

3.3.17.2 Power quality of the hotel load converter output shall be as under:

a) Output Voltage (phase to phase) 750V +5%-2%, 3Ø sine wave AC, 4 wire.b) Output voltage between phase to earth of

feederless than 0.8 kV (peak)

c) Rated output power 2x500 kVA at 0.8 power factor for all supplyvoltage variations in accordance with clause 1.3 ofthis Specification and Standards.

d) Output Frequency 50Hz ± 2%e) Total harmonic distortion (THD) in

output voltageLess than 10%

f) Output voltage unbalance Less than 3 %g) Expected current unbalance in load

currentUp to 15% of rated output current

h) THD of input current (at full load) ifHLC connected to separate hotel loadwinding of the main transformer.

Less than 5% up to 20th harmonic up to 1000 kHz

i) Input displacement power factor Shall be close to unity at full load with nominalinput parameters




j) Efficiency at full load Not less than 96% at rated input voltage

k) Direct on load starting of converter 750A (steady state current) of induction motorload for 3 seconds

l) Availability of output supply The output supply of the hotel load converter shallbe made available within 10 seconds when itselectronics is ON.However, delay in output supply including boot uptime of electronics shall not be more than 30seconds.

3.3.17.3 It shall not be possible to regulate the duty cycle of the loads.

3.3.17.4 Pantograph bouncing duration up to 45 ms (limit of zero pressure contact) shall not affect hotelload converter with or without loads.

3.3.17.5 There shall be power interruptions at neutral sections varying from 12 seconds to 20 seconds.During this time, the hotel load converter shall supply power to the train load.

3.3.17.6 However, it must be taken into consideration that power interruptions shall be of longer durationsthan specified above.

3.3.17.7 The details of type of electrical train load to be attached with the converter shall be discussedduring design stage.

3.3.17.8 Independent control of hotel load converter to be provided so that output of hotel load convertershall be 750V +5%-2%, 3Ø sine wave. Galvanic isolation shall be provided so that any electricdisturbance on the traction converter shall not affect the operation of hotel load converter and viceversa. The windings of isolation transformer may be provided in the main transformer.

3.3.17.9 The operation of the hotel load converter shall be done by the loco pilot (driver) by pressingspring loaded BLHO switch. The signal from the BLHO switch shall be integrated with VCU andnecessary processing for reliable operation of the hotel load inverter shall be done in VCU. Thedetails of the integration of control of the hotel load inverter with VCU shall be decided duringthe design evaluation stage and necessary software/hardware adaptations shall be done by theSupplier.

3.3.17.10 Suitable three pole output contactor for the hotel load inverter shall be provided at the output ofthe hotel load converter. The details of the contactor shall be decided during the design evaluationstage.

3.3.17.11 Suitable filter circuit shall be provided at the output of the hotel load inverter.

3.3.18 Instruments and Gauges

3.3.18.1 Instruments and gauges provided shall include meters for tractive efforts and regenerative brakingeffort (each bogie) and volt-meter for line voltage along with other necessary instruments.

3.3.18.2 A catenary voltage detection device with pantograph raised shall be provided to give indication inthe cab of OHE availability.

3.3.18.3 For prototype locomotives, it will be required to carry out instrumentation for measurement ofenergy/power, currents, voltages at various circuit points.

3.3.18.4 Locomotives shall be provided with AC energy meter.




3.3.19 Protective devices:

3.3.19.1 Standard protective systems for protection of the electrical equipments against abnormalcurrents, excessive voltages, etc., as well as indication of normal and abnormal conditions soas to ensure safe and correct operations shall be provided. While working in multiple, thefaults in the trailing locomotive shall be indicated in the leading locomotive.

3.3.19.2 The locomotive shall be provided with adequate electric wheel slip control devices. Slidecontrol shall be provided only for regenerative braking. The wheel slip detection andcorrection system shall be an integral part of the control system of the IGBT main converterand shall supervise the following conditions:

- Excessive acceleration.

- Differential speeds between axles.

- Overspeed control

The wheel slip control shall be optimised for maximum utilisation of adhesion factor. Eachbogie shall have its own wheel slip/adhesion control.

3.3.20 Wiring and cabling: (See also clause 3.2.11)

3.3.20.1 The cables for wiring in the locomotives and equipments shall use high grade electrolyticcopper stranded conductors tinned as per approved international practice and standards.

3.3.20.2 The cables shall be of approved quality and grade of insulation and sheath. They shall be fireretarding type. In locations where high temperatures are likely to be met, special cables maybe employed.

3.3.20.3 All connections shall be terminated on terminal bars of approved design, provided for thepurpose. The terminals and wire cable ends shall be marked to facilitate correct connections.

3.3.20.4 Plugs and sockets shall be used to connect preassembled units and to facilitate maintenanceand ensure a better layout.

3.3.20.5 No cable having a conductor size of less than 2.5 sq. mm. shall ordinarily be used.

3.3.20.6 Smaller size cables for internal wiring panels, control cubicles, signal wiring, consistent withthe mechanical and electrical requirements, may be adopted.

3.3.20.7 The layout of the cable shall be such that contamination by oil is avoided.

3.3.20.8 Loading of power cables shall not be more than 75% of its capacity.

3.3.20.9 Cables for terminal connections shall have only crimped joints.

3.3.21 Lighting circuits

3.3.22.1 The lighting equipment shall be based on 110 Vdc operation:

(i) The headlights shall have a standard voltage of 110 Vdc. The lumen output at 110 Vdcshall be equivalent to that of the standard 32 Vac head lamp used by IR. The totalwattage of the headlight shall be 300 W.

(ii) Gauges and instrument lamps to illuminate the dials shall work at 24 Vdc.

3.3.22.2 In addition to standard lamps for instruments, gauges, cab lights and corridor lights, etc., twospecial flasher light fittings, one at each end of the locomotive shall be incorporated, designed




to provide flashes at a rate of about 40 ± 5 flashes per minute. These shall work of batterysupply. These flashers shall be used only in emergencies arising from accidents to trains, etc.

3.3.22 Micro Computer Control and Fault Indications: The locomotives shall have proven andreliable programmable microprocessor based control system. It shall have following broadfeatures:

3.3.22.3 Logic Control: This system shall be capable of controlling locomotive speed, direction,traction power and braking effort. It shall also exercise slip control, slide control, power factorcontrol and weight transfer compensation.

3.3.22.4 Fault indication, monitoring and isolation system: It shall have built in automatic diagnosticsand automatic trouble shooting. In case where driver's acknowledgement is considerednecessary, the isolation of faulty equipment shall be semiautomatic or manual. Followingfeatures shall be implemented:

(i) Fault, its status indication and logging.

(ii) Analysis of fault condition and providing detailed information regarding the nature andreason for the problem.

(iii) Continuous monitoring of locomotive operation and detection of abnormal conditionsand initiation of corrective action.

(iv) Automatic and semiautomatic isolation of faulty equipment along with indication.

(v) Measurement and recording of:

a. Speed of locomotive with provision for wheel diameter correction

b. Distance travelled

c. Time

d. Energy consumption.

(vi) Display and recording of adequate and correct information in driving cab to enableappropriate trouble shooting by driver/maintenance staff in shed.

3.3.23 Electronics, Control and Communication:

3.3.23.1 The general provisions of this paragraph shall be applicable to the Electronics used for Tractionand Auxiliary Converters also. The electronics used shall conform to IEC-60571. However, dueto higher ambient temperature in India, it shall be suitable for working for short time (at least 15minutes) at high temperatures as expected to be encountered in locomotive standing under sun(refer to clause 1.5 of this specification). Therefore there shall be no requirement of pre-coolingof the electronics on locomotive standing in summer sun for long duration. The electronic controlequipments shall be protected against unavoidable EMI in the machine compartment.

3.3.23.2 Control and communication shall be based on open control architecture and compliant to IEC-61375 “Train Communication Network” protocol or any other superior, internationally publishedprotocol. The programmable devices shall be programmed using language compliant to IEC-61131, if PLCs (Programmable Logic Control) are used.

3.3.23.3 It is desirable that the majority of control and monitoring function is implemented by software soas to reduce hardware and cables.

3.3.23.4 The control system shall integrate the task of fault diagnostics and display in addition to controltask. It shall be capable of real time monitoring the status of all the vital equipment continuously




and occurrence of faults. It shall also take appropriate protective action and shut down theequipment wherever necessary. Features of self-check, calibration and plausibility checks shall beincorporated in the design.

3.3.23.5 Features of self-check and calibration shall be incorporated in the design.

3.3.23.6 The VCU shall have a diagnostics computer, with non-volatile memory, to store all the relevantdiagnostic data. On occurrence of each fault related to propulsion system in the scope of thisspecification, besides the fault information on equipment parameters, background data with timestamp shall also be captured and stored with a view to enable proper fault analysis. There shall befacility to capture post trigger and pre-trigger background information. The diagnostic computershall specify diagnostic of fault up to card level. The diagnostic system shall be able to identifyand log all faults on the locomotive caused by incorrect operation by the driver and such datashall be stored in the diagnostic computer for a period of not less than 100 days. Applicationsoftware shall be provided to facilitate the fault diagnosis and the analysis of equipment wisefailures. The steps required for investigation to be done by maintenance staff shall be displayed insimple language along with background information. Such software shall be compatible forworking on commercially available operating systems.

3.3.23.7 A hand held, off line, electronic device shall be provided for trouble shooting / rectification of afault by the crew. The device shall be portable and easy to carry with feature of pictorialidentification of respective equipments of the Locomotive.

3.3.23.8 The vehicle control unit (VCU) shall also provide on-line, context sensitive bilingual (Hindi &English) trouble shooting assistance to the driver in case of any fault, through the driver’s display.

3.3.23.9 It shall be possible to access all the processors within a vehicle using a standard laptop connectedto one of the ports provided on the VCU rack. Such access may be needed for uploading offirmware/application program, visualization of process parameters and also force or record thesame and downloading the diagnostic data. Required interfaces shall be built in the VCU so thatstandard laptops shall be directly plugged to the VCU without any special interface. Supply of asuitable software tool and laptops is included in the scope. Using this tool, it shall be possible toreset the diagnostic memory for further recording. This tool shall also provide detailed off lineanalysis facility. Preferably Ethernet/ USB 2.0/ USB3.0/RS232 interface shall be used.

3.3.23.10 Supply of a suitable visualization software tool, which would run in a laptop connected to thevehicle control Unit, for visualizing the process variables, is within the scope of supply. Usingthis tool, it is expected to visualize any process variable on the screen, record and temporarilyforce its value. Recording shall be both in numerical and graphical form.

3.3.23.11 It shall be possible for the Railways to execute parametric changes in the software in respect ofuser’s interface with the agreement of successful Contractor viz: modifying some of thepermissible parameters like currents, horse powers, temperatures, pressures, speeds etc., foradjusting the characteristic within permissible range, changing preset values, limits,characteristics etc. and behavior of the locomotive in general, and add/alter the protectionfeatures, if so required in future in order to improve the operation of locomotive. It shall bepossible to configure these parameters through laptop. A menu driven easy to use applicationsoftware shall be provided for loading on the laptop for this purpose. Password protection shall beprovided to safeguard against misuse.

3.3.23.12 The Locomotive shall be provided with remote diagnostic and tracking equipment. Theequipment shall be based on GPS and GSM/GSM-R or latest technologies. This equipment shallperform the function of tracking of the Locomotive and also communicate with the Locomotivediagnostic system, and pass on this information to the central server. The central server shall beprovided by the Contractor at mutually agreed locations with backup servers. It shall be possibleto remotely send and obtain the information stored in the diagnostic memory of the computer




system, depending on availability of communication channel, for control and diagnosis, with theaim of facilitating and speeding up the maintenance process of the Locomotives. VCU shallprovide for seamless integration with Maintenance Management Information System (MMIS).

3.3.23.13 The electronics shall be designed to be sealed from the remaining part of the machine room so asto ensure that there is no dust ingress whatsoever in to the electronics. For its cooling, internalventilation arrangement along with heat exchanger for removal of heat shall be provided. Theelectronics shall be designed with adequate margin so that there are no failures on thermalaccount.

3.3.23.14 The cooling arrangement of the electronics of the traction converter, auxiliary converter and theVCU shall be designed so that the temperature adjacent to the electronic cards remains below 45ºC (degrees Celsius) while the locomotive is operating. Alternatively, the cooling arrangement ofthe electronics of the power converter, auxiliary converter and the VCU shall be designed so thatat least 20 deg Celsius margin is maintained between temperature adjacent to the electronic cardsand the maximum temperature allowed adjacent to the electronic cards.

3.3.23.15 Capacitors shall be liberally rated, keeping in view the high ambient in India, vibrations ofelectric rolling stock and electrical surges expected during operation. Indian Railways haveexperienced high failure rates of electrolytic capacitors mounted on PCBs of electronic cards dueto high operating temperature / voltage / current vis-à-vis designed operating temperature /voltage / current. This aspect shall be especially kept in view during design. Dry type ofcapacitors shall preferably be used. Expected life of the cards, and electronics in general shall beat least 18 years under actual working conditions.

3.3.23.16 It has been IR’s experience that the temperature inside the machine room near electronic cubicleof WAP5, WAG9 and WAP7 locos rises to more than 65 deg Celsius during summer seasonwhen ambient temperature is as high as 50 deg Celsius. The Supplier shall do trials of temperaturemeasurement 12mm away from card by suitable equipment, such as thermocouple, in workingcondition of loco to demonstrate the temperature rise.

3.3.24 Maintenance of electronic systems:

a) On-board diagnostic shall be used on the locomotive to discriminate between fault on therest of the locomotive and fault on the electronic equipment.

b) Shall the electronic equipment found faulty, the on board diagnostic shall enable faultfinding to be carried out at module level.

c) Off-loco test equipment shall be used in the maintenance depot/loco shed. This equipmentshall allow fault finding down to the smallest replaceable item of the equipment/subsystem.

3.3.25 Lighting

3.3.25.1 The lighting equipment (head light, cab lights, reading lights, corridor lights, marker lights,flasher lights, gauges and instrument lamps to illuminate the dials etc.) shall be based on 110VDC battery supply. The design shall be such that the performance and life of the lamp does notget affected due to variations in battery voltage. Gauges and meters shall be fitted with self-illuminating lights, preferably light-emitting diodes.

3.3.25.2 Head Lights: Twin beam head lights shall be provided at each end, working on 110 V halogenlamps having two filaments. Headlight units shall be pre-focused, capable of giving 3.2 lux at adistance of 305 meters. The design shall provide for easy replacement of bulb. Arrangement shallbe made for dimming the headlight output when required. The head lights shall be provided in




suitable waterproof enclosures conforming to IP 65. The head light shall work in neutral sectionalso.

3.3.25.3 Marker/ Ditch Lights: The Locomotive shall be provided with four marker/ ditch lights on eachend. The marker/ditch lights shall have high reliability and long life. They shall be provided insuitable waterproof enclosures conforming to IP 65 and window toughened front glass. Thevisibility of these lights, in the vicinity of the Locomotive, shall be up to a distance of 60 meter.The marker/ditch light shall work in neutral section also.

3.3.25.4 Flasher Lights: Two flasher lights, one at each end of the Locomotive, shall be provided. It shallbe designed to provide 40 ± 5 flashes per minute. It shall emit sufficiently bright amber-yellowlight with dominant wavelength of 590-595 nanometers to be visible at a distance of 2 Kms. inclear daylight and not be affected by sunlight glare. The lux measured in axial direction shall notbe less than 500 lux at 1 meter and 55 lux at 3 meters. The flasher lights shall be provided insuitable waterproof enclosures conforming to IP 65. These shall work on battery supply. Theflasher light shall work in neutral section also. Facility for monitoring and positive confirmationwhether flasher light is lit or not shall be provided in the form of audio-visual indication in drivercabs. The working of the flasher lights shall be so integrated with the train brake system that inthe event of train parting, flasher light shall get automatically turned on and any tractive effort onthe Locomotive shall be disabled until acknowledged by the driver.

3.3.26 Event recorder

3.3.26.1 The event recorder shall monitor and record various events so that data is available for analysis toassist in determining the cause of accident, incident or operating irregularities. The equipmentshall be designed in such a way so as to provide an intelligence based recording of the followingparameters against the time axis (time interval shall be decided by recorder itself whenever thereis a change in the respective parameter). Most recent data for below mentioned events for aminimum of the last 30 minutes in loop form shall be recorded.

3.3.26.2 The following parameters shall be recorded:

(a) Speed in Kmph;

(b) OHE voltage;

(c) OHE current;

(d) tractive/braking effort;

(e) battery voltage;

(f) brake pipe pressure;

(g) brake cylinder pressure;

(h) cab1/cab2 activated cab;

(i) pantograph up/down position;

(j) status of main circuit breaker i.e., open/close;

(k) mode of operation i.e., traction mode/braking mode;

(l) direction of travel i.e., forward/reverse with respect to activated cab;

(m) head light status on/off;

(n) flasher light status on/off;

(o) horn status on/off;




(p) status of penalty brake application;

(q) status of emergency brake by assistant driver;

(r) wiper on/off;

(s) adequate no. of spares for digital and analog signals; and

(t) any other parameter considered necessary.

3.3.26.3 The event recorder shall be designed to:

(i) Permit rapid extraction and analysis of data for the purpose of monitoring driver orLocomotive system ;

(ii) assist retrieval of data after an incident or accident; and

(iii) mitigate the effects on recorded data of foreseeable impact or derailment.

The event recorder shall be designed and constructed to ensure the integrity of the recorded dataand the ability to extract data following an incident. The event recorder shall be tested inaccordance with a recognized international standard such as the UK Railway Group StandardGM/RT2472.




CHAPTER – 4

GENERAL CONDITIONS, INSPECTION, TEST & TRIALS AND OTHERREQUIREMENTS

4.1 General Conditions

General design features of locomotive

(i) The locomotive shall incorporate features to yield high availability for traffic use, lowmaintenance requirements, easy maintainability, high reliability in operation and highefficiency.

(ii) The Contractor shall provide the items required for proper functioning of the locomotivein accordance with current international practices.

(iii) The specification has been prepared for the general guidance of the Contractor to preparethe key design for the proposed locomotives. Any deviation from specification, intendedto improve the performance, utility and efficiency of the locomotive as a whole or partthereof may be proposed for consideration. All such proposals shall, however, beaccompanied with complete technical details and justification for proposed deviation.

4.2 Approval of design:

4.2.1 The design shall be made based on the requirements given in this specification and sound,proven and reliable engineering practices. The entire key design shall be submitted withtechnical data and calculations to RDSO for approval.

4.2.2 The Contractor shall submit a program indicating the expected dates on which drawings shallbe submitted for approval to RDSO to assist RDSO to plan resources for this approval.

4.2.3 The Contractor's engineer shall deliver the drawings to RDSO and shall provide explanationand clarification of the drawings for which approval is sought. Approval or decision by RDSOshall be given within 21 days of submission of all clarifications by the Contractor's engineer inorder not to hold up the timely execution of the contract.

4.2.4 The design shall be developed in SI units only.

4.2.5 Approval of design means the approval of general design features. For this purpose detaileddrawings shall be submitted to RDSO for approval before commencing manufacture.Notwithstanding approval from RDSO the Contractor shall be wholly and completelyresponsible for the satisfactory performance of the locomotive offered.

4.2.6 Deviations proposed by the Contractor in the interest of reliability and better performanceshall be examined by RDSO in close consultation and association with the manufacturer so asto arrive at the final locomotive design.

4.2.7 All necessary data, designs, calculations and drawings required by RDSO for examination ofthe manufacturer's proposals shall be furnished by the Contractor. The design data calculationsand drawings required by RDSO for approval of the design are broadly indicated in Annexure-4.

4.2.8 The Contractor shall, in addition to furnishing information required by RDSO, also liaise withIndian Railways for any exposure of Indian Railways to current state of the art technologyabroad so as to assess the relative merits/demerits of different designs offered and to arrive at




mutually final designs. Information on experience on the equipment offered on different userrailway systems shall also be required by the Indian Railways for an appropriate assessment.The manufacturer/Contractor shall give appropriate assistance in this regard also.

4.2.9 A contract specification shall be drafted out after the placement of the order prior to inspectionof subsystems of locomotive giving detailed specifications design parameters and testprogramme as required by RDSO for systems, sub-systems and complete locomotive, theextent of data/drawing to be furnished for approval by RDSO, the proforma and method ofconducting tests and trials and all related technical matters so as to serve as a guide for themanufacturer on one hand and RDSO on the other for establishing the suitability of thelocomotive to meet the intended specification and performance requirements. Any approvalthat may be given by RDSO or Railway Inspecting Engineer or any agency on behalf of the IRshall only be deemed to be approved in principle. Notwithstanding such approval, theContractor shall be fully and totally responsible for the satisfactory performance andcompliance with contract specification performance except for changes for which thepurchaser has insisted but the Contractor has not agreed.

4.3 Inspection, test and trials:

4.3.1 The locomotive shall be tested generally in accordance with IEC 61133 (ED. 2.0): Rollingstock - Testing of rolling stock on completion of construction and before entry into service. Theinspection of the locomotive shall be carried out by a representative of Indian Railways.

4.3.2 The individual equipment, systems and subsystems as may be necessary shall be type androutine tested in accordance with relevant IEC, BS and RDSO publications as per details givenin clause 1.2 of these specification and standards. The test program shall be drawn up by theContractor in consultation with RDSO. If equipment of the same make and type which havenot undergone changes affecting their performance has already been type tested according toclause 1.2, under reference site conditions given in clause 1.5 and equivalent operatingconditions, reports may be submitted to RDSO. In such case RDSO may consider not to carryout the type tests for which the decision of RDSO shall be final. However, all major equipmentshall be type tested.

All equipment shall be routine tested according to the relevant IEC publications.

Required type tests of electrical and mechanical equipments shall be carried out by theContractor at his own responsibility and costs and in the presence of and to the satisfaction ofthe Inspecting Officials of RDSO. Such tests may include tests for validating the designcalculations of major mechanical components like underframe, bogie frame and suspensionsystem.

4.3.3 Bogie/Underframe/Body testing:

(a) Bogie testing: The bogie frame shall be subjected to strain gauge measurement fordetermining the stress levels in static and dynamic conditions.

In static condition, the bogie frame shall be subjected to two times the normal duty loadwithout any permanent distortion and to three times the normal duty load without anysign of cracking or failure.

The bogie frame shall be subjected to dynamic load testing (10 million cycles) as perloading condition given below:

(i) Normal vertical load ± 50% dynamic augment for passenger locomotives




(ii) Lateral load of 0-4 t for passenger locomotives.

(iii) Continuous rated tractive effort / braking effort.

The bogies shall not show any sign of deformation/development of cracks during theabove tests.

The dynamic tests shall be done for 10 million cycles without any signs of cracks ordeformation. The measured stress values shall remain within the endurance limit of thematerial used at all critical locations.

(b) Underframe/Body testing: The underframe of the locomotive shall be subjected tostrain gauge measurement for determining the stress levels at various critical locationsunder the different loading conditions given below:

(i) 200 t draft load applied at the center buffer coupler, and an increase of 50% inthe static vertical load to cater for dynamic augment encountered in service.

(ii) Lifting of the locomotive at one end at the headstock with the adjacent bogiemass suspended from the underframe and the other end of the underframesupported at the bogie pivot point representing the conditions during rerailingoperation after an accident.

(iii) Lifting the entire locomotive including the bogie mass at the jacking padslocated on each side in the middle of each bogie.

(iv) Lifting the entire locomotive without the bogies at the buffer beams.

(v) Stationary locomotive under a squeeze load of 400 Tonnes applied at the sidebuffers/centre draw gear.

The bogie frame shall not show any sign of deformation/development of cracks during theabove tests. The stress values shall remain within 60% of yield stress limit except 2g (twotimes the static vertical load) & 3g (three times the static vertical load) cases where it shall berestricted to yield stress limit.

4.3.4 Equipment/Systems/Subsystems testing:

4.3.4.1 The equipment, systems and subsystems shall be type/routine tested accordingly to clauses 4.3of this Specification and Standards.

Wherever the relevant standard test procedures for type and routine testsprescribed by standards in clause 1.2 of these specification and standards do not adequatelycover the requirements, RDSO might lay down the details of special tests other than thosespecified in Clause 4.3.2, that shall be required conducted at the manufacturer's works. In suchcase the Contractor shall give a quotation for specific tests. The tests which shall come underthis category may include:

1. Effect of electrical stresses.

2. Special type of endurance tests on contactors, relays, master controller and such otherequipments which may impose mechanical operation and electrical loadingssimultaneously for a large number of cycles of operation.

3. Stress measurements and fatigue life estimations of parts subjected to alternatingstresses, rotating parts like blower impellers, rotors, etc.

4. Special load simulation tests.




5. Tests to establish satisfactory performance over the entire range of variable systemconditions like voltage, frequency, temperature, humidity etc.

It may be open for RDSO to waive some of these tests in the case ofequipments/subassemblies where the manufacturer can establish to the satisfaction ofRDSO that such tests have already been carried out earlier or where the equipments havebeen proved in prolonged service.

4.3.4.2 Motorette test shall be carried out for locomotive traction motors.

4.3.5 Witness of tests: Some of these tests may be required to be witnessed by the InspectingOfficer.

4.3.6 Raw material/Component testing: RDSO may also in addition, require test results on rawmaterials and components of critical nature, so as to ensure that they meet the performance andreliability stipulations. This may extend to components/equipments/raw materials notmanufactured in the manufacturer's Works, but purchased by him.

4.3.7 Furnishing of test results: The Contractor shall be expected to furnish results of necessary testsand inspections carried out internally and in the presence of the Inspecting Officer.

4.3.8 Oscillation Tests

The locomotive shall be subjected to oscillation trials in India to prove the riding and stabilityperformance of the locomotive at the maximum test speed as per the criteria indicated belowon a track of standard specified in clause 1.4 which is to be confirmed before commencementof the trails, with new and minimum standard wheel tread profile to be agreed with RDSO.

(i) Maximum lateral force (at wheel flange/axle boxlevel)

< 4t

(ii) Maximum vertical Dynamic augment 30%

(iii) Maximum derailment co-efficient <1

(iv) Lateral and Vertical acceleration in the drivingcab and at a point as close to the bogie

< 0.3 g

(v) Maximum ride index in the driving cab at floorlevel

3.75

No. of peaks of lateral and vertical acceleration exceeding 0.2g shall be kept to minimum.

Instrumentation and tests shall be carried out by IR and evaluation of the results shall be doneby IR in consultation with the Contractor.

4.3.9 Other tests: The locomotive shall be subject to certain other tests conducted by IR withContractor's representative on receipt in India mainly to satisfy the Railways regardingoperational performance, capability and safety. The following tests may be conducted in thisconnection on one or more locomotives of each type/design:

(i) Dynamometer car tests to ascertain starting and rolling resistance of the locomotive andto prove tractive effort, speed characteristics and dynamic braking effort speedcharacteristics of the locomotive.

(ii) Adhesion tests to prove the adhesive capability of the locomotive.




(iii) Load haulage tests on different sections with different gradients at different speeds toprove the performance of the locomotive as indicated in the specification includingspecific energy consumption.

(iv) Emergency braking distance trials to prove the braking capability of the locomotive.

(v) Tests for checking the current collection/pantograph performance of the locomotive.

(vi) Tests to determine the levels of interference with the traction power supply and Signaland Telecommunication equipments and facilities to prove that these are withinacceptable limits (ref. clause 1.6).

4.3.10 Service Trials: The locomotive shall also be evaluated during operation under actual loadconditions. These shall be termed as "Service Trials". Apart from checking on repeatability ofthe operational performance under different conditions of track, OHE, signaling systems, etc. aswell as under different conditions of wear and tear on the locomotive itself, these tests shall alsobe used to throw light on the maintainability, accessibility, reliability and such other aspectswhich have been mentioned in this specification.

4.3.11 Characteristics of wheel slip & adhesion: Wheel slip and adhesion shall receive proper attentionduring the tests and trials under different track conditions.

4.3.12 Deleted.

4.3.13 Prototype trials: During the prototype tests/trials, which may last about one year (the periodshall be finally decided in consultation with the Contractor at the time of finalizing the contractspecification) if any problems are thrown up or feedback information is obtained, whichwarrants a re-check of the design/manufacture/quality of the equipments and components, actionshall be taken as may be necessary by the Contractor to carry out the required investigations andto incorporate the improvements considered most appropriate to reach compliance with thespecification without any extra costs to the Purchaser. Such improvements shall be carried out inall locomotives and shall be evaluated for their validity for a further period of time as may beagreed mutually in each case.

Modifications mutually agreed to comply with the specification shall be incorporated by theContractor at his own cost in the locomotives in a manner approved by the purchaser. Drawingsincorporating the modifications found necessary as a result of test and trial shall be submitted toRDSO. Final documentation shall be provided incorporating experience gained in finalmanufacturing phase and the first period of trials within 6 months after completion of thesetrials. Terms and conditions in this regard shall be incorporated in the contract documents.

4.3.14 Deleted.

4.3.15 Documentation: The Contractor shall furnish as made drawings and tracings, manual ofinstructions for operation and maintenance of the locomotive and equipments, trouble-shootinginstructions and such other technical information as may be required for the maintenance andoperation of the locomotives in India. A preliminary version shall be supplied along with thedespatch of the first locomotive of each type from the Contractor’s works. Final documentationshall be provided incorporating experience gained in final manufacturing phase and the firstperiod of trials within 6 months after completion of these trials. Terms and conditions in thisregard shall be incorporated in the contract documents.




4.3.16 Technical support: The Contractor shall ensure the availability of technical support in theservice trials and during the period of guaranty and AMC. The terms and conditions regardingthese aspects shall also be incorporated in the contract.

4.3.17 Special extras: The Contractor shall supply special tools, jigs, fixtures & testing kits andmaintenance spares, tools and testing instruments which are considered necessary for 3 yearsmaintenance of the locomotives. The list of the same shall be furnished along with the offer. Thesame shall also be discussed during design evaluation stage and if deemed necessary, Contractorshall supply mutually agreed additional special tools, jigs, fixtures, testing kits, maintenancespares. Should further spares, tools, testing instruments, other special jigs and fixtures as well asspecial training kits for simulation of locomotive operation, trouble shooting by driver andmaintenance staff be required by IR, the Contractor shall provide a quotation for the supply ofthese items.




LIST OF ANNEXURES

Annexure Description

1 Max. & Min. Moving Dimensions for BG Electric Locomotives. No.:SK.EL.-3917

2 Wear adapted profile of Wheels

3 Profile of the Pantograph

4 Design data calculation and drawings submitted by the contractor duringdesign approval stage

A Designs details required for traction motor

B Drawing’s details required for traction motor

of 69 Issued in May’17 RDSO/2011/EL/SPEC/0129, Rev. ‘0’



Annexure-1

MAX. & MIN. MOVING DIMENSIONS FOR BG ELECTRIC LOCOMOTIVES




Annexure-2

WEAR ADAPTED PROFILE OF WHEELS




Annexure-3

PROFILE OF THE PANTOGRAPH




Annexure-4

DESIGN DATA CALCULATION AND DRAWINGS TO BE SUBMITTED BY THECONTRACTOR DURING DESIGN APPROVAL

A. DESIGN DATA

Design data should include following particulars:

1. Locomotive: Length of the loco over headstock/buffers, total wheel base, 7 distance betweenbogie centres, distance between axles of the bogie, maximum height with wheels in newcondition and pantograph in locked down position, max. height of the cab with new wheels, max.width of the locomotive, minimum height above rail level of any component with fully wornwheels, reduction in the minimum height on account of spring rigging failure, dia. of the newwheel over tread, height of the centre of gravity of loco above rail level, distance betweenpantographs, max./min. axle load

2. Total weight of the locomotive, adhesive weight of the locomotive, sharpest negotiable curve,max. buffing load, max. geared/safe vehicular/service speed with half worn wheels, lowest speedusing continuous rating, maximum speed using continuous rating, maximum tractive effort onrails with 5 degree curve, tractive effort corresponding to continuous rated speed, type ofdynamic braking adopted, dynamic braking effort and its speed range, maximum brake force andbraking effort with air brakes, brake force and braking effort with parking brake..

3. Pantograph: Make and type, working and maximum range, variation of pressure over workingrange, rated current capacity, maximum and recommended operating speed, weight of theequipment.

4. Circuit breaker: Make and type, rated voltage and current, the max. permissible operatingvoltage, rated short time current, total fault clearing time, making and breaking capacity, impulsevoltage withstand, control circuit voltage, number and rating of auxiliary contacts, overalldimensions and weight of the equipment.

5. Transformer: Make and type, type of construction, particulars of windings with their continuousrating, permissible duty cycle, percentage impedance voltage of each winding with otherwindings shorted, no-load magnetization current, current density in windings, transformer lossesand efficiency, permissible temperature rise, details of cooling system, details of insulation ofwindings, dielectric levels, overall dimensions and weight of the transformer with and withoutcooling equipment.

Details of the radiator, relays and other devices associated with the transformer.

6. Power Converter/Auxiliary Converter/Hotel Load Converter: Make and type, number ofcubicles per loco arrangement of IGBT and diodes, continuous direct current capacity, I2t value,declared duty cycle rating, thermal characteristics of IGBTs and heat sinks, details of IGBTs anddiodes, details of cooling system, overall dimensions and weight of the power and controlcubicles, calculations for thermal, voltage & current margins of IGBTs. Calculation of efficiencyof the converter, FFT analysis for harmonics.




7. Traction Motor: Parameters mentioned in Annexure-A.

8. Auxiliary machines & blowers: Make and type of various auxiliary machines, nominal voltage,starting current and torque, torque-speed characteristics, continuous rating, speed and powerfactor of the motors, type of enclosure, details of cooling fan, conductor size, details of lead wire,terminals and terminal block, details of bearings giving sizes, dimensions and weight ofmachines, tests conducted to ascertain the reliability of windings/motors and details on windings& insulation required for rewinding of motor.

Make and type of the blower units, power consumption at rated capacity, dimensions and weightof the blower.

9. Contactors: Make and type rated voltage and current making and breaking capacity, number ofauxiliary contacts with control circuit voltage, magnet valve and coil details, overall dimensionsand weight.

10. Lightning arrestor: Make and type, rated voltage, dry and wet power frequency withstandvoltage, minimum power frequency spark over voltage, nominal discharge current, impulse sparkover voltage, overall dimension and weight.

11. Master controller: Make and type, number of contacts, ratings, positions of reverser and mainhandle, details of cams and auxiliary interlocks, overall dimensions and weight.

12. Relays: Make and type of main relays, rated current and voltage, range of setting, rated controlvoltage, rating of contacts, type of enclosure, temperature rise limit, indication system provided,overall dimensions and weight.

13. Compressor: Make, type and model, number of stages, rated speed, maximum pressure, graphshowing FAD against 8, 9 and 10 Kg/cm pressure, power consumption at rated capacity at thesepressures max. permissible temperature at inlet and exhaust ports, details of drive arrangementand coupling, lubrication requirements, overall dimensions and weight.

14. Battery and battery charger: Make and type of the battery, number of cells and capacity percell at 5 hours discharge rate, dimensions and weight.

Make and type of the battery charger, capacity and rating, dimensions and weight.

15. Isolating switches: Make and type, rated voltage and current, short time current, description anddetails of interlocking arrangement, number of auxiliary contacts, overall dimensions and weight.

16. Auxiliary transformer: Make and type, voltage and current, rating of each winding, kVA rating,temperature rise limit, details on insulation, overall dimensions and weight.

17. Speed control equipment: Make and type, dimensions, weight and other details.

18. Locomotive brakes: Make and type, number of cylinders per bogie, diameter and, overalldimensions and weight stroke of cylinders.

19. Auxiliary Compressor: Make and type, capacity and pressure, speed, motor rating andworking voltage, overall dimensions and weight.

20. Bogies: Make and type, traction motor mounting arrangement, unsprung mass, primary andsecondary suspension, bolster arrangement, axle float, dimensions and weight of the bogiecomplete with traction motor and gear boxes.




21. Axle Box: Make and type, details of bearing lubrication, dimensions and weight.

22. Gear and pinion: Make and type, type of steel used, particulars of heat treatment, make andtype of compound of gear case.

B. DESIGN CALCULATIONS

This should include:

1. Design calculations for the strength of bogie frame/bolster under static and dynamic loadingconditions using finite element method with details of the method and assumptions softwarepackages used, results of the analysis and conclusions regarding maximum stresses andanticipated life.

2. Design calculations for the strength and vibration analysis of the underframe under static anddynamic loading conditions using modern technique like FEM.

3. Projected stability and riding performance calculations of the locomotive, usingmathematical modeling technique with parameters of suspension system, dimensional detailsadopted for track standards given under clause 1.4.

4. Weight and center of gravity of each of the equipments on the locomotive together with massmoment of inertia, with equipment, complete bogie, about the three principal axis ofvibration.

5. Adhesion and weight transfer calculation.

6. Design calculations for wheels, axles, roller bearings, giving maximum and permissiblestresses under fatigue loading conditions, anticipated service life, etc.

7. Detailed calculations for design of gears, analysis of stresses on the tooth under dynamicloading conditions an 'tooth correction and drawings indicating tooth profile, surfacehardness, depth of hardness, surface finish, heat treatment, type of machining/grinding, etc.,calculations for selection of bearings used in the gear assembly, design and loading diagramof gear case.

8. Complete details and design calculations for flexible drive used in conjunction with fullysuspended motor, if adopted.

9. Weight distribution indicating lateral and longitudinal balance, method of adjustment ofwheel/axle load.

10. Design of pneumatic brake and brake effort calculations, calculation for parking brake andbrake effort, design of brake rigging components.

11. Vogel's layout for 100 curve and 1 in 8 1/2 turnout for negotiability of bogie, throw over atheadstock coupler movements together with details of clearances, estimation of flange forceson curves and turnouts.

12. Design calculation for cooling system including blower, ducting, etc.

13. Design calculation for the coil springs of primary and secondary suspension system.

14. Tractive Effort-Speed Curves of the locomotive showing balancing speeds for various loadhaulage requirements given in clause 2.1.




15. Power consumed and kVA at pantograph as a function of speed for load haulageperformance requirements given in clause 2.1.

16. Curves of locomotives efficiency and power factor as a function of speed at continuousrating/half the continuous rating.

17. Characteristic curves for the locomotive with half worn wheels for 22.5 kV AC nominal linevoltage showing tractive effort and braking effort as a function of current and speed togetherwith continuous and one hour rating of the motor.

18. Traction motor efficiency curves for full 0.75; 0.5; 0.25 loads for the entire range of speed.

19. Curves of traction motor rating as a function of time for rated voltage of the motor, assumingambient temperature as 500C, under conditions of (i) starting from cold; (ii) after runningcontinuously at half the continuous rating. Characteristics curves for Power, Torque, current,power factor, stator & rotor frequency and voltage with respect to speed (rpm) shall beadditionally included.

20. Power consumption of all auxiliary machines.

21. Regenerative braking calculations.

22. Performance of locomotive with equipment cut out conditions at nominal voltage of 22.5 kVAC performance curves giving draw bar pull vs. speed.

23. Fair weather and all weather adhesion characteristics estimated from design with supportinginformation.

24. Calculations for life of bearings used in traction motors and auxiliary machines.

25. Traction current harmonic calculation.

26. Data for matching of power equipments i.e. circuit breaker, transformer, power converter,traction motor, etc.

27. Data for matching of auxiliary motors power supply equipment (rotating or static) with therequirements of the auxiliary machines.

28. Calculation for shaft strength for traction, calculation for moment of inertia, shaft deflection,strength of pinion, calculations for thermal time constant of traction motor.

29. Reliability predictions for equipment/locomotive.

C. DRAWINGS:

Set of drawings shall include:

1. Outline diagram of the locomotive having front and side elevations at a scale of 'I in 25 andat least one longitudinal and transverse section. The drawings should give principaldimensions and front elevation in relation to Indian Railways moving dimensions.

2. General layout of all equipments in locomotive body including driving cab layout, driver'sdesk layout, driver's visibility diagram, loco lifting arrangement and location of jackingpads.

3. Schematic diagram of power and dynamic braking circuit.




4. Schematic diagram for traction auxiliaries, control indication and other circuits includingfeatures for multiple/remote operation.

5. Diagram for brake system and pneumatic circuit for brakes.

6. General arrangement of the bogie giving details of bogie frame, bogie frame section views,traction linkage and suspension system details.

7. Wheel set drawing giving details of axle, gear, axle bearing, axle box, axle bearing cover,etc.

8. Tractive effort transmission diagram.

9. Drawing for gear box showing pinion with bearings, gear box sealing, gear case and itsmounting details.

10. General arrangement for wheel slip detection and correction system.

11. Spring applied pneumatically released parking brake arrangement.

12. Brake rigging arrangement.

13. Motor suspension arrangement.

14. Connection between bogie and body.

15. Mounting details of major equipments.

16. Underframe arrangement and section views giving details of buffer beam, side sills andarrangement for central coupling, buffer and ballast provision.

17. Locomotive body arrangement including body, roof, side walls with louvers and filters,window locations, door location, removal roof with sealing.

18. Traction motor cooling duct arrangement.

19. Transformer and power converter cooling arrangement.

20. Driving cab ventilation arrangements.

21. Locomotive springing arrangement giving details of dampers and springs for body andbogies suspension.

22. Sanding arrangement, details of sanding valves and sand box cover with sealing.

23. Speed measuring equipment drive arrangement.

24. Arrangement of return current brushes.

25. Lubrication diagram with lubricant brands and quantities.

26. Air piping general arrangement.

27. Arrangement of flooring, footsteps, hand rails, roof platform, etc.

28. List of materials used in construction of the locomotive with relevant specifications.

29. Traction motor drawings as mentioned in Annexure-B.

30. Auxiliary machines drawings giving assembly, longitudinal section, cross section, details ofstator windings, motor construction, etc.

31. Compressor assembly, longitudinal section and cross section drawings, clearance, etc.

32. General arrangement of transformer, windings and core and connected auxiliaries.




33. General arrangement of power converter, detailed circuit diagram showing variouscomponents.

34. General arrangement of circuit breaker with details of extinction chamber etc.

35. Drawings giving general arrangement for traction motor isolator/contactors.

36. Master controller drawing showing driving controls, cam contacts and pneumatic andmechanical connections.

37. Drawing for auxiliary power contactors, programme switches, etc.

38. General arrangement of relays.

39. Drawings for pantograph, it’s pan and strips.

40. General arrangement of cables for power, auxiliary and control circuits.

41. General arrangement drawings for other equipments/assemblies used by the manufacturermeet with the requirements of the specification.

42. IGBT modules.

Note: Where items of equipment are purchased from sub-suppliers the Contractor shallendeavour to acquire the required information to the extent possible.




Annexure-A

DESIGN DETAILS REQUIRED FOR TRACTION MOTOR

Following design details of Traction Motor shall be submitted as part of design document:

Parameters Description1. Continuous Ratinga. Shaft output(KW

b. Nominal Voltage(Phase to phase)(V)c. Current(A)d. Speed(rpm)e. Torque(Nm)f. Supply frequencyg. Power factorh. Motor efficiency2. One hour ratinga. Shaft output(KWb. Nominal Voltage(Phase to phase)(V)c. Current(A)d. Speed(rpm)e. Torque(Nm)f. Supply frequencyg. Power factorh. Motor efficiency3. Short time ratinga. Shaft output(KWb. Nominal Voltage(Phase to phase)(V)c. Current(A)d. Speed(rpm)e. Torque(Nm)f. Supply frequencyg. Power factorh. Motor efficiency4. Estimated temperature rise of stator winding at continuous rating5. Estimated max. temperature rise of rotor & Bearings6. Air flow7. Ventilation to Watt loss ratio8. Unventilated rating9. Details of banding10. Data for motorette test, fits and clearances adopted11. Maximum frequency12. Gear ratio13. Weight of traction motora. With pinion, gear wheel and gear caseb. Without pinion, gear wheel and gear case14. Type of suspension15. Type of cooling16. Maximum temperature index of winding insulation




17 Material of pinion18. Maximum designed & test speed in rpm19. Maximum designed service speed in RPM (wheel dia. New/Half worn/worn

condition) & corresponding vehicle speed in Kmph20. Type of insulation system adopted21. Complete Insulation details (used in TM, specification and thickness)22. Current density(Stator winding/Rotor Bar/resistance ring)23. Current density in stator winding/Rotor bar at max. starting torque24. Flux density on rotor teeth & stator teeth25. Slip at full load ( At Rated Voltage/Minimum Voltage26. Power to weight ratio27. Type of impregnation28. Type of varnish used for impregnation along with specification.29. Lubrication details of TM & MSU Bearings30. Equivalent circuit diagram31. Constructional details viz Rotor bar & rotor end ring arrangement32. Overhang to terminal box connection33. Statora. Diameter of stator boreb. Length of stator corec. Material and specification for stator core stampingd. Material and specification for resistance ringe. Rating of stamping(Watt loss per Kg)f. No. of Stator slotg. Air gaph. Slot sizeI. Resistance per phase at 20 0Cj. Reactance per phase at base frequencyk. Type of Windingl. No. of conductors/slotm. No. of coils usedn. No. of turn per coilo. Stator coil slot pitchp. Pitch factorq. Distribution factorr. Winding factors. Conductor size (bare)t. Conductor size (covered) & Insulation details34. Rotora. Material and specification for rotor core stampingb. Rotor diameterc. Rotor lengthd. Rating of stamping(Watt loss per Kg)e. No of rotor slots and its sizef. Dimension of rotor barg. Material and specification for rotor barh. Material and specification for resistance ring35. FE analysis(with boundary conditions finalized in consultation with

RDSO)a. FE calculation & analysis of Rotor




b. FE calculation & analysis of Shaftc. FE analysis of stator frame36. L10 calculation for drive & non drive end of TM37. Complete Bill of material along with material specification & source38. Lubricating cycles39 Fits and clearances adopted




Annexure-B

DRAWING’S DETAILS REQUIRED FOR TRACTION MOTOR

Following drawings to be submitted as part of design document:

S.N. Description RemarkDrawings of Traction Motor

1. Traction Motor outline assembly2. Longitudinal section3. Cross-section4. Stator housing machined5. Wound stator assembly6. Detail of Stator Winding Overhang Support7. Stator coil8. Stator slot cross section showing Insulation details

along with thickness & specification9. Stator & rotor punching10. Winding diagram11. End shield DE12. End shield NDE13. Bearing assembly arrangement DE14. Drawings of individual bearing assembly components

(DE)15. Bearing assembly arrangement NDE16. Drawings of individual bearing assembly

components(NDE)17. Terminal box assy.18. Stator End punching19. Rotor End punching20. Wedge21. Stator winding support arrangement22. Rotor Assembly23. Shrink ring24. Rotor End Ring DE & NDE25. shaft machined26. rotor bar27. Resistance ring machined28. ventilator29. Mounting arrangement of TM30. Motor suspension arrangement31. Traction motor cooling duct arrangement32. Air inlet arrangement33. Air out let arrangement

NOTE: All drawings should have dimensions & material specifications.

TECHNICAL SPECIFICATION FOR PASSENGER ... - Indian Railways · GSM-R Global System for Mobile –...

Documents

Transcript of TECHNICAL SPECIFICATION FOR PASSENGER ... - Indian Railways · GSM-R Global System for Mobile –...