draft technical specification for high horse … draft__spec... · page no 8 of 69 issued in xxxxx...
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Page 1 of 69 Issued on - xxxx’17 RDSO/2017/EL/SPEC/0129, Rev. ‘0’
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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS
DRAFT
TECHNICAL SPECIFICATION
FOR
HIGH HORSE POWER
PASSENGER LOCOMOTIVES
WITH
SPEEDS UP TO 200 KMPH
Specification No: RDSO/2017/EL/SPEC/0129, Rev. „0‟
Issued on: xxxx‟2017
Approved by Signature
EDSE (Co-ord.)/RDSO
Issued by:
ELECTRICAL DIRECTORATE
RESEARCH DESIGNS AND STANDARDS ORGANISATION
MANAK NAGAR LUCKNOW-226011
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REVISION HISTORY
S.N. Date of Revision Page No. Revision Reasons for Revision
1.
2.
3.
4.
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Table of Contents
ABBREVIATIONS .................................................................................................................................. 4
DEFINITIONS ......................................................................................................................................... 6
CHAPTER – 1.......................................................................................................................................... 8
GENERAL DESCRIPTION, OPERATING AND ENVIRONMENTAL CONDITIONS ......... 8
CHAPTER – 2........................................................................................................................................ 17
PERFORMANCE REQUIREMENTS FOR PASSENGER LOCOMOTIVES ....................... 17
CHAPTER – 3........................................................................................................................................ 20
TECHNICAL REQUIREMENTS OF EQUIPMENTS/SYSTEMS/SUBSYSTEMS............... 20
CHAPTER – 4........................................................................................................................................ 50
GENERAL CONDITIONS, INSPECTION, TEST & TRIALS AND OTHER
REQUIREMENTS ................................................................................................................ 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 THE
CONTRACTOR DURING DESIGN APPROVAL ................................................................ 60
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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
ASIC Application Specific Integrated Circuit
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)
EPDM Ethylene Propylene Diene Monomer
EVA Ethylene Vinyl Acetate
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
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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
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DEFINITIONS
In these Specifications and Standards, the following words and expressions shall, unless
repugnant to the context or meaning thereof, have the meaning hereinafter respectively assigned
to them:
Term Definition
Agreement shall mean the Procurement cum Maintenance Agreement for Electric
Locomotives;
Bo-Bo shall mean one unit of the Locomotive consisting of two bogies, with each
bogie having two wheels with two independent traction motors and the
traction motor drive coupled to each wheel;
BG shall mean 1676 mm Broad Gauge used in IR;
Co-Co shall mean one unit of the Locomotive consisting of two bogies, with each
bogie having three wheels with three independent traction motors and the
traction motor drive coupled to each wheel;
C&M 1 volume 1 shall mean Civil and Mechanical Engineering Report Number 1 Volume
1, issued by RDSO;
Indian Railways Schedule Of
Dimensions
shall mean Indian Railways Schedule of Dimensions for broad gauge,
revision 2004;
IP shall mean degree of protection provided by enclosures according to IEC
60529;
L-10 shall mean life of bearing in accordance with ISO 281;
Man Machine Interface (MMI)
shall mean the interface between the system or equipment and the human
interfacing with that equipment;
Ti shall mean the temperature index of the insulation system;
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Transmission and
Suspension System
shall mean system comprising traction gears, gear case, traction rod arrangements (if any), primary and secondary suspension springs and
dampers with bogie frame;
WiMax shall mean the telecommunication technology, based on the IEEE 802.16
standard that provides wireless data, from point-to-point links to full
mobile cellular type access; and
Others any capitalized term used herein not specifically defined shall have the
meaning ascribed to such term in the Agreement.
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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 be procured by Indian Railways from the qualified contractor. The Electric Locomotives shall
conform to the technical requirements of design, development, manufacture, testing, supply,
delivery, commissioning and maintenance of 1676 mm gauge high horse power passenger
locomotive with speed up to 200 kmph, for use by the Indian Railways as per the Specifications
and Standards set forth herein.
1.1.2 The environmental and service conditions, performance requirements and technical requirements are specified in these Specifications and Standards.
1.1.3 The design and manufacture of the Locomotive and the various sub-systems thereof shall be
based on the requirements set out in these Specifications and Standards and in accordance with
Good Industry Practice.
1.1.4 The Contractor shall demonstrate, to the satisfaction of the Government, that the sub-systems
proposed to be used in the Locomotives are based on proven technology and design. For the
avoidance of doubt, the Government may require the Contractor to conduct such tests and trials as may be necessary to establish the reliability and efficiency of such technology and designs in
accordance with the Good Industry Practice.
1.1.5 Due consideration shall be given at design stage to ambient conditions of dust, moisture, high temperature and vibrations prevalent in India, as specified in clause 1.5 in these Specifications
and 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.
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In the event of any contradiction in the aforesaid standards, the following standards shall have
priority 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 the
following standards:
1. Electric traction – rolling stock – test methods for electric
and thermal /electric rolling stock on completion of
construction and before entry into service
: IEC 61133
2. Electronic equipment used on rail vehicles : IEC-61287
3. Specific rules concerning the electronic control part of
converters
: IEC-60571
4. Electronic converter fed alternating current motors : IEC 60349 –2
5. Railway application – rolling stock – Part 1: combined
testing of inverter fed alternative current motors and their
control system
: IEC 61377-1
6. Guide for the evaluation and identification of insulation
systems of electrical equipment
: IEC 60505
7. Electric railway equipment-train communication network : IEC 61375-1
8. Rotating electrical machines: Functional evaluation of
insulation systems
: IEC 60034-18
9. Railway applications – electromagnetic compatibility –
Part 3-2: rolling stock – Apparatus
: EN 50121-3-2/ IEC
62236-3-2
10. Railway applications – electromagnetic compatibility –
Part 2: emission of the whole railway system to the
outside world
: EN 50121-2/ IEC
62236-2
11. Railway applications – compatibility between rolling
stock 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
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16. Low-voltage switchgear and control gear, Electrical
relays for power system protection
: IS 3231, IEC 60337,
60947
17. Cables : IEC 60228, IS
10810
18. Lightning arrestor : IEC 60099-4, IS 3070 pt III
19. Railway applications – rolling stock equipment – shock
and vibration test
: IEC 61373
20. Programming languages for PLC : IEC 61131-3
21. Railway applications – electric equipment for rolling
stock
: 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 provisions
against 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 and
components. Inspection, testing and documentation
EN15085
36. Air brakes : RDSO‟s
specification No. 02-
ABR-02
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37. Schedule of Dimension for broad gauge : IR Schedule Of
Dimension for Broad Gauge,
revision 2004
38. Reliability of electronic component : IEC 61709
39. RAMS : EN 50126/ IEC
62278
40. Metallised carbon strip for pantograph
: RDSO‟s technical
circular no. ELRS/TC/0071
(rev.‟0‟)
1.2.3 The latest version of the aforesaid standards, which have been published at least 60 (sixty) days before 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 Contractor may adopt alternative internationally recognised codes, standards and specifications if it can
demonstrate to the Government that such alternative is superior or more pertinent to the
Locomotive than the standards specified in these Specifications and Standards. The Contractor
shall 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, single
phase AC, 25 KV being the nominal voltage of the system.
The design calculations and guaranteed performance will
be 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:
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Normal contact wire height in mid 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 and
neutral wire in between which is not earthed; and
(ii) Short neutral sections of approx. 4.61 m and 9.6 m length
having an insulated portion (of PTFE) on both sides and
middle portion of neutral section which is solidly earthed.
There shall be power interruptions at neutral sections
varying 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 rails
laid on PSC sleepers with 1660 sleeper density on 300 mm
ballast cushion below the sleepers which may consist of at
least 150 mm clean and the rest in caked up condition on
compacted and stable formation and maintained to the
standards to what has been recommended in RDSO‟s
report 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 and
addendum slip.
1.4.4 Overall moving dimensions:
The locomotive with new wheels will be within the
dimensions shown in RDSO Drg. No. ref. Annexure-1.
1.4.5 Sharpest curve and turnout to
be negotiated:
175 m radius (horizontal), 2500 m radius (vertical).
6400 mm overriding switch (curved) BG (1673 mm) for
60 kg (UIC). Vogel's layout for negotiability, throw over
at head stock and coupler movement with details of
clearances will be submitted by contractor.
1.4.6 Clearance above the rail level:
No component will infringe a minimum clearance of 102
mm above rail level with the locomotive fully loaded and
wheels in fully worn condition.
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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 at
isolated spots.
(ii) Twist ( 3.6 m base) 3,5 mm/m 2.78 mm/m < 2.08 mm/m
(iii) Gauge variation < ± 6 mm < ± 6 mm
(iv) Alignment / versine on 7.2
m chord
< 5 mm < 5 mm in general with isolated 7
mm 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 - 6
mm.
For curves radius less than 440 m, the gauge variation will be up to + 20 mm.
1.5 Climatic and Environmental Conditions:
1.5.1 Maximum Atmospheric
temperatures:
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. -10
0 C
(ii) The Contractor will indicate the expected
temperature rise in the machine room under
reference 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 will be
designed to permit its running at 10 kmph in flood
water level of 102 mm above rail level with wheels in
fully worn condition.
1.5.5 Atmosphere during hot weather: Extremely dusty and desert terrain
in certain areas.
1.5.6 Coastal area Locomotive and equipment will be
designed to work in coastal areas in humid and salt
laden atmosphere with maximum pH value of 8.5,
sulphate of 7 mg per liter, maximum concentration of
chlorine 6 mg per liters and maximum conductivity of
130 micro Siemens/cm.
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1.5.7 Vibration The equipment, sub-system and their mounting
arrangement will be designed to withstand vibrations
and 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 well
as track circuits at higher frequencies. Similarly, other devices like axle counters, block
instruments, 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 the
propulsion system shall be such as not to cause levels of interference exceeding the levels
specified 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 Hz
component
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 circuit
of the Locomotive.)
1.6.3 The Contractor shall undertake FFT (Fast Fourier Transformation) analysis of the total current
from 1000Hz to 5000Hz and 5kHz to 50kHz separately to find out the frequencies which
produce the highest currents within each bandwidth. In the frequency bands >32000Hz to
<39500Hz and >43500Hz to 50000Hz the frequencies at which the current values exceed
270mA shall be identified. This test shall be included within the tests listed within Schedule H
and 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 onerous
than those stated in Clause 1.6.2 of these Specifications and Standards these limits as per EN
50238 shall be applied subject to provisions made in Clause 1.2.4 of these Specifications and
Standards.
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1.7 Other Important Requirements
1.7.1 Submission of design details: The details of the design will be submitted to RDSO in the
course of the design process. These will be examined in consultation with the Contractor for
approval. The most essential criteria to be met are as below:
(i) The locomotive will be equipped with technology incorporating IGBTs and
microprocessor control that has been applied and tested in rail traction applications with
acceptable levels of performance. The details of such applications and user experience
will be provided. In case the locomotive meets the specification but does not fulfill the
performance, the system design, sub-system design and the equipment design will be so
upgraded as to meet the overall requirement of performance but within the overall limits
indicated in the specification.
(ii) Subject to the above, the locomotive and equipments will represent proven latest
technology specially adopted for application and future domestic manufacture in India
after successful transfer of technology to meet the performance requirements under
environmental conditions specified in this Chapter.
(iii) Adequate margin will be built in the design, particularly to take care of the high ambient
temperatures, dusty condition, high humidity, etc. prevailing in India.
(iv) Efficiency of equipment and reduced energy consumption, high power factor, reduced
interference to signaling and telecommunication circuits will be important
considerations, 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 and
high degree of Safety in order to provide a dependable service. The optimization of the system with respect to Reliability, Availability, Maintainability and Safety shall form an integral
element of these Specifications and Standards.
Easy access for inspection and maintenance requiring minimum attention will be given special
consideration 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 auxiliary
machines, such that it will 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 accordance
with Good Industry Practice.
1.7.2.4 Components critical for safety shall fall into safe operating mode in case of malfunctioning. The
system safety plan shall identify and list safety critical components and this list shall be updated
periodically.
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1.7.2.5 The Contractor shall establish and operate a detailed Reliability, Availability, maintainability
and Safety (RAMS) Assessment system in support of the design, manufacture and subsequent
testing, 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 normal
operations;
(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 particular
the traction power, braking and control systems.
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CHAPTER – 2
PERFORMANCE REQUIREMENTS FOR PASSENGER LOCOMOTIVES
2.1 Performance Requirements:
The locomotive will be capable of the following performance:
2.1.1 Starting tractive effort: Starting tractive effort under dry rail conditions will be
400 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 speeds
of 100 to 200 kmph on working voltage from catenary
from 22.5 kV to 27.5 kV.
2.1.5 Regenerative brake effort Max. possible braking effort over speed range of the locomotive.
2.1.6 Pneumatic brake effort 10% - 20 % of gross weight.
2.1.7 Emergency braking distance (with
pneumatic brake only)
1100 m maximum for light engine from 200 kmph to
standstill on level tangent dry track.
2.1.8 Parking brake An effective spring actuated and air released parking brake
shall be provided. Status of application of parking brake
shall be displayed in the active cab, even under the Locomotive un-energized condition. The parking brake
shall be capable of holding the Locomotive on 1 in 37
gradient.
2.1.9 Capability to work in flood water The Locomotive shall be designed to permit its running at 10 Kmph in flood water level of 102 mm above rail level.
2.2 Important Locomotive Parameters:
2.2.1 Axle load and weight of the
locomotive:
The locomotive may consist of 6 axles. The axle load
of locomotive will be limited to 20.3 Tonnes.
2.2.2 Instantaneous wheel load on IR track
condition (preferably)
Should not be more than 20 Tonnes.
2.2.3 Maximum permissible speed and test The locomotive will be suitable for a test speed of
225 kmph and a maximum service speed of 200
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speed:
kmph for mainline BG track as specified in clause
1.4 as recommended in RDSO‟s report No. C&M-I,
Vol.-I on track conditions.
2.2.4 Buffing load:
The loco will be designed to withstand a static
buffing load of 400 Tonnes at the buffers.
2.2.5 Unsprung mass: The maximum unsprung mass per axle will be
limited to 2.75 Tonnes.
2.2.6 Lateral forces: Lateral force, lasting for more than 2 meters should
not exceed 4 Tonnes at the maximum test speed of
225 kmph under specified track conditions.
Contractor shall make arrangement for measuring
wheel along with the telemetry required for recording
the lateral forces during the oscillations trials.
2.2.7 Dynamic augment: Dynamic augmentation at a test speed of 225 kmph
shall be below 30% on track of conditions specified in
Clause 1.4.
2.2.8 Derailment co-efficient Shall be less than 1.0.
2.2.9 Lateral and Vertical acceleration in
the driving cab and at a point as
close to the bogie
< 0.3 g
2.2.10 Maximum ride index in the driving
cab at floor level at maximum test
speed.
3.75
2.3 Track Parameters: The locomotive will be designed for operation on BG High speed routes with
60kg/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 will be 8 to 9 MW under reference site
conditions mentioned in clause 1.5 of these specification and standards.
2.4.1.2 The Contractor will indicate the power available from the locomotive under standard UIC
Conditions during the design approval stage. Power loss due to derating under site conditions and
method used for derating with formulae applied, if any, will also be indicated by the Contractor.
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2.4.2. Auxiliary Power
2.4.2.1 The Contractor will indicate total power required for auxiliaries with breakup of power requirement
for individual auxiliaries at rated output. The Contractor will indicate the method used for
determining power requirement for each auxiliary. In case these are measured values, the Contractor
will furnish detailed method employed for measurement of auxiliary power.
2.4.2.2 The auxiliaries will 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 will be indicated. The curves for efficiency at the above speeds will be supplied
during detailed design stage.
2.4.3.2 The efficiency of propulsion system, consisting of transformer, power converter (line side converter
and 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 converter
and traction motor, measured at full load. In case the contractor proposes standalone auxiliary
converters for supplies to auxiliary machines the efficiency of auxiliary converter shall not be less
than 96% at full load. Efficiency at full load means, efficiency computed from parameters measured
at conditions corresponding to full load and governed by IEC 60310 for transformer, IEC 61287-1
for 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 factor
and shall be such that it is capable of generating the required starting tractive effort under dry rail
conditions. Under dry rail conditions, the Locomotive shall be able to generate tractive effort during
start and at low speeds corresponding to at least 30 % adhesion. The adhesion control system shall
be capable of giving high adhesion through a wheel slip control system. The formulae for linking
adhesion characteristics with the operating speed shall be indicated by the contractor.
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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 all
doors and windows in closed conditions; and the sub systems inside machine room and cab shall be
suitably protected against dust and water. The traction motor shall be protected as per IP 20. The other sub-systems and systems of the Locomotive shall be protected against dust and water as
otherwise specified in these Specifications and Standards.
3.1.2 The design and arrangement of the sub-systems and systems shall ensure that the performance
requirements of the Locomotive are achieved under the climatic and environmental conditions prevalent in India as specified in Clause 1.5 of these Specifications and Standards. Adequate
margin, in accordance with Good Industry Practice, shall be built in the design of the sub-systems
and 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 the
vibrations and shocks encountered in service and as specified in IEC 61373 except where
specifically defined in these Specifications and Standards. The under slung equipments shall have sufficiently strong design and shall be suitably protected to withstand ballast hitting encountered
while the Locomotive is in operation.
3.1.3 The „tractive effort-speed‟ and „draw bar pull-speed‟ curves shall be drawn after making suitable correction for derating under ambient conditions as specified in Clause 1.5 of these Specifications
and Standards and with half worn wheels.
3.1.4 Necessary precautions in accordance with Good Industry Practice shall be taken to ensure that any electromagnetic interference generated in the machine room does not adversely affect the
performance of equipments.
3.1.5 The maximum starting tractive effort shall be achieved gradually, without producing jerks in the
train being hauled when its application is initiated at zero speed, and it shall be maintained constant throughout the starting process, even if the starting process is considered to have ended when the
rated power curve of the Locomotive is achieved.
3.1.6 Modular constructions shall be adopted and easy access for inspection and maintenance shall be given 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 in
one group. The control of both the Locomotives shall be achieved from either of the Locomotives being used under the multiple unit operations. Provision shall be made to enable the driver in the
driving cab to monitor the parameters of the other Locomotive as well as to identify the fault in both
the Locomotives.
3.1.8 Provision shall be made in the control circuitry of the Locomotive, to limit the starting tractive effort to predefined values when required during operation. The two predefined values shall be 220
kN and 258 kN per Locomotive.
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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 in Clause 2.1 of these Specifications and Standards. The selection of speed shall be possible by press
of a switch. However, the system shall be inherently fail safe and shall immediately come out of the
pre-set speed mode to normal mode on actuation of master/ brake controller or as required from safety considerations.
3.1.10 Redundancy shall be built in with the design of the sub-systems and systems in order to ensure
reliability and availability. In the vital units of the power control circuit, where any defect/failure of
a component would cause complete failure of Locomotive‟s electrical system, suitable redundancy shall be provided preferably with automatic substitution features to avoid Locomotive failure due to
such 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 factor subject 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 of energy consumption and regeneration.
3.1.14 The cooling air for traction motors shall be drawn from outside the Locomotive through filters
located in the sidewall or in the roof of the Locomotive. The cooling air for the other equipments, if
taken from outside the Locomotive, shall also be drawn through filters located in the sidewall or in the roof of the Locomotive. Air duct design and filter arrangement on side walls and roof shall be
such so as to prevent ingress of water from these locations. The location of the air filter shall
preferably be high on the side walls and air discharge / purge from the bottom of the Locomotive shall be diffused / deflected so that dust/dirt from the bottom does not get sucked in. The system
shall be designed in such a way that the intervals between cleaning of any filter elements shall not
be less than six months. The design shall allow in-situ cleaning of filters with the required maintenance tools.
3.1.15 The machine room shall be adequately pressurized and the filters shall be designed to prevent dust
ingress in the machine room. If the machine room air is drawn from outside of the Locomotive, the
filter 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 to
separate out dust. When air is recirculated inside the machine room for ventilation of sub-systems
suitable filters, as may be required, shall be provided in order to satisfy the requirements of Clause 3.1.1 of this Specifications and Standards.
3.1.16 Equipment compartments housing relays, contactors, electronic control panels, etc., shall be
suitably 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 reduce
the wind resistance/drag to a minimum. The overall dimensions of the cab shall take full advantage
of 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 be
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minimum and to be supported by detailed calculations to be submitted during the detailed design
stage.
3.2.2 Weight distribution: The general layout of the equipment in the locomotive will ensure equitable 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 envelop
of at least 1.83 m height and 600 mm width inside the Locomotive from one end to the other end of
the Locomotive.
3.2.4 The Locomotive shall be designed, taking sufficient precautions to prevent water penetration inside the Locomotive, so as to allow periodic cleaning of the Locomotive in automatic washing facilities by
spraying liquid detergents and water.
3.2.5 Safeguards: Adequate safeguards such as anti-collision post and anti-climbing bars shall be provided to minimize damage to the locomotive and human life during collision/derailment. The two driving
cabs of the locomotive shall be adequately reinforced and connected with the main under frame at the
cab ends. The cab will be adequately insulated against noise, vibration, heat and ingress of water and dust. The front portion shall be provided with rugged cattle guard that can withstand collisions with
animals weighing up to 400 kg at highest speed and shall be strong enough and profiled to prevent the
entry of animals under the Locomotive after collision.
3.2.6 Draw and buffing Gear: The locomotive will 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 yoke
and screw coupling in accordance with RDSO drawing No. SKDL 2494. It shall conform to AAR
specification No. M-211 with grade E steel. The coupler shall be located at the height of 1090+15/-5 mm 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 buffers shall 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 worst condition of lowest wheel diameter and serviceable suspension springs 1030 mm
3.2.8 High capacity draft Gear: The draft gear will be as per specification No. 41.BD.81 having standard
625 pocket. The uncoupling gear will 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 to
minimize fatigue of the driver. Ergonomic and human engineering aspects of the cab design shall be
compatible with the range 5th percentile Indian adult female to 95th percentile Indian adult male. The
visibility diagram shall be in accordance with UIC 651.
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3.2.9.3 Air conditioning including cooling, heating and ventilation arrangement shall be provided in the cab
space. There shall be sufficient space for four persons in the cab. The air conditioning and heating
system shall maintain temperature as per UIC 651, during summers, by compressor cut in/ cut out and between 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 crew
fans shall also be provided one each for the driver and assistant driver. Temperature and humidity indicators 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 sun
and heat resisting synthetic rubber sections. Electric or electro pneumatic or pneumatic windscreen
wipers with washers shall be provided on the lookout windows with foolproof drive arrangement and emergency manual control. Rolling blinds and sun visors shall be provided on the windscreens. The
front 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 the driver, in the interest of safety, to concentrate his attention outside of the cab to observe line side
signals and instructions as applicable. The driver shall be able to undertake this task in both seated as
well as standing position. All necessary controls and instrumentation shall be presented in a manner that shall aid the correct reflex action from the driver in both normal and emergency situations. The
driving position shall be on the left side of the driving cab and the brake handles shall be located on
the left hand side of the driver in the running direction. Their relative positions shall be similar to
those available on IR‟s present electric locomotives. A second seat shall be provided for the assistant driver. 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 doors
having minimum height of 1675 mm and minimum width of 600 mm. The door leading to machine room from cab shall open into the machine room. The cab access doors shall be provided with lock
and key. The fixed front glass panel of the cab windscreen, the glasses on the doors and side windows
of the cab and the fixed glass panels of the equipment compartment shall be of shatter proof laminated duplex 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 all
auxiliary equipment including cab air conditioner operating at its greatest noise output. The
noise level shall be measured in the cab along the center line between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of the cab. The measurement shall
be conducted in accordance with ISO 3381.
(ii) Moving Locomotive: The noise level inside the cab, when the Locomotive is running at the
maximum speed shall not exceed 75 dB (A) with all auxiliary equipment including cab air conditioner operating. The noise level shall be measured in the cab along the center line
between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of
the 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;
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(iii) one LED based rechargeable torch with socket and charger;
(iv) VCD for monitoring alertness of the Locomotive crew through multi-resetting system which
resets by specified normal operational activities of the crew, in addition to acknowledgement of the 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 cause
audiovisual warning. If audiovisual warning is not acknowledged for 16±4 seconds, it shall result 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) A audio & video recorder with sequential cyclic erasure that under any circumstances records the last 30 minutes of operation of the Locomotive. The audio & video recorder shall be
designed 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 with suitable interlocking.
3.2.10 Cooling System:
3.2.10.1 The cooling air for the transformer and converter oil coolers will be drawn through grid filters and
will be discharged suitably.
3.2.10.2 All other cooling and pressurizing air will be drawn through inertial filter grids in the upper section
of the sides of the locomotive. This filtered air will be used to cool the traction motors and
electronic equipment and will also be used to pressurize the machinery compartment.
3.2.10.3 The design will take care of the dusty and moist conditions prevailing in India.
3.2.10.4 The power converter will be cooled by suitable means of coolant, i.e., water/oil. Contractor shall
submit the details in this regard.
3.2.10.5 The equipment compartment having relay, contactors, electronic control panels, etc., will be
pressurized to prevent the ingress of dust into the compartment. The pressure and flow of air will be
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 will be oil cooled. The cooling circuit will be common 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 will be kept to minimum and cable connections from transformer to
power converter will be minimized.
3.2.11.2 High voltage AC, 3-phase AC and low voltage DC cables/connections will be physically separated
from each other. Adequate number of stand by vital spare control wires will be provided with adequate indications.
3.2.11.3 Types of cables used should be as per RDSO specification or better.
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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 will be provided conforming to IRS 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 subject to better stability of the locomotive at higher speed. Simulation results shall be submitted by
Contractor in this regard. The diameter of the wheel in half worn and fully worn condition
shall be specified by the bidder in their offer.
(iii) The rim thickness of the wheel will be adequate to provide for a minimum wheel wear of 76 mm on diameter. Consideration will be paid to this reduction in the wheel diameter in the
calculation 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 provided
while maintaining leading parameters (e.g. maximum moving dimensions, buffer/CBC height) 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 be
1596 ± 0.5 mm;
(viii) Wear adapted profile as shown in drawing no. SK.DL-2561, Alt.8 placed as Annexure - 2
shall 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 be
acceptable. Stress calculations for axle will be supplied.
(ii) 50% dynamic augmentation of the vertical journal load will be used in calculating the axle
stresses 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 shall
provide know how and necessary wheel floating / towing arrangement for use in case of axle
box/ 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 the following:
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(
(i) Roller bearing supplied by manufacturer approved by UIC/AAR to cater for the axle load
prescribed under dynamic loading conditions and track geometry indicated in clause 1.4 of
these 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 before Periodic Overhaul Schedule;
(iii) requirements of Scheduled Maintenance, frequency of maintenance and special equipments
and 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 and periodic 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 moisture
into the axle boxes or the outflow of grease from the axle boxes.
(vi) Standard axle box, roller bearings will be grease lubricated and of a type which have given
satisfactory service on diesel/electric locos. Special attention will be paid to the sealing
arrangement at the ends of the axle boxes, to prevent ingress of water and dirt and loss of lubricant. The axle box body will preferably be of cast steel. One of the axle box end covers
will house a generator for operating the speed recorder/indicator with suitable adapters.
Complete working drawings of the axle box with bearing and its components will be
submitted for approval along with maintenance instructions.
(vii) Contractor is free to incorporate any type of roller bearing supplied by any manufacturer
approved by UIC/AAR to cater for the axle load prescribed under dynamic loading conditions
and track geometry indicated in Clause 1.4, indicating reasons for preference for particular type and make acceptable to RDSO. Detailed calculations for this will be submitted. The
design of labyrinth will be such as to prevent the ingress of dust into the axle boxes or the
outflow of grease from axle boxes
3.2.12.4 All wheel and gear seats and traction motor suspension bearing journals are required to be cold
rolled together with stress relieving grooves machined in the axle, between the wheel seat and the
gear 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 will be provided.
3.2.12.6 Oscillation trials of Prototype loco shall be carried out by measuring wheel. Measuring wheel shall
be supplied by the contractor and will 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 remain secure over appropriate temperature ranges, in accordance with the Good Industry Practice. The
design of the complete wheel set shall include suitable corrosion protection measures, and the
maintenance 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 Maintenance Depots.
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 will be capable of running
satisfactorily up to the maximum specified speed on track as specified in Clause 1.4. For this
purpose, the manufacturer will furnish detailed calculations to prove satisfactory riding and stability performance of the locomotives up to the maximum speed on the specified standard of track using
mathematical modeling techniques, indicating the assumptions made.
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3.2.14 Traction motor drive: Each motor will be secured in such a way as to be capable of being lifted
easily from the bogie after lifting the body without dismantling a large number of parts in the bogie.
The Contractor will 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 test
speed of 225 kmph are met in full. The technical implication on the traction motor suspension of
making the locomotive fit for a test speed of 225 kmph will be indicated.
3.2.15 Traction gear: All the traction gears will 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 data
logging and self-diagnostic features using integrated panel, consisting of multi layers plates (not less than three), on which brake valves shall be directly mounted, with the provision of pneumatic
interconnections of valves within the panel itself thereby avoiding any need of external piping. The
brake system shall be compatible with trailing stock fitted with twin pipe gradual release air brake system 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 applied only when the electric braking system is not capable of achieving the required braking force, or in
case the electric brake has broken down, so as to limit the wear of mechanical parts of the air
braking system by using the electric braking system to its maximum capacity and also for making
optimum use of power regeneration. The braking system of the Locomotive shall also ensure that when the electric brake is insufficient to provide the required braking effort, the necessary
proportion 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 with regenerative brakes and/or using the automatic train brakes.
3.2.16.3 The locomotive will be provided with self-lapping type independent direct acting brake valves with
simple arrangement of adjusting the maximum brake cylinder pressure. Corresponding to this pressure the total braking effort will work out to about 20% of the adhesive weight of the
locomotive. The capability of holding train loads in Tonnes, in falling 1 in 80 and 1 in 100
gradients, with only application of independent direct acting brake, shall be specified by the
Contractor.
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 the
driver has to change the cab.
3.2.16.7 It shall be possible to release locomotive brakes when the brakes of trailing stock are applied
partially or fully through drivers automatic brake valves.
3.2.16.8 The Locomotive shall be provided with air flow measuring and indicating devices to provide
indication to the driver about the level of leakage from brake pipe. In case of the train parting during
run, 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 applied
automatically. It shall also be possible to apply independent brakes on the leading Locomotive in
case of parting.
3.2.16.10 Emergency brake: An emergency brake valve shall be provided on right hand side in cab near
assistant driver, in addition to independent and automatic brake valves. During emergency brake
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application by emergency brake valve or through driver‟s automatic brke valve, automatic
Locomotive power cut off shall take place.
3.2.16.11 Dynamic (Electrical) brakes: As specified in Chapters 1 and 2, the locomotive will be provided with electrical brake (regenerative) capable of providing required braking effort over a wide speed
range. Arrangement for automatic reduction of brake power in case of skidding of the wheels will
be provided. Control of regeneration will be such that regenerated power can be fed in the entire OHE 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 proportionate
brakes 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 at either end terminating outside. There shall also be a provision of additional isolating cock on both
pipes 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. All
isolating valves that require operations by train crew in normal operation or in emergencies shall be
easily accessible either from within the Locomotive or from track level as appropriate. Isolating cock 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 the
horizontal plane only. Cable ties shall provide a ready means of identification of a cock which has
been operated.
3.2.16.16 Emergency stop push-buttons shall be installed in each cab. Activation of the buttons shall apply the
emergency brakes under all conditions, including from the inactive cabs. Activation of the
emergency brake by any means shall result in the propulsion system being disabled in a safe critical manner by opening main circuit breaker and lowering pantograph. The propulsion system shall not
be 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 brake equipment 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. Suitable
colour coding shall be applied to all pipe work for identification. Use of flexible hoses shall be kept
to a minimum.
3.2.16.19 The pneumatic valves shall not require overhauling before six years of service including rubber kit
changing.
3.2.17 Brake rigging:
3.2.17.1 All the wheels of the locomotive will be provided with disc brakes. The Contractor is free to
incorporate any type of brake system supplied by any manufacturer approved by UIC/AAR subject
to RDSO's prior approval. The Contractor will indicate in detail reasons for selecting a particular
type of brakes system along with the full details of material used for construction and criteria used for selection. Detailed calculations for selecting the brake system carried out by the Contractor as
well as detailed calculations for brake power along with brake rigging diagram will be submitted for
approval by the RDSO.
3.2.17.2 Brake system/rigging will be so designed that brake application if required for wheel slip correction
will take place on the affected wheels only.
3.2.17.3 Detailed calculations for the brake power along with brake rigging diagram will be submitted.
3.2.17.4 Adequate safety straps will be provided below the moving component of the brake rigging to
prevent fouling of the track and ballast in the event of failure of any component.
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3.2.17.5 It shall be possible to isolate the tread brake/disc brake system individually on each bogie. The
isolation device shall be easily accessible. All devices capable of isolating a portion of the brake
system shall be located and protected to avoid inadvertent or malicious operation.
3.2.17.6 The locomotive will be provided with an effective parking brake system of the spring loaded and
pneumatically released type. The parking brake system will apply the brakes on two axles of each
bogie.
3.2.17.7 All wheels of the Locomotive shall be provided with disc brakes. With full brake pressure, the total
braking force shall be 10-20% of the maximum designed weight of the Locomotive in working
order. Means shall be provided to permit variation in this brake power above or below 8%. The
system shall include a suitable device for automatically taking up slacks due to wheel and brake blocks wear, etc.
3.2.18 Bogie: The bogie will meet the general requirements indicated below:
3.2.18.1 The bogie will be of proven design and capable of being run in the high speed range of 225 kmph
test speed.
3.2.18.2 The bogie will be provided with multi-stage suspension with adequate damping in vertical, lateral and yaw modes and controlled guidance of axles. Calculation for determining the spring
characteristics and the damping value in the various modes will be submitted.
3.2.18.3 The helical springs if used will be of the best quality and will be designed and manufactured for
maximum fatigue life. Spring stresses under conditions of maximum dynamic augment will be within endurance limits of the spring material. The springs will be painted with suitable anti
corrosive paints. Details of design, material shall be furnished by the Contractor at detailed design
stage.
3.2.18.4 The bogie will be subjected to static and dynamic load testing (10 million cycles) as per loading
condition 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 will not show any sign of deformation/development of cracks during the above tests. The
stress values will remain preferably within endurance limits.
3.2.18.9 The details about the load transfer from underframe to bogies along with mounting arrangement
shall be provided.
3.2.18.10 The manufacturers will submit detailed calculations to indicate that the locomotive will be suitable for 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 will be designed with a streamlined body. Proper aerodynamic profile as per EN
14067 will be provided to reduce wind resistance/drag to a bare minimum. The detailed calculation for starting resistance and the formula for determining rolling resistance at various speeds shall be
furnished by the Contractor.
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3.2.19.2 The superstructure shall be provided with a cab at each end of the locomotive to make it suitable for
driving in either direction. The overall dimensions of the cab will take full advantage of the
maximum moving dimensions.
3.2.20 Underframe:
3.2.20.1 Design of the underframe/body will be made to safely withstand each one of the following loading
conditions while carrying its loads:
(i) Multiple unit operation with 200 Tonne draft load applied at the centre buffer coupler, and
allowing for an increase not less than 50% in the 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 bogie suspended from the underframe and the other bogie resting on the rails/ground representing the conditions
during rerailing operation after an accident.
(iii) Lifting the entire locomotive including the bogies at the jacking pads located on each side near 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 draw gear.
3.2.20.2 The design will be such that the maximum permissible stress will not exceed the endurance limit of
the material for loading conditions at 5.4.1 (i) and 90% of the yield point stress of the material under
other conditions of loading.
3.2.20.3 Provisions for lifting of body will be provided. It will be possible for the bogie to be lifted along
with the body when required.
3.2.21 Sanding: The locomotives will be equipped with adequate sanding devices with following features:
3.2.21.1 Pneumatic sanding will be applied to the leading wheel set of each bogie in either direction of
travel. Automatic sanding arrangement during wheel slipping by means of wheel slip detection will be provided. The sanding shall be direction selective. Sand pipe nozzles will be located at a distance
of 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 will preferably be at underframe level and will be easily accessible for filling from
outside. Each sand box shall have a capacity of 45 kgs (+/- 10%) capacity.
3.2.21.3 The sand box lids will be so designed as to avoid water entering the boxes and to prevent clogging
the injector inlet in the box.
3.2.21.4 The sanding gear will be capable of functioning properly in the tropical humid climate where the sand does not remain dry and also gets moisture from compressed air. The sand ejection mechanism
shall be designed such that it does not get choked due to moist sand and the design shall also
consider 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 will be preferable if sizes of pipes are limited to a minimum. Sharp bends will be avoided and where necessary standard connections will be used. An approved colour scheme for identification of
different pipings will be adopted.
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3.2.22.3 The various stop cocks and isolating valves except drain cocks will be oriented in the open position
to 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 in service.
3.2.22.4 The connecting parts, necessary for piping, e.g. couplings, nuts, unions, bends, tees, etc., will be
assembled by means of Ermeto/taper type fittings. The length of the threaded part on the tube will be at least equal to that indicated on standard drawings.
3.2.22.5 All pneumatic pipes will be carefully cleaned after bending and given anti-rust treatment and
coating when necessary in order to eliminate bending scale. Cleaning by compressed air only is not
acceptable.
3.2.22.6 Adequate automatic drainage arrangement for draining the moisture in the compressed air system
will be provided. The drainage is to be so adjusted that the air flow in the pneumatic control and
brake system beyond the automatic drain valves is practically free from moisture.
3.2.23 Lubrication:
3.2.23.1 The manufacturer will study the currently available lubricants in India and employ as far as possible such lubricants. Full lubricating scheme and schedule for the locomotive will be furnished in
advance.
3.2.23.2 Grease nipples will be selected from the IR Part Drawings. Grease nipples and adapters wherever
used will be tack welded or locked in an approved manner to prevent them from unscrewing and falling off in service.
3.2.24 Multiple operation: It shall be possible to use the locomotive in multiple operation of up to two locomotives in one group. The control of both the Locomotives shall be achieved from either of the
Locomotives being used under the multiple unit operations. Provision shall be made to enable the
driver in the driving cab to monitor the parameters of the other Locomotive as well as to identify the fault in both the Locomotives.
3.2.25 Banking operations: It will be possible to use these locomotives as banking locomotives. In case of
rolling stock equipped with air brakes the brake pipe of rolling stock will not be charged by the banking locomotive. It will be possible for the banking locomotive driver to apply train brakes from
banking locomotive in case of emergency.
3.2.26 Air Reservoirs: Main reservoirs of adequate capacity, made of corrosion resistant material, shall be
provided 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 provided
between the air compressor and the main reservoir so as to provide dry compressed air to the
Locomotive brake system. The air dryer shall be preceded by automatic drain valve and oil separator, 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 any
hitting during run. Alternatively air drier can be provided in machine room with provision of purging outside the Locomotive.
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3.2.28 Horns: Dual tone pneumatic horns without rubber parts shall be provided facing outwards at each
end 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 in harmony with each other when blown together. Push buttons placed next to each other shall be
provided on the driver side as well as on the assistant driver side for the operation of either one or
both 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 speed
indicating-cum-recording equipment in each cab. The speed indicating-cum-recording equipments
with electrical/electronic type of drive having scale range of 0.. 250 kmph shall be used. The indicated speed shall be measured by pulse generator installed in the axle box. The equipment shall
also incorporate the feature of indicating and recording kilometers traveled by the Locomotive.
3.2.30 Painting and marking: The complete locomotive will be painted and marked to an approved
design and manner. The design of painting and marking shall be submitted and finalized
during 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 the
coating is at least 4 (four) years before a re-paint is necessary. During this period the coating shall
remain 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 attend to any damage to the paint system caused by accidental impacts, the paint system shall protect the
substrate from corrosion over the design life of the Locomotive. The paint system shall be capable
of 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 Maintenance
Depots. The Contractor shall describe in the Maintenance Manual the materials, equipment and
processes required for such repairs to the paint system. The paint system and the repair process selected by the Contractor for use on Maintenance Depots shall not cause environmental problems
or hazards to personal health.
3.2.30.4 Lettering and labeling shall be applied to the Locomotive exterior and interior to inform staff of
matters 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 protect
against corrosion through the use of materials and coatings as appropriate. The design of the
structure shall ensure that no water traps exist. Dissimilar metal corrosion shall be prevented and anti-corrosion paint shall also be applied.
3.2.31 Preparation for despatch: The locomotive will be fully assembled and painted, packed in a
suitable manner so as to make it suitable for transportation by sea and rail from the
Contractor's work to the ultimate destination adequately protected from rain, humidity, dust and salt laden air. The semi knocked down components and knocked down components will be
suitably packed in the same manner as specified above.
3.3 Electric Equipment
3.3.1 The electric equipment will include:
(i) IGBT based main traction & auxiliary power equipments.
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(ii) IGBT based hotel load converter for supplying coach loads.
(iii) Auxiliary machines, i.e., various rotary and static machines required for offered traction
equipments.
(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 trouble
shooting 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 to
minimize possibilities of trains being stalled on the section will be provided:
(i) A bogie unit system comprising complete block of associated traction motors, IGBT
based converter, control circuits, etc., will be adopted so that either any one axle or
bogie 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 component
would cause complete failure of locomotive's electric system, suitable means such as
redundancy may be provided in order to avoid locomotive failure or drastic reduction in
performance due to such defects.
(iii) Suitable margin will be provided in the equipment rating, such that under emergency
condition 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 be completed at reduced speeds, if adhesion conditions are satisfactory. The one hour
ratings of the equipment will not be exceeded under such operations. For such purpose,
short time rating of the major electrical equipments such as main transformer, power converter, traction motor, etc., will be furnished.
(iv) The protection/alarm/indication circuits will normally have self-correcting features
rather than cause tripping of the locomotive or drastic reduction in tractive effort. If
Loco Pilot‟s intervention is needed, sufficient indication will be made available to enable corrective action to be taken in time.
3.3.3 Selection of insulating materials: In selecting materials of insulation the moist tropical weather conditions prevailing in India will be kept in view. In this regard, the manufacturer
will furnish information regarding the suitability of the selected materials under various
climatic conditions referred to in this specification. Additional necessary tests, if any, for
ensuring suitability of materials for Indian conditions will be conducted by the manufacturer in the presence of Indian Railways Representative in the same way as executed by IR in India
and the test results advised to the Purchaser.
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3.3.4 Safety measures
3.3.4.1 All equipment will be adequately earthed, insulated, screened or enclosed and provided with
essential interlocks and keys as may be appropriate to ensure the protection of the equipments and safety of those concerned with its operation and maintenance.
3.3.4.2 The locomotive will be provided with a manually operated two position earthing switch. The
operation of the switch will 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 earthing
switch.
3.3.4.3 All electrical circuits will be fully insulated from the superstructure on both the positive and
negative sides and the super-structure will not be used as a portion of an earth return circuit.
3.3.4.4 Fire prevention measure: The design of equipment will incorporate all measures to prevent
fires and will be such that should any fire take place, the effects will be minimized and no spread
of fire should take place. Materials which are not fire-retardant will not be used. The locomotive will be provided with suitable fire detection and extinguishing equipment of proven design. The
extinguishing equipment will be operated manually. Fire extinguishing equipment shall be
provided with fixed installation triggered by the driver as well as hand-held portable extinguishers.
3.3.5 Pantograph
3.3.5.1 The locomotive shall be equipped with 2 pantographs. Normally the trailing end pantograph will be used. The pantograph selector switch will be provided in the Driver's desk for raising
either of the pantographs or both the pantographs at a time. Raising or lowering of pantograph
with locomotive in motion will 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 as
mentioned in clause 1.3.5.
3.3.5.3 It shall be possible for each of these pantographs to be disconnected from roof equipment and earthed in case of damage.
3.3.5.4 The profile of the pantograph shall be in accordance with the drawing no. SKEL-3871
enclosed 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 wind
pressure. The pantograph shall also be suitable to work both in normal OHE and high rise
OHE areas having height range as specified in clause 1.3.5 of these Specifications and Standards.
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 gapless
type lightning arrestor of well proven design shall be provided on the roof of the locomotive for protection against the line voltage transients caused by lightning or system switching.
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3.3.8 Main transformer:
3.3.8.1 The fixed ratio main transformer will be provided with multi-traction windings suiting the
requirements of IGBT based power converter and with or without auxiliary winding(s) for the auxiliary system.
3.3.8.2 In case the Contractor opts for standalone hotel load converter, then two independent extra
auxiliary winding in the transformer for feeding the "Hotel Load" will be provided. The rating of 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 traction
converter 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 be designed to deliver a total power corresponding to the continuous rated traction motor currents
at full voltage. The transformer traction winding shall also be designed to deliver the rated
power at the maximum line voltage of 27.5 kV.
3.3.8.4 The transformer will be designed with adequate overload capacity, in accordance with Good
Industry Practice, to permit full utilization of the traction motor capacity during starting as
well as running.
3.3.8.5 The transformer will be designed to conform to IEC: 60310 and the temperature rise limits on
the windings and the oil will correspond to IEC: 60310 limit minus 200C under all conditions
of operation.
3.3.8.6 The transformer will be oil immersed and forced oil cooled by means of oil circulating pump and radiator. The oil cooler (radiator) shall be air blast cooled by means of a motor driven
blower set. The transformer will be equipped with an expansion tank in the machine room.
Explosion valves will prevent mechanical damages of transformer set. Means shall be provided for letting out the oil from the transformer through the floor to the underside of the
locomotive, in event of any fault/electrical disturbance in the transformer causing oil to rush
out. The radiator shall be so designed so that cleaning interval is in synchronization with the Scheduled 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/oil
resistant and dust repellant epoxy paint.
3.3.8.8 The thermal simulation studies of the transformer tank for different switching frequencies of the 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 to transformer of adequate size having interface with transformer bushing at the transformer end
and with cable head termination bushing fitted at the Locomotive roof, shall be provided in
accordance 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 the
line side harmonics.
3.3.10.2 The voltage rating of IGBT shall be so chosen that at least 25% margin is available after
taking into consideration the DC link voltage and voltage jump on account of inductances and
capacitances in the circuit. Water cooling or forced air cooling shall be adopted for power converter IGBT based system.
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3.3.10.3 The current rating of power devices shall be such that the junction temperature has a minimum
thermal margin of 20 degree Celsius, at maximum loading conditions under the specified
ambient temperature, with respect to maximum permissible junction temperature of power devices declared by the manufacturer.
3.3.10.4 The wheel slip detection and correction system shall be an integral part of the control system
of the power converters/inverter which shall capture any excessive acceleration, differential speeds between axles, over speed and any other parameter considered necessary to maximize
adhesion and minimize wheel slipping /skidding.
3.3.10.5 The protection scheme of the converter and inverter system shall prevent any damage to the
converter and inverter system in the event of short circuit current flowing under fault conditions, in accordance with Good Industry Practice The converter and inverter system shall
also be designed to withstand extreme disturbances like short-circuit / open circuit at all points
of input / output interfaces with Locomotive, with minimized effects/damages. This shall be Type 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 protection
scheme 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 and independent drive inverter per axle; and
(iii) Suitable redundancy in the vital PCBs connected with safety and power supplies, so that
the Locomotive failure and degradation in performance is minimized in the event of their failure.
3.3.10.8 The motor converter output current ripple shall be so maintained that it can keep the torque
pulsations and traction motor heating to a minimum. Software based technique shall be adopted instead of hardware control for controlling DC link and torque pulsations of traction
motor.
3.3.11 Power and control electronic equipment:
3.3.11.1 In the design and construction of IGBT thyristor converter/inverter and associated control
equipment, reliability and maintainability will be paramount considerations. Adequate margin
will be provided to take into account ambient conditions prevailing in India. Freedom from dust and protection from surges will be ensured. Modular constructions will be adopted
wherever 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 will
be provided and established through calculations.
3.3.11.3 The converter/inverter system and transformer will be capable of withstanding the maximum
short circuit current under fault conditions and established through calculations:
3.3.12 Control System:
3.3.12.1 The locomotive will be provided with the following control systems:
(i) Pre-set selected speed control which enables the speed at which it is desired to run the train to be pre-set.
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(ii) The tractive effort and the regenerative braking effort control will be done using torque
control and current supervision. In the case of the pre-set tractive effort being too high,
the control will automatically fix the maximum tractive effort admissible within the circuits as a function of speed.
3.3.12.2 With these two controls working in conjunction by successive and automatic control of the
converter during traction or regenerative braking cycles it will be possible to keep the locomotive at the desired speed irrespective of the track profile. The speed control will work
within 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 will enable the
locomotive 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 to
continue to haul the train with the least reduction possible in its services, operating within restricted but permissible conditions. The basic principles and procedures to be followed in the
event of a breakdown shall be:
(i) In the event of breakdown of any one of the line side converter/drive side converter, only the defective module shall be isolated and the Locomotive shall continue to feed power to
remaining traction motors for satisfactory working of the locomotive.
(ii) Breakdown of power module during traction or electrical braking: The faulty power unit
may be isolated;
(iii) Breakdown of an auxiliary converter:
Redundancy in auxiliary converter shall be provided so that in the event of its failure, the
traction capacity of the Locomotive does not get affected. Further, in the event of failure of 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 not
affect the traction, braking and safety related control operations.
3.3.14 Power factor: The power factor of the locomotive will be close to unity at speeds above 20
kmph at 25 kV line voltage. However, the power factor will not be close to unity at lower power even at speeds above 20 kmph. The power factor will be maintained at the requisite
value by the microcomputer.
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3.3.15 Traction Motor and drive:
3.3.15.1 Three phase asynchronous type of traction motors will be used.
3.3.15.2 General:
(i) The general design and manufacture of the motor will be done to the standard IEC 60349
in accordance with the modern traction practices. The design will include all those
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 line
voltage fluctuations, switching surges and such other conditions caused by stalling and
wheel-slips under different operational conditions.
(iv) The following operational and environmental factor will be specially kept in view in the
design of the motor.
Excessive vibrations that are experienced because of average track maintenance
conditions 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 shall
vary from excessive dry heat on one end to high humidity on the other end or
during winter months from very cold condition at one end to moderately warm
and 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, full
consideration will 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 loading
in winding does not exceed the average temperature of that winding measured by resistance method, 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 the adverse climatic and environmental conditions specified in these Specification and
Standards. The materials comprising this system and the system itself will have been
proved to be of the highest reliability in traction application. Imperviousness to moisture will be a special requirement.
(ii) The evaluation of the insulation system for thermal endurance shall be made with
fabricated test models by way of accelerated ageing test based on the test programme
drawn up in accordance with the norms specified in IEC: 60034-18. Evaluation of the insulation 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 will be treated
as 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. will receive particular attention.
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3.3.15.7 Maximum temperature rise of traction motor winding shall be limited to Ti – 70 degree
celsius, considering 15% choking of filters.
3.3.15.8 Maximum design speed of the traction motor at the highest working speed shall be decided by Contractor itself and details of the same shall be submitted with design for approval.
3.3.15.9 Harmonic/Ripple factor: The traction motor will operate satisfactorily over the entire range
of loading, with harmonics/ripples imposed from the supply system, (comprising transformer and IGBT converter), both during motoring and regenerative braking conditions. The
manufacturer will conduct necessary tests on the traction motor to establish compliance with
this 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 to
enable 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. The
rotor shall be reusable/repairable. However, the repair and salvage of either the shaft or the
rotor shall be possible by specific processes. This will 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 additional
special 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 highest temperature during operation. Temperature rise of the gears shall be in the range of 30 degree
Celsius 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 and
associated protection system. The AC auxiliary system shall be galvanically isolated from the traction power system and the DC battery system. Auxiliary system design shall ensure that
there 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 be
as low as possible, preferably zero.
3.3.16.2 The auxiliary converters shall be IGBT based and forced water cooled or air cooled. The
control shall be microprocessor / micro-controller based with diagnostic features. Protection
from overload/short circuit, single phasing and any other protection considered necessary for reliable 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.
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3.3.16.3 Auxiliary converters of adequate capacity identical in all respects and a battery-charging unit
shall be provided. Design and rating of auxiliary converter and load distribution shall be such
that in case one auxiliary converter fails, the remaining shall take the entire auxiliary load and the 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 possible increase of load in future.
3.3.16.5 In addition to above, galvanically isolated 230 V AC, single phase supply of 1 kVA shall also
be made available in the driving cabs to enable powering any small equipment when the
Locomotive is standing in the shed.
3.3.16.6 In order to reduce energy consumption as well as to increase equipment life, multiple level
ventilation 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 designed accordingly.
3.3.16.7 Only a few different types of motors will be used to guarantee interchangeability. Coupling
and mounting design requirements will be kept identical where applicable.
3.3.16.8 Except for auxiliary compressor motor which will be rated at 110 Vdc, all the remaining drive
motors will be designed for three phase AC supply with suitable protection. DC auxiliary
machine system will be considered if special advantages or special reliability and
maintainability 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 such
machines is likely to result in freedom from dust and contamination and in general better
performance. Internally ventilated auxiliary machines having encapsulated stator windings may also be considered for this application if considered to be advantageous over totally
enclosed fan cooled design.
3.3.16.10 The temperature rise limits for auxiliary machines will be reduced compared to IEC limits to take care of the higher ambient temperature specified. Insulation system of class 180 degree
Celsius or higher shall be adopted. The maximum temperature rise shall not be more than 80
degree Celsius.
3.3.16.11 Vacuum pressure impregnation of the stator winding shall be done using solvent less varnish having thermal index above 200 degree Celsius..
3.3.16.12 In the case of squirrel cage motors, aluminium alloy die cast rotor construction will be
preferred.
3.3.16.13 L-10 life of bearings when calculated according to ISO Recommendation R-281 shall not be
less than 35000 working hours.
3.3.16.14 For motors higher than 15 kW, flange bearing housing units will be used. The bearing design
will be such that no greasing or any intermediate attention shall be required for at least 18 months.
3.3.16.15 If the operating conditions of the auxiliary machines differ from the specified test conditions
in relevant IEC publications additional tests as mutually agreed will be carried out.
3.3.16.16 Compressor:
Total derated capacity (free air delivery) of the air compressors system shall be
minimum 4000 lpm at 10 kg/cm sq. pressure, after accounting climatic conditions as
specified in clause 1.5 of these Specifications and Standards. Two or more identical compressors shall be used. The compressor(s) shall be suitable for continuous operation
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at a pressure of 10 kg/cm sq. (without causing high temperature, damage and unusual
wear of components) with pressure governor setting to cut out at 10 kg/cm2 and cut in at
8 kg/cm2 and safety valve setting of 10.5 kg/cm2. The temperature of air at the inlet of first main reservoir shall not be more than 40 degree Celsius above ambient air
temperature at a pressure of 10 kg/cm sq. The compressors shall be driven by dedicated
electric motors. The compressor overhauling period shall be in synchronization with the Scheduled Maintenance of the Locomotive and shall not be less than six years in any
case.
The motor compressor unit shall be under slung, resiliently mounted with the under
frame to minimize the levels of vibrations transmitted to the Locomotive body. The mounting 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 during
service. The Contractor may offer alternative design such as, oil free compressor. Such
oil free compressors can be provided in the machine room.
The intake air shall be directed through a properly designed filter, suitable for the
specified dusty atmospheric conditions. The inlet air filter shall be so mounted on
compressor so that it can be easily taken out for cleaning purpose. The cleaning
periodicity shall not be less than six months. Arrangement shall be made so that the compressor does not start against back pressure. A non-return valve shall be provided
between the compressor and the main reservoir supply line. A safety valve shall be
provided to protect the compressor against excess pressure.
3.3.16.17 Auxiliary compressor set: A 110 Vdc battery operated auxiliary compressor set having sufficient capacity shall be provided for feeding the auxiliary air reservoir for operation of the
pantograph and vacuum circuit breaker, during the preparation of the locomotive for service. A
suitable 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 be
provided. Its rating and charging characteristics shall be matched to the battery, by monitoring of charging current and voltage and shall have a provision for fine
adjustment and good stability to avoid overcharging or undercharging of batteries;
(ii) Low maintenance batteries of adequate capacity (C5 capacity) shall be provided on the
Locomotive to feed the equipment for at least 5 hours in the event of a failure in the battery 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 from
non-essential loads when the battery gets discharged, however there shall be sufficient capacity left under all conditions to raise pantograph and to power voice recorder and
flasher light. When auxiliary load is reconnected, the initial battery load shall not cause
the 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 will be provided. Beside, necessary
operational protective and safety devices in the form of relays, contactors, switches as may be required by circuit design will also be incorporated for the proper functioning of
the power equipments, auxiliary equipments, brakes, etc.
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(ii) The control equipment, relays and switches, and such other device will represent latest
and proven technology established under the most severe operating conditions with
particular regard to reliability.
(iii) Wherever considered necessary by the Contractor, contacts will be duplicated to provide
redundancy.
(iv) Interlocks and auxiliary contacts connected with important protective, operation, control, auxiliary and safety circuits will be housed in dust proofed enclosures either by
providing the complete equipment in dust-proof cabinets and/or pressuring the cabinets
or by covering the contacts only by dust-proof covers of a satisfactory design.
(v) The voltage range of all relays and contactors will be 77..138 Vdc (110 Vdc -30/+25%, according to IEC publications). These devices will work within this voltage range
properly under their rated temperatures and contact pressures. The contact pressure will
be adequate to ensure satisfactory operation under most severe working conditions.
(vi) The air pressure requirement for pneumatic equipment will be between 4.5 and 10 bars.
The minimum working pressure for all equipment will be no more than 5 bars. If
required, suitable pressure reducing valves will be provided to suit the operating pressure for the control equipment.
(vii) Rubber components, such as pistons, "0", rings etc. wherever employed in control gear
(and brake system and their controls) will be entirely suitable for humid and hot
environmental conditions in India.
(viii) Surge suppression circuits will be incorporated wherever necessary.
(ix) Capacitors will be liberally rated, keeping in view the high ambient in India, vibrations
of electric rolling stock and electrical surges expected during operation.
(x) Special endurance tests may be required to be conducted both mechanical and electrical
to prove the reliability of the control equipment used. Details on these tests will be
agreed mutually.
(xi) In design of the driver's controls, the following aspects will be kept in view:
It will not be possible for unauthorized persons to operate the master controller.
One removable key per loco for starting of loco will be provided. The key switch
enables/disables the push buttons, selectors etc. (cabin occupied).
The reverser handle will be so interlocked that master controller handle can move
only when the reverser is placed in an operative position. Conversely it will be
necessary for the master controller to be returned to the off position, before the reverser handle can be returned to the off position.
3.3.17 Hotel Load Converter
3.3.17.1 The hotel load converter shall be completely IGBT based. The control 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
feeder
less than 0.8 kV (peak)
c) Rated output power 500 kVA at 0.8 power factor for all supply voltage
variations in accordance with clause 1.3 of this
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Specification and Standards.
d) Output Frequency 50Hz ± 2%
e) Total harmonic distortion (THD) in
output voltage
Less than 10%
f) Output voltage unbalance Less than 3 %
g) Expected current unbalance in load
current
Up to 15% of rated output current
h) THD of input current (at full load) if HLC connected to separate hotel load
winding 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 nominal input 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 motor
load for 3 seconds
l) Availability of output supply The output supply of the hotel load converter shall be made available within 10 seconds when its
electronics is ON.
However, delay in output supply including boot up time of electronics shall not be more than 30
seconds.
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 hotel load 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 durations
than specified above.
3.3.17.7 The details of type of electrical train load to be attached with the converter shall be discussed
during design stage.
3.3.17.8 Independent control of hotel load converter to be provided so that output of hotel load converter
shall be 750V +5%-2%, 3Ø sine wave. Galvanic isolation shall be provided so that any electric
disturbance on the traction converter shall not affect the operation of hotel load converter and vice versa. 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 pressing
spring loaded BLHO switch. The signal from the BLHO switch shall be integrated with VCU and necessary processing for reliable operation of the hotel load inverter shall be done in VCU. The
details of the integration of control of the hotel load inverter with VCU shall be decided during
the design evaluation stage and necessary software/hardware adaptations shall be done by the
Supplier.
3.3.17.10 Suitable three pole output contactor for the hotel load inverter shall be provided at the output of
the hotel load converter. The details of the contactor shall be decided during the design evaluation stage.
3.3.17.11 Suitable filter circuit shall be provided at the output of the hotel load inverter.
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3.3.18 Instruments and Gauges
3.3.18.1 Instruments and gauges provided will include meters for tractive efforts and regenerative braking
effort (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 will be provided to give indication in
the cab of OHE availability.
3.3.18.3 For prototype locomotives, it will be required to carry out instrumentation for measurement of energy/power, currents, voltages at various circuit points.
3.3.18.4 Locomotives will 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 abnormal
currents, excessive voltages, etc., as well as indication of normal and abnormal conditions so
as to ensure safe and correct operations will be provided. While working in multiple, the faults in the trailing locomotive will be indicated in the leading locomotive.
3.3.19.2 The locomotive will be provided with adequate electric wheel slip control devices. Slide
control will be provided only for regenerative braking. The wheel slip detection and correction system will be an integral part of the control system of the IGBT main converter and will
supervise the following conditions:
- Excessive acceleration.
- Differential speeds between axles.
- Overspeed control
The wheel slip control will be optimised for maximum utilisation of adhesion factor. Each
bogie will 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 will use high grade electrolytic copper stranded conductors tinned as per approved international practice and standards.
3.3.20.2 The cables will be of approved quality and grade of insulation and sheath. They will be fire
retarding type. In locations where high temperatures are likely to be met, special cables may
be employed.
3.3.20.3 All connections will be terminated on terminal bars of approved design, provided for the
purpose. The terminals and wire cable ends will be marked to facilitate correct connections.
3.3.20.4 Plugs and sockets will be used to connect preassembled units and to facilitate maintenance and ensure a better layout.
3.3.20.5 No cable having a conductor size of less than 2.5 sq. mm. will ordinarily be used.
3.3.20.6 Smaller size cables for internal wiring panels, control cubicles, signal wiring, consistent with
the mechanical and electrical requirements, may be adopted.
3.3.20.7 The layout of the cable will be such that contamination by oil is avoided.
3.3.20.8 Loading of power cables will not be more than 75% of its capacity.
3.3.20.9 Cables for terminal connections will have only crimped joints.
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3.3.21 Lighting circuits
3.3.22.1 The lighting equipment will be based on 110 Vdc operation:
(i) The headlights will have a standard voltage of 110 Vdc. The lumen output at 110 Vdc will be equivalent to that of the standard 32 Vac head lamp used by IR. The total wattage
of the headlight will be 300 W.
(ii) Gauges and instrument lamps to illuminate the dials will work at 24 Vdc.
3.3.22.2 In addition to standard lamps for instruments, gauges, cab lights and corridor lights, etc., two
special flasher light fittings, one at each end of the locomotive will be incorporated, designed
to provide flashes at a rate of about 40 ± 5 flashes per minute. These will work of battery
supply. These flashers will be used only in emergencies arising from accidents to trains, etc.
3.3.22 Micro Computer Control and Fault Indications: The locomotives will have proven and
reliable programmable microprocessor based control system. It will have following broad features:
3.3.22.3 Logic Control: This system will be capable of controlling locomotive speed, direction, traction
power and braking effort. It will also exercise slip control, slide control, power factor control and weight transfer compensation.
3.3.22.4 Fault indication, monitoring and isolation system: It will have built in automatic diagnostics
and automatic trouble shooting. In case where driver's acknowledgement is considered
necessary, the isolation of faulty equipment will be semiautomatic or manual. Following features will be implemented:
(i) Fault, its status indication and logging.
(ii) Analysis of fault condition and providing detailed information regarding the nature and reason for the problem.
(iii) Continuous monitoring of locomotive operation and detection of abnormal conditions
and 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 enable appropriate 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 Traction and Auxiliary Converters also. The electronics used shall conform to IEC-60571. However, due
to higher ambient temperature in India, it shall be suitable for working for short time (at least 15
minutes) 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-cooling
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of the electronics on locomotive standing in summer sun for long duration. The electronic control
equipments 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 published
protocol. 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 so
as to reduce hardware and cables.
3.3.23.4 The control system shall integrate the task of fault diagnostics and display in addition to control
task. 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 the
equipment wherever necessary. Features of self-check, calibration and plausibility checks shall be
incorporated 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 relevant
diagnostic data. On occurrence of each fault related to propulsion system in the scope of this specification, besides the fault information on equipment parameters, background data with time
stamp shall also be captured and stored with a view to enable proper fault analysis. There shall be
facility to capture post trigger and pre-trigger background information. The diagnostic computer
shall specify diagnostic of fault up to card level. The diagnostic system shall be able to identify and log all faults on the locomotive caused by incorrect operation by the driver and such data
shall be stored in the diagnostic computer for a period of not less than 100 days. Application
software shall be provided to facilitate the fault diagnosis and the analysis of equipment wise failures. The steps required for investigation to be done by maintenance staff shall be displayed in
simple language along with background information. Such software shall be compatible for
working on commercially available operating systems.
3.3.23.7 A hand held, off line, electronic device shall be provided for trouble shooting / rectification of a
fault by the crew. The device shall be portable and easy to carry with feature of pictorial
identification 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 connected
to one of the ports provided on the VCU rack. Such access may be needed for uploading of firmware/application program, visualization of process parameters and also force or record the
same and downloading the diagnostic data. Required interfaces shall be built in the VCU so that
standard laptops shall be directly plugged to the VCU without any special interface. Supply of a
suitable software tool and laptops is included in the scope. Using this tool, it shall be possible to reset the diagnostic memory for further recording. This tool shall also provide detailed off line
analysis 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 the vehicle control Unit, for visualizing the process variables, is within the scope of supply. Using
this tool, it is expected to visualize any process variable on the screen, record and temporarily
force 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 of
user‟s interface with the agreement of successful Contractor viz: modifying some of the
permissible parameters like currents, horse powers, temperatures, pressures, speeds etc., for
adjusting the characteristic within permissible range, changing preset values, limits,
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characteristics etc. and behavior of the locomotive in general, and add/alter the protection
features, if so required in future in order to improve the operation of locomotive. It shall be
possible to configure these parameters through laptop. A menu driven easy to use application software shall be provided for loading on the laptop for this purpose. Password protection shall be
provided to safeguard against misuse.
3.3.23.12 The Locomotive shall be provided with remote diagnostic and tracking equipment. The equipment shall be based on GPS and GSM/GSM-R or latest technologies. This equipment shall
perform the function of tracking of the Locomotive and also communicate with the Locomotive
diagnostic system, and pass on this information to the central server. The central server shall be
provided by the Contractor at mutually agreed locations with backup servers. It shall be possible to 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 the
aim of facilitating and speeding up the maintenance process of the Locomotives. VCU shall provide 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 as
to ensure that there is no dust ingress whatsoever in to the electronics. For its cooling, internal ventilation arrangement along with heat exchanger for removal of heat shall be provided. The
electronics shall be designed with adequate margin so that there are no failures on thermal
account.
3.3.23.14 The cooling arrangement of the electronics of the traction converter, auxiliary converter and the VCU shall be designed so that the temperature adjacent to the electronic cards remains below 45
ºC (degrees Celsius) while the locomotive is operating. Alternatively, the cooling arrangement of
the electronics of the power converter, auxiliary converter and the VCU shall be designed so that at least 20 deg Celsius margin is maintained between temperature adjacent to the electronic cards
and 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 of electric rolling stock and electrical surges expected during operation. Indian Railways have
experienced high failure rates of electrolytic capacitors mounted on PCBs of electronic cards due
to 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 of capacitors shall preferably be used. Expected life of the cards, and electronics in general shall be
at 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 cubicle of WAP5, WAG9 and WAP7 locos rises to more than 65 deg Celsius during summer season
when ambient temperature is as high as 50 deg Celsius. The Supplier shall do trials of temperature
measurement 12mm away from card by suitable equipment, such as thermocouple, in working
condition 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 the rest of the locomotive and fault on the electronic equipment.
b) Shall the electronic equipment found faulty, the on board diagnostic shall enable fault
finding to be carried out at module level.
c) Off-loco test equipment shall be used in the maintenance depot/loco shed. This equipment
shall allow fault finding down to the smallest replaceable item of the equipment/subsystem.
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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 110V DC battery supply. The design shall be such that the performance and life of the lamp does not
get 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 halogen
lamps having two filaments. Headlight units shall be pre-focused, capable of giving 3.2 lux at a
distance of 305 meters. The design shall provide for easy replacement of bulb. Arrangement shall
be 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 section
also.
3.3.25.3 Marker/ Ditch Lights: The Locomotive shall be provided with four marker/ ditch lights on each end. The marker/ditch lights shall have high reliability and long life. They shall be provided in
suitable waterproof enclosures conforming to IP 65 and window toughened front glass. The
visibility 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 shall
be designed to provide 40 ± 5 flashes per minute. It shall emit sufficiently bright amber-yellow
light with dominant wavelength of 590-595 nanometers to be visible at a distance of 2 Kms. in clear daylight and not be affected by sunlight glare. The lux measured in axial direction shall not
be less than 500 lux at 1 meter and 55 lux at 3 meters. The flasher lights shall be provided in
suitable waterproof enclosures conforming to IP 65. These shall work on battery supply. The flasher light shall work in neutral section also. Facility for monitoring and positive confirmation
whether flasher light is lit or not shall be provided in the form of audio-visual indication in driver
cabs. The working of the flasher lights shall be so integrated with the train brake system that in the event of train parting, flasher light shall get automatically turned on and any tractive effort on
the 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 to assist in determining the cause of accident, incident or operating irregularities. The equipment
shall be designed in such a way so as to provide an intelligence based recording of the following
parameters against the time axis (time interval shall be decided by recorder itself whenever there is a change in the respective parameter). Most recent data for below mentioned events for a
minimum 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;
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(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 or
Locomotive 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 data
and the ability to extract data following an incident. The event recorder shall be tested in
accordance with a recognized international standard such as the UK Railway Group Standard GM/RT2472.
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CHAPTER – 4
GENERAL CONDITIONS, INSPECTION, TEST & TRIALS AND OTHER
REQUIREMENTS
4.1 General Conditions
General design features of locomotive
(i) The locomotive will incorporate features to yield high availability for traffic use, low
maintenance requirements, easy maintainability, high reliability in operation and high efficiency.
(ii) The Contractor will provide the items required for proper functioning of the locomotive
in accordance with current international practices.
(iii) The specification has been prepared for the general guidance of the Contractor to prepare the key design for the proposed locomotives. Any deviation from specification, intended
to improve the performance, utility and efficiency of the locomotive as a whole or part
thereof may be proposed for consideration. All such proposals will, however, be accompanied with complete technical details and justification for proposed deviation.
4.2 Approval of design:
4.2.1 The design will be made based on the requirements given in this specification and sound,
proven and reliable engineering practices. The entire key design will be submitted with
technical data and calculations to RDSO for approval.
4.2.2 The Contractor will submit a program indicating the expected dates on which drawings will be submitted for approval to RDSO to assist RDSO to plan resources for this approval.
4.2.3 The Contractor's engineer will deliver the drawings to RDSO and will provide explanation and
clarification of the drawings for which approval is sought. Approval or decision by RDSO will be given within 21 days of submission of all clarifications by the Contractor's engineer in
order not to hold up the timely execution of the contract.
4.2.4 The design will be developed in SI units only.
4.2.5 Approval of design means the approval of general design features. For this purpose detailed drawings will be submitted to RDSO for approval before commencing manufacture.
Notwithstanding approval from RDSO the Contractor will be wholly and completely
responsible for the satisfactory performance of the locomotive offered.
4.2.6 Deviations proposed by the Contractor in the interest of reliability and better performance will
be examined by RDSO in close consultation and association with the manufacturer so as to
arrive at the final locomotive design.
4.2.7 All necessary data, designs, calculations and drawings required by RDSO for examination of
the manufacturer's proposals will be furnished by the Contractor. The design data calculations
and drawings required by RDSO for approval of the design are broadly indicated in Annexure-
4.
4.2.8 The Contractor will, in addition to furnishing information required by RDSO, also liaise with
Indian Railways for any exposure of Indian Railways to current state of the art technology
abroad so as to assess the relative merits/demerits of different designs offered and to arrive at
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mutually final designs. Information on experience on the equipment offered on different user
railway systems will also be required by the Indian Railways for an appropriate assessment.
The manufacturer/Contractor will give appropriate assistance in this regard also.
4.2.9 A contract specification will be drafted out after the placement of the order prior to inspection
of subsystems of locomotive giving detailed specifications design parameters and test
programme as required by RDSO for systems, sub-systems and complete locomotive, the extent of data/drawing to be furnished for approval by RDSO, the proforma and method of
conducting tests and trials and all related technical matters so as to serve as a guide for the
manufacturer on one hand and RDSO on the other for establishing the suitability of the
locomotive to meet the intended specification and performance requirements. Any approval that may be given by RDSO or Railway Inspecting Engineer or any agency on behalf of the IR
will only be deemed to be approved in principle. Notwithstanding such approval, the
Contractor will be fully and totally responsible for the satisfactory performance and compliance with contract specification performance except for changes for which the
purchaser has insisted but the Contractor has not agreed.
4.3 Inspection, test and trials:
4.3.1 The locomotive will be tested generally in accordance with IEC 61133 (ED. 2.0): Rolling stock
- Testing of rolling stock on completion of construction and before entry into service. The
inspection of the locomotive will be carried out by a representative of Indian Railways.
4.3.2 The individual equipment, systems and subsystems as may be necessary will be type and
routine tested in accordance with relevant IEC, BS and RDSO publications as per details given
in clause 1.2 of these specification and standards. The test program shall be drawn up by the Contractor in consultation with RDSO. If equipment of the same make and type which have
not undergone changes affecting their performance has already been type tested according to
clause 1.2, under reference site conditions given in clause 1.5 and equivalent operating conditions, reports may be submitted to RDSO. In such case RDSO may consider not to carry
out the type tests for which the decision of RDSO shall be final.. However, all major
equipment shall 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 the
Contractor at his own responsibility and costs and in the presence of and to the satisfaction of
the Inspecting Officials of RDSO. Such tests may include tests for validating the design calculations of major mechanical components like underframe, bogie frame and suspension
system.
4.3.3 Bogie/Underframe/Body testing:
(a) Bogie testing: The bogie frame shall be subjected to strain gauge measurement for
determining the stress levels in static and dynamic conditions.
In static condition, the bogie frame will be subjected to two times the normal duty load without any permanent distortion and to three times the normal duty load without any
sign of cracking or failure.
The bogie frame will be subjected to dynamic load testing (10 million cycles) as per loading condition given below:
(i) Normal vertical load ± 50% dynamic augment for passenger locomotives
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(ii) Lateral load of 0-4 t for passenger locomotives.
(iii) Continuous rated tractive effort / braking effort.
The bogies will not show any sign of deformation/development of cracks during the above tests.
The dynamic tests will be done for 10 million cycles without any signs of cracks or
deformation. The measured stress values will remain within the endurance limit of the material used at all critical locations.
(b) Underframe/Body testing: The underframe of the locomotive will be subjected to strain
gauge measurement for determining the stress levels at various critical locations under
the different loading conditions given below:
(i) 200 t draft load applied at the center buffer coupler, and an increase of 50% in
the 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 bogie mass suspended from the underframe and the other end of the underframe
supported at the bogie pivot point representing the conditions during rerailing
operation after an accident.
(iii) Lifting the entire locomotive including the bogie mass at the jacking pads
located 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 side buffers/centre draw gear.
The bogie frame shall not show any sign of deformation/development of cracks during the
above tests. The stress values shall remain within 60% of yield stress limit except 2g (two times the static vertical load) & 3g (three times the static vertical load) cases where it shall be
restricted to yield stress limit.
4.3.4 Equipment/Systems/Subsystems testing:
4.3.4.1 The equipment, systems and subsystems will be type/routine tested accordingly to clauses 4.3
of this Specification and Standards.
Wherever the relevant standard test procedures for type and routine tests prescribed by standards in clause 1.2 of these specification and standards do not adequately
cover the requirements, RDSO might lay down the details of special tests other than those
specified in Clause 4.3.2, that will be required conducted at the manufacturer's works. In such case the Contractor will give a quotation for specific tests. The tests which will come under
this category may include:
1. Effect of electrical stresses.
2. Special type of endurance tests on contactors, relays, master controller and such other equipments which may impose mechanical operation and electrical loadings
simultaneously for a large number of cycles of operation.
3. Stress measurements and fatigue life estimations of parts subjected to alternating stresses, rotating parts like blower impellers, rotors, etc.
4. Special load simulation tests.
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5. Tests to establish satisfactory performance over the entire range of variable system
conditions like voltage, frequency, temperature, humidity etc.
It may be open for RDSO to waive some of these tests in the case of equipments/subassemblies where the manufacturer can establish to the satisfaction of
RDSO that such tests have already been carried out earlier or where the equipments have
been proved in prolonged service.
4.3.4.2 Motorette test will 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 Inspecting
Officer.
4.3.6 Raw material/Component testing: RDSO may also in addition, require test results on raw
materials and components of critical nature, so as to ensure that they meet the performance and
reliability stipulations. This may extend to components/equipments/raw materials not manufactured in the manufacturer's Works, but purchased by him.
4.3.7 Furnishing of test results: The Contractor will be expected to furnish_ results of necessary
tests and inspections carried out internally and in the presence of the Inspecting Officer.
4.3.8 Oscillation Tests
The locomotive will be subjected to oscillation trials in India to prove the riding and stability
performance of the locomotive at the maximum test speed as per the criteria indicated below
on a track of standard specified in clause 1.4 which is to be confirmed before commencement of the trails, with new and minimum standard wheel tread profile to be agreed with RDSO.
(i) Maximum lateral force (at axle box level) < 4t
(ii) Maximum vertical Dynamic augment 30%
(iii) Maximum derailment co-efficient <1
(iv) Lateral and Vertical acceleration in the driving
cab and at a point as close to the bogie
< 0.3 g
(v) Maximum ride index in the driving cab at floor
level
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 done by
IR in consultation with the Contractor.
4.3.9 Other tests: The locomotive shall be subject to certain other tests conducted by IR with
Contractor's representative on receipt in India mainly to satisfy the Railways regarding
operational performance, capability and safety. The following tests may be conducted in this
connection on one or more locomotives of each type/design:
(i) Dynamometer car tests to ascertain starting and rolling resistance of the locomotive and
to prove tractive effort, speed characteristics and dynamic braking effort speed
characteristics of the locomotive.
(ii) Adhesion tests to prove the adhesive capability of the locomotive.
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(iii) Load haulage tests on different sections with different gradients at different speeds to
prove the performance of the locomotive as indicated in the specification including
specific 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 Signal and Telecommunication equipments and facilities to prove that these are within
acceptable limits (ref. clause 1.6).
4.3.10 Service Trials: The locomotive shall also be evaluated during operation under actual load
conditions. These shall be termed as "Service Trials". Apart from checking on repeatability of the operational performance under different conditions of track, OHE, signaling systems, etc. as
well as under different conditions of wear and tear on the locomotive itself, these tests will also
be used to throw light on the maintainability, accessibility, reliability and such other aspects which have been mentioned in this specification.
4.3.11 Characteristics of wheel slip & adhesion: Wheel slip and adhesion will receive proper attention during the tests and trials under different track conditions.
4.3.12 Guarantee: The locomotive as a whole as well as the equipments, systems and sub-systems are
to be guaranteed for satisfactory performance for 5 (Five) years. Further the Contractor shall carry out AMC of locomotive for further 5 (five) years beyond guarantee period. The details of
the warranty and AMC clauses, the extent of responsibility on the part of the Contractor and
other relevant aspects will be included in the Contract Specification. Broadly, it may be stated that all aspects of workmanship and design will be covered by the guarantee.
4.3.13 Prototype trials: During the prototype tests/trials, which may last about one year (the period will be finally decided in consultation with the Contractor at the time of finalizing the contract
specification) if any problems are thrown up or feedback information is obtained, which
warrants a re-check of the design/manufacture/quality of the equipments and components, action
will be taken as may be necessary by the Contractor to carry out the required investigations and to incorporate the improvements considered most appropriate to reach compliance with the
specification without any extra costs to the Purchaser. Such improvements will be carried out in
all locomotives and will be evaluated for their validity for a further period of time as may be agreed mutually in each case.
Modifications mutually agreed to comply with the specification will be incorporated by the
Contractor at his own cost in the locomotives in a manner approved by the purchaser. Drawings
incorporating the modifications found necessary as a result of test and trial will be submitted to RDSO. Final documentation will be provided incorporating experience gained in final
manufacturing phase and the first period of trials within 6 months after completion of these
trials. Terms and conditions in this regard will be incorporated in the contract documents.
4.3.14 Training of IR personnel: The training of IR personnel at the manufacturer's work and design
offices and suppliers of equipments/materials to the extent necessary as well as in the maintenance and operation of locomotives employing similar systems/designs outside India will
be co-ordinated by the Contractor of the locomotive on terms and conditions to be mutually
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agreed up on with IR, which will be incorporated in the Contract. It is understood that special
training will be required in equipments used for power electronics and control electronics.
4.3.15 Documentation: The Contractor will furnish as made drawings and tracings, manual of
instructions for operation and maintenance of the locomotive and equipments, trouble-shooting
instructions and such other technical information as may be required for the maintenance and operation of the locomotives in India. A preliminary version will be supplied along with the
despatch of the first locomotive of each type from the Contractor‟s works. Final documentation
will be provided incorporating experience gained in final manufacturing phase and the first
period of trials within 6 months after completion of these trials. Terms and conditions in this regard will be incorporated in the contract documents.
4.3.16 Technical support: The Contractor will ensure the availability of technical support in the service trials and during the period of guaranty and AMC. The terms and conditions regarding
these aspects will also be incorporated in the contract.
4.3.17 Special extras: The Contractor will supply special tools, jigs, fixtures & testing kits and
maintenance spares, tools and testing instruments which are considered necessary for 3 years
maintenance of the locomotives. The list of the same shall be furnished along with the offer. The
same shall also be discussed during design evaluation stage and if deemed necessary, Contractor shall supply mutually agreed additional special tools, jigs, fixtures, testing kits, maintenance
spares. Should further spares, tools, testing instruments, other special jigs and fixtures as well as
special training kits for simulation of locomotive operation, trouble shooting by driver and maintenance staff be required by IR, the Contractor shall provide a quotation for the supply of
these items.
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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 during
design approval stage
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Annexure-1
MAX. & MIN. MOVING DIMENSIONS FOR BG ELECTRIC LOCOMOTIVES
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Annexure-2
WEAR ADAPTED PROFILE OF WHEELS
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Annexure-3
PROFILE OF THE PANTOGRAPH
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Annexure-4
DESIGN DATA CALCULATION AND DRAWINGS TO BE SUBMITTED BY THE
CONTRACTOR 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 between
bogie centres, distance between axles of the bogie, maximum height with wheels in new
condition 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 worn
wheels, reduction in the minimum height on account of spring rigging failure, dia. of the new
wheel over tread, height of the centre of gravity of loco above rail level, distance between
pantographs, 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 speed
using continuous rating, maximum speed using continuous rating, maximum tractive effort on
rails with 5 degree curve, tractive effort corresponding to continuous rated speed, type of
dynamic braking adopted, dynamic braking effort and its speed range, maximum brake force and
braking 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 working
range, rated current capacity, maximum and recommended operating speed, weight of the
equipment.
4. Circuit breaker: Make and type, rated voltage and current, the max. permissible operating
voltage, rated short time current, total fault clearing time, making and breaking capacity, impulse
voltage withstand, control circuit voltage, number and rating of auxiliary contacts, overall
dimensions and weight of the equipment.
5. Transformer: Make and type, type of construction, particulars of windings with their continuous
rating, permissible duty cycle, percentage impedance voltage of each winding with other
windings shorted, no-load magnetization current, current density in windings, transformer losses
and efficiency, permissible temperature rise, details of cooling system, details of insulation of
windings, dielectric levels, overall dimensions and weight of the transformer with and without
cooling 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 of
cubicles 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 and
diodes, details of cooling system, overall dimensions and weight of the power and control
cubicles, calculations for thermal, voltage & current margins of IGBTs. Calculation of efficiency
of the converter, FFT analysis for harmonics.
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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 power
factor 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 of
machines, 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 weight
of the blower.
9. Contactors: Make and type rated voltage and current making and breaking capacity, number of
auxiliary contacts with control circuit voltage, magnet valve and coil details, overall dimensions
and weight.
10. Lightning arrestor: Make and type, rated voltage, dry and wet power frequency withstand
voltage, minimum power frequency spark over voltage, nominal discharge current, impulse spark
over voltage, overall dimension and weight.
11. Master controller: Make and type, number of contacts, ratings, positions of reverser and main
handle, 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 control
voltage, 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, graph
showing FAD against 8,9 and 10 Kg/cm pressure, power consumption at rated capacity at these
pressures max. permissible temperature at inlet and exhaust ports, details of drive arrangement
and coupling, lubrication requirements, overall dimensions and weight.
14. Battery and battery charger: Make and type of the battery, number of cells, capacity per cell 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 and
details 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, overall
dimensions and weight stroke of cylinders.
19. Auxiliary Compressor: Make and type, capacity and pressure, speed, motor rating and
working voltage, overall dimensions and weight.
20. Bogies: Make and type, traction motor mounting arrangement, unsprung mass, primary and
secondary suspension, bolster arrangement, axle float, dimensions and weight of the bogie
complete with traction motor and gear boxes.
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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 and
type 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 loading
conditions using finite element method with details of the method and assumptions software
packages used, results of the analysis and conclusions regarding maximum stresses and
anticipated life.
2. Design calculations for the strength and vibration analysis of the underframe under static and
dynamic loading conditions using modern technique like FEM.
3. Projected stability and riding performance calculations of the locomotive, using
mathematical modelling technique with parameters of suspension system, dimensional
details adopted for track standards given under clause 1.4.
4. Weight and center of gravity of each of the equipments on the locomotive together with mass
moment of inertia, with equipment, complete bogie, about the three principal axis of
vibration.
5. Adhesion and weight transfer calculation.
6. Design calculations for wheels, axles, roller bearings, giving maximum and permissible
stresses under fatigue loading conditions, anticipated service life, etc.
7. Detailed calculations for design of gears, analysis of stresses on the tooth under dynamic
loading conditions an 'tooth correction and drawings indicating tooth profile, surface
hardness, 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 diagram
of gear case.
8. Complete details and design calculations for flexible drive used in conjunction with fully
suspended motor, if adopted.
9. Weight distribution indicating lateral and longitudinal balance, method of adjustment of
wheel/axle load.
10. Design of pneumatic brake and brake effort calculations, calculation for parking brake and
brake 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 at
headstock coupler movements together with details of clearances, estimation of flange forces
on 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 load
haulage requirements given in clause 2.1.
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15. Power consumed and kVA at pantograph as a function of speed for load haulage
performance requirements given in clause 2.1.
16. Curves of locomotives efficiency and power factor as a function of speed at continuous
rating/half the continuous rating.
17. Characteristic curves for the locomotive with half worn wheels for 22.5 kV AC nominal line
voltage showing tractive effort and braking effort as a function of current and speed together
with 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, assuming
ambient temperature as 500C, under conditions of (i) starting from cold; (ii) after running
continuously at half the continuous rating. Characteristics curves for Power, Torque, current,
power factor, stator & rotor frequency and voltage with respect to speed (rpm) shall be
additionally 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 kV
AC performance curves giving draw bar pull vs. speed.
23. Fair weather and all weather adhesion characteristics estimated from design with supporting
information.
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 the
requirements 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 will include:
1. Outline diagram of the locomotive having front and side elevations at a scale of 'I in 25 and
at least one longitudinal and transverse section. The drawings should give principal dimensions and front elevation in relation to Indian Railways moving dimensions.
2. General layout of all equipments in locomotive body including driving cab layout, driver's
desk layout, driver's visibility diagram, loco lifting arrangement and location of jacking pads.
3. Schematic diagram of power and dynamic braking circuit.
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4. Schematic diagram for traction auxiliaries, control indication and other circuits including
features 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 its
mounting 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 and arrangement 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 and bogies 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 of stator 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.
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33. General arrangement of power converter, detailed circuit diagram showing various
components.
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 and
mechanical 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 manufacturer
meet with the requirements of the specification.
42. IGBT modules.
Note: Where items of equipment are purchased from sub-suppliers the Contractor will endeavour to acquire the required information to the extent possible.
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Annexure-A
Following design details of Traction Motor shall be submitted as part of design document:
Parameters Description
1. Continuous Rating
a. Shaft output(KW
b. Nominal Voltage(Phase to phase)(V)
c. Current(A)
d. Speed(rpm)
e. Torque(Nm)
f. Supply frequency
g. Power factor
h. Motor efficiency
2. One hour rating
a. Shaft output(KW
b. Nominal Voltage(Phase to phase)(V)
c. Current(A)
d. Speed(rpm)
e. Torque(Nm)
f. Supply frequency
g. Power factor
h. Motor efficiency
3. Short time rating
a. Shaft output(KW
b. Nominal Voltage(Phase to phase)(V)
c. Current(A)
d. Speed(rpm)
e. Torque(Nm)
f. Supply frequency
g. Power factor
h. Motor efficiency
4. Estimated temperature rise of stator winding at continuous rating
5. Estimated max. temperature rise of rotor & Bearings
6. Air flow
7.
Ventilation to Watt loss ratio
8. Unventilated rating
9. Details of banding
10. Data for motorette test, fits and clearances adopted
11. Maximum frequency
12. Gear ratio
13. Weight of traction motor
a. With pinion, gear wheel and gear case
b. Without pinion, gear wheel and gear case
14. Type of suspension
15. Type of cooling
16. Maximum temperature index of winding insulation
17 Material of pinion
18. Maximum designed & test speed in rpm
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19. Maximum designed service speed in RPM (wheel dia. New/Half
worn/worn condition) & corresponding vehicle speed in Kmph
20. Type of insulation system adopted
21. 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
torque
24. Flux density on rotor teeth & stator teeth
25. Slip at full load ( At Rated Voltage/Minimum Voltage
26. Power to weight ratio
27. Type of impregnation
28. Type of varnish used for impregnation along with specification.
29. Lubrication details of TM & MSU Bearings
30. Equivalent circuit diagram
31. Constructional details viz Rotor bar & rotor end ring arrangement
32. Overhang to terminal box connection
33. Stator
a. Diameter of stator bore
b. Length of stator core
c. Material and specification for stator core stamping
d.
Material and specification for resistance ring
e. Rating of stamping(Watt loss per Kg)
f. No. of Stator slot
g. Air gap
h. Slot size
I. Resistance per phase at 20 0C
j. Reactance per phase at base frequency
k. Type of Winding
l. No. of conductors/slot
m. No. of coils used
n. No. of turn per coil
o. Stator coil slot pitch
p. Pitch factor
q. Distribution factor
r. Winding factor
s. Conductor size (bare)
t. Conductor size (covered) & Insulation details
34. Rotor
a. Material and specification for rotor core stamping
b. Rotor diameter
c. Rotor length
d. Rating of stamping(Watt loss per Kg)
e. No of rotor slots and its size
f. Dimension of rotor bar
g. Material and specification for rotor bar
h. Material and specification for resistance ring
35. FE analysis(with boundary conditions finalized in
consultation with RDSO)
a. FE calculation & analysis of Rotor
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b. FE calculation & analysis of Shaft
c. FE analysis of stator frame
36. L10 calculation for drive & non drive end of TM
37. Complete Bill of material along with material specification &
source
38. Lubricating cycles
39 Fits and clearances adopted
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Annexure-B
Following drawings to be submitted as part of design document:
S.N. Description Remark
Drawings of Traction Motor
1. Traction Motor outline assembly
2. Longitudinal section
3. Cross-section
4. Stator housing machined
5. Wound stator assembly
6. Detail of Stator Winding Overhang Support
7. Stator coil
8. Stator slot cross section showing Insulation details
along with thickness & specification
9. Stator & rotor punching
10. Winding diagram
11. End shield DE 12. End shield NDE
13. Bearing assembly arrangement DE
14. Drawings of individual bearing assembly components (DE)
15. Bearing assembly arrangement NDE
16. Drawings of individual bearing assembly
components(NDE)
17. Terminal box assy.
18. Stator End punching
19. Rotor End punching
20. Wedge
21. Stator winding support arrangement
22. Rotor Assembly
23. Shrink ring
24. Rotor End Ring DE & NDE
25. shaft machined
26. rotor bar
27. Resistance ring machined
28. ventilator
29. Mounting arrangement of TM
30. Motor suspension arrangement
31. Traction motor cooling duct arrangement
32. Air inlet arrangement
33. Air out let arrangement
NOTE: All drawings should have dimensions & material specifications.