Specification Gp-217 271104

Specification No. RDSO/PE/SPEC/EMU/0030-2003 (Rev.
1) of April 2009
Page 1 of 112
INDEX
Chapter No. 1. 2. 3. 4. 5. 6. 7.
Description General Description and Contractors Responsibilities Operating and Service conditions and Design Constraints Performance Requirements Electrical requirements Mechanical Requirements Tests and Trials Annexure
Page no. 2 to 17 18 to 25 26 to 29 30 to 53 54 to 85 86 to 95 96 to 112
Specification No. RDSO/PE/SPEC/EMU/0030-2003 (Rev. 1) of April 2009
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CHAPTER 1 GENERAL DESCRIPTION AND CONTRACTORS RESPONSIBILITIES
Clause No. 1.1.0 1.2.0 1.3.0 1.4.0 1.5.0 1.6.0 1.7.0 1.8.0 1.9.0 1.10.0 1.11.0 1.12.0 1.13.0 1.14.0 1.15.0 1.16.0 1.17.0 1.18.0 1.19.0 1.20.0 1.21.0
Description Introduction General Design Requirements Noise Parameters Fire Performance Scope of supply Definitions Contractors Responsibility Guarantee / Warranty Deleted Clause by Clause comments Approval of Design Contract Drawings Working Drawings Materials Special or Proprietary Fittings Standard Specification Marking of Materials and Parts Execution of Work Documentation Photographs Spares and Accessories
Page no. 3 3 4 6 8 8 9 10 11 11 12 12 13 13 13 13 13 14 16 16
Chapter 1: General Description and Contractors Responsibilities
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CHAPTER 1 GENERAL DESCRIPTION AND CONTRACTORS RESPONSIBILITIES 1.1.0 1.1.1 INTRODUCTION This specification describes the requirements for design, development, manufacture, testing, supply, delivery and commissioning of lightweight fully furnished state of the art 750 V DC Metro Rolling Stock (MRS) with 3-phase electric propulsion along with spares, tools, documentation etc. for use in Kolkata Metro. The underground Metro Railway system of Kolkata was commissioned in the 1980s. The complete route is 16.45 km. long from Tollygunge to Dumdum. This section has 17 stations 15 of them are underground and the two terminal stations are on surface. The tunnel is kept in comfortably cool environmental condition with forced ventilation. The present Metro train in service consists of three types of coaches Driving Motor Coach (DMC), Non-driving Motor Coach (NDMC) and Trailer Coach ( TC) in eight coach configuration of DMC-NDMCTC-NDMC-NDMC-NDMC-TC-DMC. The 2.74 m wide rolling stock employs corrosion resistant steel body shell, helical spring based bogie running on 1676 mm track gauge. The power supply is at 750 V DC with Third Rail Current Collection. The electric propulsion is with DC traction motor with resistances for starting and rheostatic brakes, controlled by Camshaft Controller. The crew consists of one motor-man in the driving cab and one guard in the rear-most cab. There is a project for extension of the existing route by another 7 km. (approx.) from Tollygunge to Garia. The extended portion will be on elevated track. The existing stock as well as the new stock (which is the subject of this specification) shall run on the existing line as well as the extended line. Therefore several rolling stock parameters will have to be retained same as those of the existing stock. The tenderer is advised to get acquainted with the working system and special features of the present rolling stock, including the passenger loading during peak time and heavy monsoon season prevailing in the area. For the purpose of the present requirement, it is proposed to have three types of coaches: Motor Coach (MC), Driving Trailer Coach (DTC) and Non-driving Trailer Coach (TC). Every coach shall be fully interchangeable with any other coach of the same type. One MC and one TC/DTC shall form a basic unit. Each basic unit shall be capable of independent operation. Rake shall normally consist of eight cars (4 basic units). It shall be possible to readily configure rakes of 4 / 6 cars (2 /3 basic units) with same performance. However in the present procurement it shall be minimum 8 car formation consisting of one DTC at both end and MC & TC combination. The stock shall meet all the requirements under the operating and service conditions specified in Chapter 2 of this specification and shall be suitable for varying conditions of loading occurring in the Kolkata Metro as defined therein. The contractor shall, in addition to observing and complying with this specification, be bound by the Standard Terms and Conditions of Contract that may be applicable for the manufacture, supply and delivery of MRS (Metro Rolling Stock). This specification is intended to cover every thing required for manufacture & operation of the stock, even if not explicitly mentioned herein.
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
1.1.8
1.2.0 1.2.1
GENERAL DESIGN REQUIREMENTS The MRS shall incorporate all essential features necessary to yield high traffic use, low maintenance requirements, easy maintainability, high reliability in operation and high
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efficiency. The tenderer shall incorporate all the items as required for proper functioning of the MRS in accordance with the current international practices. 1.2.2 The specification has been prepared for the general guidance of the contractor to prepare the key design for the proposed MRS. Any deviation from the specification if intended to improve the performance, utility, reliability and efficiency of the MRS as a whole or part thereof may be proposed for consideration. All such proposals shall be accompanied with complete technical details and justification for the proposed deviation. 3-phase drive equipment and other major equipment should be capable of being mounted underslung in the motor coaches. Fitment of various equipment will be so decided that the weight is properly distributed taking into account unbalance during tare load. The traction equipment shall be suitable for operation with 750 V DC supplied by the third rail. The entire equipment shall be designed to ensure satisfactory and safe operation under the running conditions specified in Chapter 2 and especially under sudden variations of load and electric pressure as may arise under working conditions due to faulty operation and short circuits. The design shall also facilitate erection, inspection, maintenance and replacement of the various units comprising the equipment. All working parts of the control and auxiliary circuit shall be suitably covered to keep them free from moistures and dust. The protection level shall be furnished by the tenderer. All the electrical equipment shall comply with the latest editions of IEC specifications unless otherwise specified. All the mechanical equipment shall comply with the latest editions of UIC/AAR specifications wherever applicable for Metro stock unless otherwise specified. The temperature rise shall be measured according to the procedure stipulated by IEC and shall comply with the limits specified in this specification and the ambient conditions defined in this specification. Specified temperature rise of equipment shall be achieved after taking into account at least 25 % choking of any air filters and radiator fins etc. All equipment shall be adequately earthed, insulated, screened or enclosed. They shall be provided with essential interlocks and keys as may be adequate to ensure the protection of the equipment and the safety of personnel concerned with its operation and maintenance. Lubricants and cooling oils: Contractor shall study the currently used lubricants/cooling oils in India Railways and employ as far as possible such lubricants/oil. Full lubrication scheme and schedule for the MRS shall be submitted. Wherein imported lubricants or cooling oil are being used, contractor shall study and furnish details of equivalent Indian lubricants/oil. The procedure adopted for manufacture of the MRS coach shall be state of art and as generally and widely followed internationally and shall be governed by international standards. The Contractor shall, in addition to furnishing information required by RDSO, also liase 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 mutually arrive at final designs. For appropriate assessment, information on experience on the equipment offered on different user railway systems will also be required by the Indian Railways. The Manufacturer/Contractor shall give appropriate assistance in this regard also. NOISE PARAMETERS The cars and equipment shall be so designed and built that specified noise and vibration limits are not exceeded. The equipment design and their mounting arrangement shall ensure that generation of noise and vibration is minimised. The design of the vehicle shall have adequate attenuation of airborne and structural-borne vibration along potential paths from the sources to passenger area and to wayside receptors.
1.2.3
1.2.4 1.2.5
1.2.6 1.2.7
1.2.8
1.2.9
1.2.10
1.2.11
1.3.0 1.3.1
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1.3.2
Noise level means sound pressure level in decibel (dB) referred to 20 micro pascal as measured with A weighing network of standard type I sound level meter with time weighing F. Noise definitions measurements are to be made in accordance with ANSI S1.4 and other relevant international standards. The tenderer may propose car exterior and interior noise level standards better than those specified herein and this would be considered an advantage provided that this does not cause significant weight or cost penalties. Noise and Vibration For all tests the levels of all sounds or vibrations other than those being evaluated shall be not less than 10 dB below the levels of sound or vibration being evaluated, when measure with the same weighing network of (1/3) octave bands as that being used for the test. Wayside noise measurements shall be performed in an essentially free field environment with no nearby structure or reflective surfaces which could influence the measurements by more than 2dB, other than the standard track structure and the adjacent flat, clear ground. Measurement shall be conducted on the elevated track. Interior Noise Level Interior noise criteria apply to measurement within an empty, fully fitted coach. The noise level inside coach shall be measured at any point along the longitudinal centreline of the coach and at a height of 1400 mm above the foot-plate and not less than 600 mm from the end of the vehicle. Under stationary conditions, with all auxiliary and comfort equipment operating simultaneously at maximum capacity, and all door and windows closed, noise generated shall not exceed 68 dBA. With a train moving on level, tangent, elevated track with clean smooth rails at all speeds from 0 to 80 km/h and whilst accelerating, coasting or braking with all vehicle systems operating simultaneously under normal conditions, the noise level measured shall not exceed 75 dBA. When the train is operating in tunnel with specified track, up to 80 kmph whilst accelerating, coasting or braking with all vehicle systems operating simultaneously under normal conditions, the noise level measured shall not exceed 92dBA, while measured at a point along the car centre line at 1400mm above the floor level and not less than 600mm from the end of the vehicle.
1.3.3
1.3.4 1.3.4.1
1.3.4.2
1.3.5 1.3.5.1
1.3.5.2
1.3.5.3
1.3.5.4
Interior Noise Level shall not be more than those specified in table 1.3.5 Table 1.3.5 : Interior Noise Levels Location (Section) Driving Trailer (Elevated, at grade) Driving Cab (Elevated, at grade) Motor Car (Elevated, at grade) Driving Trailer (in tunnel) Driving Cab (in tunnel) Motor Car (in tunnel) Interior Noise Measurement dBA Stationary dBA Running 68 75 68 75 68 75 92 92 92
Where : (i) During Stationary condition the specified limits shall be met with all auxiliary equipment operating simultaneously at maximum capacity. (ii) For running conditions the specified limits shall be met for the entire speed range upto 80 kmph with all equipment operating simultaneously. Chapter 1: General Description and Contractors Responsibilities
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(iii) 1.3.6 1.3.6.1
All measurements to be made along the car centre-line 1400mm above the floor and not less than 600mm from the end of the vehicle.
Exterior Noise Level On elevated track, under stationary conditions, with all auxiliary and comfort equipment operating simultaneously at maximum capacity, noise generated by a 8-car rake shall not exceed 65 dBA at a location 15 m horizontally from the track centre at axle height at any point along the length of the vehicle on either side. With a train moving on level, tangent, elevated track with clean smooth rails at all speeds from 0 to 80 km/h and whilst accelerating, coasting or braking with all vehicle systems operating simultaneously under normal conditions, the noise level measured on either side, at 25 m from track centre at axle height shall not exceed 80 dBA. Exterior noise in the tunnel under stationary conditions with all auxiliary and comfort equipment operating simultaneously at maximum capacity, noise generated by a 8-car rake shall not exceed 72 db at any point along the platform parallel to cars, 1800mm from the edge of the platform and 1600mm above the platform surface.
1.3.6.2
1.4.0 1.4.1
FIRE PERFORMANCE The design of equipment shall incorporate all measures to prevent fires and will be such that should any fire take place the effects shall be minimised and no spread of fire should take place. Established international practices and codes shall be followed for fire prevention measures. Fire survival cable with capability of surviving 750 degree centigrade for at least 90 minutes as per IEC-60331-1 shall be used in ventilation, door, emergency circuits and control cables. The MRS in general and each equipment in particular shall be designed to minimise the risk of a fire starting or spreading. Materials used in the construction of each train shall be selected to reduce to the maximum extent practical the heat load, rate of heat release, propensity to ignite, rate of flame spread, smoke emission and toxicity of combustion gases. The train shall be designed to prevent fire propagation through the use of fire barriers in the floor and in walls at the sides and ends and fire resistant equipment housings. Flammable materials, if any, shall be well contained and protected. The Successful tenderer shall submit a plan to the purchasers representative for review which shall describe the process that will be used to systematically identify and eliminate fire hazards, to avoid the use of combustible materials whenever practical and to reduce to the extent practical the energy content and heat release rates of the combustible material that are used. Successful tenderer may take guidance from the Code of Practice for Prevention of Fire on EMU Stock issued by RDSO. The Contractor shall follow BS 6853-1999, NFF 16101 (category A1), NFF 16102, DIN 5510 1/2/4/5/6 or any other equivalent or superior international standard for the fire safety plan of the Metro Stock. The standard selected shall be declared in the offer and a copy made available to RDSO. The plan shall include the tests to be completed and shall be submitted for review by the purchaser. Material Properties Materials used in the cars shall meet the Flammability, Smoke Emission and Toxicity requirements of the specification/standard selected. Non-combustible materials shall be used as far as possible except where it cannot be avoided due to constructional and functional requirements. Use of all materials other than non-combustible materials shall be as much limited in application as can be managed and even there, these shall be of low inflammable properties. Chapter 1: General Description and Contractors Responsibilities
1.4.2 1.4.3
1.4.4
1.4.5
1.4.6
1.4.6.1 (i) (ii) (iii)
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(iv) (v)
Sheath, ceiling, internal panels and floor bottom panel shall be made of non-combustible material and in case these have a surface painting, these also shall be of non-combustible type. This floor shall be made of a metallic material or materials, any top floor covering shall be a material of low inflammable property and, in case filler is used between above two, such filler shall be a material of extremely low inflammable property. Design of various thickness of above mentioned component parts of electric conduit and air pipe line passing-through sections or rain water drain ports, etc. shall be such as to ensure that no fire or flame finds its way into any car compartment. All upholstery, filler and filler container shall be made of low inflammable materials. Any surface painted on the floor bottom plane shall be non-combustible paint. All fuses for main circuits shall be provided at positions as near as to current collectors in respective circuits. Special care shall be taken for wiring enclosed spaces in the under frame and in the vicinity of resistor elements. Supplier shall specifically submit detailed document on the precautions adopted. Use of metallic conduit lines or close ducts shall be considered. Every electric wiring lines positioned between any nearest adjacent cross beams separated not less than 500 mm in the cars longitudinal direction from under floor main circuit resistors elements. If used, shall be protected by means of metallic electric conduit lines or closed ducts. In this case all lead wire lines shall be sheathed with an electric insulation material of extremely low inflammable property, if so required. Closed ducts, as above, shall have a profile which does not prevent or hinder required good air streams around every main circuit resistor, and for the sections facing any main circuit resistor additional care shall be taken like covering with the heat insulation material or non-combustible property if so required. Any position adjacent to electric circuit sections of not less than 500 Volts in voltage, which generates electric arc or heat likely to receive any burn damage shall have non-combustible materials. All sheath materials for electric wires shall be low inflammable materials. Main circuit resistor shall be separated from the under floor bottom plane as far as possible and the heat resistive plate of non-combustible heat insulation material shall be provided at the top section position of the main circuit resistor. The heat resistive plate shall have a profile which prevents possible direct shooting of heat generated by any main circuit resistor towards any position of under floor bottom plane, electric conduit, duct, electric wire line etc. Non-combustible heat resistive plates shall be provided at locations where the heat generating resistive remains are likely to be in contact with the passenger compartment. Adequate no. of emergency lights in each coach which would automatically light up when all normal indoor lights are put out or when the main power is not available shall be provided. A fire extinguisher or extinguishers shall be provided on each car and their removal and handling shall be easy. This fire extinguisher shall be suitable for oil fire and electric fire and should have satisfactorily passed the necessary qualification test as stipulated under the Anti Fire Regulation as per the specification followed by the supplier. The fire extinguisher shall not issue or develop any poisonous and harmful gas. All equipment boxes (excluding relay cover, etc.) fitted under floor shall be made from noncombustible materials. However, low inflammable materials may be used if forced by electric insulation requirements.
(vi)
(vii) (viii) (ix) (x)
(xi)
(xii)
(xiii)
(xiv) (xv)
(xvi) (xvii) (xviii) (xix)
(xx)
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(xxi) 1.5.0 1.5.1 (i)
Each under floor main equipment shall have its equipment name clearly be noted or marked on it. SCOPE OF SUPPLY The details of scope of supply has been defined in ANNEXURE 1 A. The scope shall also include the followings: Supply of complete documentation, final design drawings calculations, manuals etc. and design details to the satisfaction of IR and support material associated with the operation and maintenance of the MRS coaches supplied against this specification. The full documentation shall include manufacturing drawings, design calculations and data, Maintenance Manuals, Operation Manuals, Troubleshooting Directory, Training Manuals, Logistics Manuals, QA documentation etc. Please refer to clause 19.0 for details. Supply /installation of special tools, jigs & fixtures and instruments special test equipment, special training instrument required for testing, commissioning, maintenance and operation. The mandatory list of such items is at Annexure 1-B. The tenderer shall add any other equipment which is considered necessary. The scope shall also include specification for the special tools, jigs & fixtures etc. Deleted Supply of unit exchange spares and maintenance spare for 3 years requirements of normal service of the MRS shall be offered. The tenderer shall list out the maintenance spares in the tender. The mandatory list of unit exchange spares is given in Annexure 1-C which must be quoted for by the tenderer. Training: After the signing of the contract a project team of the purchaser shall visit the contractors premises and the associated units to work out an agreement containing the schedule of training for the purchaser personnel. The time spent by the project team during the visit shall not be a part of the specialised training as indicated below and shall be free of charge. The contractor shall arrange for the training of maintenance & operating personnel of the purchaser up to 40 man months against the supply contract, where each man month shall be of 25 working man days. The details of the training shall be worked out during contract finalisation stage/design approval stage. Software packages along with the suitable hardware / machines & system support for scrutinising the design calculations and ensuring that it meets the performance requirement. DEFINITIONS Throughout this specification, the term
(ii)
(iii) (iv)
(v)
(vi)
(vii) 1.6.0
1.6.1 1.6.2 1.6.3 1.6.4 1.6.5 1.6.6
Purchaser means the President of the Republic of India as represented by the Railways organisation entering into the contract. Engineers means the R.D.S.O., Ministry of Railways. Inspecting Officer means the persons, firms or Departments nominated by the Purchaser to inspect the work on his behalf and the deputies of the Inspecting Officer, so nominated. Contractor means the person, firm or Company with whom the order for supply of the work has been placed. Sub-Contractor means any person, firm or Company from whom the Contractor may obtain any material or fittings to be used for the work. Approval of the Drawing by the Engineers means the approval to the general design features. The Engineers will not be responsible for the correctness of the dimensions indicated on the drawings, the materials used or the strength of parts, for all of which the contractor will be wholly and completely responsible. The Contractor shall, when submitting proposals or designs for
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approval of engineers, draw specific attention to any deviation or departure from the specification involved in his proposals or designs. 1.6.7 1.6.8 1.6.9 1.6.9 1.6.10 1.6.11 1.7.0 Basic Unit means one unit which can work independently and give service. RDSO means Research Designs and Standards Organisation of Indian Railways. MRS means Metro Rolling Stock. IRS means Indian Railways Specification. IR means Indian Railways. ICF means Integral Coach Factory, Chennai. CONTRACTORS RESPONSIBILITIES In addition to the requirements spelt out in this specification, the contractors responsibility shall also include the following particularly: 1.7.1 1.7.2 Design, development, manufacture, supply, testing and commissioning of complete MRS stock. Supply of drawings, operating manuals, maintenance manuals, and software manuals etc. regarding all aspects of the MRS Stock. Interfaces to other systems on the railways, as detailed in this Specification or resulting from the tenderers specific design solutions proposed shall be documented in detail. Please refer to para 18 for details. Planning and provision of comprehensive training to the Purchasers staff regarding design, system engineering, manufacture, software formulation and modifications, operation and maintenance of the MRS stock. The supply of functional Specifications, drawings, design calculations, FEM analyses, catalogues, and samples to the Purchaser for design checking and approval of all Subcontractors deliveries and designs. Also to liaise with the Purchaser regarding the design and implementation of key items of equipment as detailed in this Contract. In addition to the equipment and services specified in this Specification the Contractor shall supply all materials, cartage, tackle, plant, spare parts, samples, special tools and appliances which may be necessary for the complete and efficient installation, testing and commissioning of the new units, even though such material or work may not be specifically mentioned in this Specification. The Contractor shall also supply all labour necessary and technical supervision for the installation, testing and commissioning of the MRS stock. The contractor shall depute a team of engineers for commissioning, testing and field trials of the equipment in service. The Contractor shall arrange the required instrumentation and carry out detailed tests and field trials jointly with RDSO. The Contractor shall supply specialised tools and instruments required for mounting of the equipment on the coaches. In addition, contractor shall ensure availability of tools, testing equipment, measuring instruments & spare parts in adequate quantity for test and field trials, to be done as part of commissioning. Purchaser shall supply free of charge some basic facilities, to the extent possible, like space, water & electricity. 1.7.6 1.7.7 The Contractor shall submit a detailed design documents in liaison with RDSO to ensure that it conforms to all the requirements detailed in this Specification. Coaches manufactured and supplied against this specification, for the Kolkata MRS shall be proven and shall be constructed using proven body shell design and bogie design and with subassemblies that are capable of satisfying the system requirements specified herein. This document provides information considered pertinent to understanding the environment and the manner in which the coaches must function.
1.7.3
1.7.4
1.7.5
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1.7.8
The Contractors shall be entirely responsible for the execution of the Contract in accordance with the requirements of this Specification. The Contractor shall comply with the provisions of the General Conditions and the Special Conditions of the Contract in scheduling, executing, and obtaining the Purchasers approval of this design. The MRS stock shall be designed in accordance with the specification and the Contractors Technical Proposal for the satisfactory performance of the stock in service notwithstanding any approval which the Engineers or the Inspecting Officers may have given: i) to the detailed drawings prepared by the Contractors, ii) of a sub-contractor for material, iii) of other parts of the work involved by the contract, iv) of the tests carried out by the Contractors or by the engineers or by the Inspection Officer. The contractors shall comply with the instructions of the Inspecting Officer, if in his opinion further precautions than those adopted by the Contractors are necessary for the proper execution and safe delivery in India of all parts of the work.
1.7.9
1.7.10
The contractor shall manufacture one 8-coach prototype rakes for testing, inspection and approval by the RDSO. The prototype rakes shall be used for conducting oscillation trials, emergency braking distance trials and performance tests, including energy consumption, temperature rise, etc. and trials including motor coach cut out conditions, etc. During the prototype tests/trials or services, if any problem is observed or feed-back information is obtained, which warrants a re-check of the design / manufacture / quality of the equipment and components, necessary action will be taken by the contractor to carry out the required investigations and to incorporate the modifications / improvements considered most appropriate to comply with the specification & to ensure better reliability and performance without any extra costs to the purchaser. The contractor shall not proceed with any modifications / improvements unless approved by RDSO. Such modifications / improvements will be carried out in all MRS 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 MRS 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 for approval before carrying out the modifications. In the event of the Contractors failing to carry out any work, for which he is liable under this clause, within a reasonable time of two months, or if in the opinion of the engineers the urgency of the case demands it, the Purchaser may, without prejudice to his other rights under the Contract, carry out the work himself at the expense of the contractor. The Contractor shall further, notwithstanding any exercise by the Inspecting Officer of the power of superintendence, be responsible for the sufficiency of the packing, marking etc. of all imported parts of the work to ensure their delivery in India without damage. GUARANTEE / WARRANTY: The contractor shall be responsible for any defect/failure of equipment provided in the coaches due to defective design, material or workmanship up to the period of 24 months from the date of taking over the equipment after successful commissioning of the MRS. The contractor shall replace/repair all such equipment during the guaranteed period at his own expenses. The replaced/repaired equipment shall be guaranteed for 24 months from the date of commissioning after repair/replacement. Further, should any design modification be required to be made in any part of the equipment, the modified part should be guaranteed for 24 months and the period of 24 months will commence from the date when the modified part is commissioned in service. Chapter 1: General Description and Contractors Responsibilities
1.7.11
1.7.12
1.7.13
1.7.14
1.8.0 1.8.1
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1.8.2
The warranty period of special tools, test and diagnostic equipment, maintenance and unit exchange spares or any other item / equipment delivered under this Contract shall similarly be 24 months from the date of acceptance or expiry of the defect liability period of trains (clause 1.8.1), whichever is later. Deleted All replacement and repairs that the purchaser shall call upon the contractor to deliver or perform under this warranty shall be delivered and performed by the contractor within 30 days promptly and satisfactorily, by borrowing, if necessary, the components from the bank of spares as available with the purchaser. However the contractor shall also maintain their own bank of spares at the nominated places, to be decided mutually with the purchaser, to ensure timely replacement / repairs of defective equipment under warranty obligations. During the warranty period the Contractor shall maintain a service group in India. Beyond the Warranty period the Contractor should be committed to support the stock for a minimum period of 20 years for spare requirements etc. If, during this period, the supplier intends to discontinue the manufacture of spares or replacement parts for the stock, advance notice of such intention shall be given by the contractor to the purchaser. In such a case, the contractor shall assist the purchaser to develop alternative sources with same technology, reliability and performance. CLAUSE BY CLAUSE COMMENTS: The tenderer shall furnish clause-by-clause comments on compliance or otherwise of each clause of this specification and indicate deviations in their offers clearly against the respective clauses and also furnish list of deviations. Complete details as required vide the respective clauses shall be furnished by the tenderer.
1.8.3 1.8.4
1.8.5
1.8.6 1.8.7
1.10.0
1.11.0 1.11.1 1.11.2
APPROVAL OF DESIGN The design shall be developed based on the requirements given in this specification and sound engineering practices. The design shall be developed in SI units. Tenderer shall enclose with the offer, details of their system design, weight particulars and its disposition for each major equipment, details of all major items viz. Coach body, manufacturing procedure, bogies, suspension arrangement, pneumatics & brake system, transformer, power inverter, auxiliary converter/inverter, traction motor, auxiliary machines, inter-vehicular couplers basic software specification, control electronics, compressor, communication protocols, display systems, possibility of system expandability and any other aspect / equipment which is within the scope of supply of the tenderer. Tenderer shall refer to Annexure 3 while enclosing such details. Tenderer shall also submit the detailed, step-wise calculations of equipment ratings as per Chapter 3 of the specification. The entire design shall be supplied by the contractor with required technical data and calculations to RDSO for approval. The manufacturing will commence after and as per the approval of design by RDSO. The details would be provided to RDSO progressively over a period of 4-6 months. Any calculation that is evaluated on the basis of software simulations shall be supported with sample calculations. Three sets of RDSO approved design are to be supplied by contractor. The actual distribution shall be finalised during design stage. Deleted The Contractor shall submit all necessary data, designs, calculations, drawings and specifications referred in their drawings or design documents in English language as required by RDSO for examination and shall provide explanation and clarification of the drawings for which approval is sought. Approval or decision by RDSO shall normally be given within 3 weeks of submission of all clarifications by the contractor to the satisfaction of RDSO. For the purpose, the contractor shall Chapter 1: General Description and Contractors Responsibilities
1.11.3
1.11.4 1.11.5
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depute its technical experts to RDSO for design discussions and finalisation. After the final design is approved the contractor shall furnish complete set of specifications and standards as mentioned in the approved drawings & documents and shall also submit the list of equivalent Indian Standards, wherever applicable. Contractor shall ensure supply and installation of all necessary software and relevant hardware tools as indicated in the Clause 5.0 above, before the submission of design documents. 1.11.6 Contractor shall submit complete design details, software specification, formulation & algorithms, block diagrams, Schematic drawings, loading calculations, circuits, wiring diagrams, design details, device rating & data sheets of converter, inverter and other power control and the major equipment, structural details of coach body, bogies suspension, pneumatics & brake system. The loading of electronic equipment /components calculated under the ambient conditions as specified, ventilation design, component rating etc. shall be got approved from Railways. While the aspects covered, as above, are not exhaustive, the contractor shall commit to supply / furnish complete technical details with respect to their system and equipment design and to the satisfaction of RDSO at the time design approval. The contractor shall submit the complete material / technical specification of the components. The specification shall specifically be indicated on relevant drawings / documents. The contractor shall furnish details of its Quality Assurance and Control System at the design approval stage for the approval of IR. The quality checks to be made at various stage of manufacture, final assembly and commissioning with tolerance would be indicated . The system would also cover the quality assurance for bought out items. Approval of design means the approval of general design features. For this purpose detailed drawings shall be submitted to RDSO for approval before commencing manufacture. Notwithstanding approval from RDSO the Contractor shall be wholly and completely responsible for the satisfactory performance of the MRS offered. 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 MRS design. The contractor shall be responsible for carrying out improvements and modifications at his own expense on all the equipment supplied, provided such modifications/improvements are decided to be necessary for meeting the requirements of reliability, performance, safety etc. jointly between contractor and purchaser. For the purpose of technical decisions on improvements/modifications etc. on equipment, the final authority from the purchasers side will be RDSO. CONTRACT DRAWINGS The Contract drawings and other drawings provided by the Engineers are not guaranteed to be free from discrepancies and may be modified to suit the requirements of the specification. If in any case, dimensions figured upon a drawing differ from those obtained by scaling the drawing, the former shall be taken as correct. No modification to the Contract Drawings and Approved Drawings shall be done save and except with the proper approval of the Engineers. WORKING DRAWINGS The Contractors shall prepare from the Contract Drawings and from the instructions of the Engineers, complete working drawings which shall be submitted to and approved by the Engineers, before the work to which they relate commences. General arrangement drawings shall be prepared and submitted for approval of the Engineers before detail and assembly drawings are made. All dimensions, weights, capacities etc. shall be in Metric Units and the gauge used for manufacture shall be in Metric Dimensions. Chapter 1: General Description and Contractors Responsibilities
1.11.7 1.11.8
1.11.9
1.11.10
1.11.11 1.12.0 1.12.1
1.12.2 1.13.0 1.13.1
1.13.2 1.13.3
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1.14.0 1.14.1 1.14.2 1.14.3 1.14.4
MATERIALS All materials used in the construction of the coach shall be of the quality specified and shall comply with the most recent issue of the relevant Standard Specification. The contractors shall submit to the Engineers/Inspecting Officer a list showing the names of the makers from whom they propose to obtain the materials and fittings for work under the Contract. All castings shall be true to dimensions, homogeneous and free from defects and have their mating surface smooth and true to shape. Castings shall be properly annealed where required. The use of aluminium and brass fittings for furnishing should be limited to the minimum extent in order to reduce pilferage. Specific approval shall be taken before using such material. Use of Aluminium in the under floor or the load bearing areas shall not be permitted. The material used shall be subject to the Tenderers corresponding QA procedures which shall incorporate the inspecting officers role. Any means considered necessary to satisfy the requirements may be adopted to ensure that material of the requisite quality is used throughout the execution of the work. All the materials to be used for interiors, panelling, furnishing, lighting, ventilation etc. must comply with requirement for protection of passengers in case of fire and from fire -side effect according to international standards. At the same time no materials are permitted within passenger compartments which contain asbestos or may splinter or will create sharp edges when broken.
1.14.5
1.14.6
1.15.0
SPECIAL OR PROPRIETARY FITTINGS All royalty charges for the use of special or proprietary fittings embodies in the construction of the coaches shall be borne by the contractors. A list of components for which royalty is paid, together with the names of the firms and the royalty paid shall be furnished to the engineers.
1.16.0 1.16.1
STANDARD SPECIFICATIONS Materials for the construction of the coaches shall, unless otherwise specified in this specification or permitted by the Engineers in writing, conform to the specifications listed in Annexure 2 and shall satisfy the relevant stipulations therein regarding physical and chemical properties and tests. In the event of revision of any specifications, the latest revision shall be applicable. The Contractor may, however, use alternative materials or fittings with the written approval of the Engineers. MARKING OF MATERIALS & PARTS Materials and finished parts shall be marked as follows:
1.17.0
1.17.1 1.17.2 1.18.0 1.18.1
Rolled sections shall be marked at the steel works with the Makers name and year of manufacture. Forging and Castings: All important castings and forging shall be marked with makers name and initials, the year of manufacture, the letter IR and the part number. EXECUTION OF WORK: The coaches shall be manufactured throughout in the best style of coach work and construction and shall conform to the best standards of the trade. All components and sub-assemblies shall be interchangeable in whole and/or in part unless otherwise relaxed by the Engineers in writing. Sheets and plates shall be carefully straightened and flattened by stretching or by pressure. Plates shall be sheared when quite cold and their edges evenly finished. Welded components or members shall be correctly matched and accurate levels and clearances shall be ensured to result in perfect welds. All plates shall be perfectly flat and free from buckle and wave and defects of any kind.
1.18.2
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1.18.3
The MRS will be tested generally in accordance with IEC 61133 (Rules for testing electric rolling stock before entry into service) other standards specified elsewhere. The inspection of the MRS will be carried out by a representative of the purchaser. Details of tests and procedures are given on Chapter 6. The test program shall be drawn in consultation with RDSO. The equipment shall conform to IEC 61373 for vibration and shocks unless otherwise specified or required by the mentioned parameters elsewhere in the specification. If equipment of the same make and type not having undergone changes affecting performance has already been type tested according to the agreed standard, under reference site conditions given in Chapter 2 and equivalent operating conditions, reports will be submitted to RDSO. In such case type tests may not be carried out if so desired by RDSO. However, all major equipment will be type tested. Some type test may be conducted after delivery of first rake. At least 6 weeks time must be given to the inspecting officer to enable him to arrange necessary formalities. All equipment will be routine tested according to the current relevant IEC publications. Required type tests of electrical and mechanical equipment will be carried out by the contractor at his own responsibility and costs and in the presence of and to the satisfaction of the Inspecting Officer of IR. Such tests may include tests for validating the design calculations of major mechanical components like under frame, bogie frame and suspension system.
1.18.4 1.18.4.1 1.18.4.2
The tenderers QA regulations should be supplemented to include the following: Means to ensure that the materials or fittings specified are actually used throughout the construction. Taking of samples as defined as necessary for tests by an approved metallurgist whose report shall be final and binding for the Contractor. Any material consumed in such tests shall be replaced by the contractor free of charge Inspection of the progress and quality of the work by visits to the Contractors work at any reasonable time and without previous notice. The Contractor shall provide free of charge all equipment, manpower, gauges etc. required for this purpose. Rejection of any material or fittings that do not conform to the relevant specification or good practice, which shall be marked in a distinguishable manner and shall be disposed of in such a manner as the QA regulations direct. Such rejected parts shall be replaced by the Contractor without extra charge. Tests of materials and fittings shall as far as possible be carried out at the works of the Contractors of the materials or fittings. The Contractor shall provide such additional materials or fittings as may be required or arrange for test pieces to be incorporated in forging and casting as required by the Inspecting Officer and for their removal in his presence for the test purposes. All tests in the works of the contractors and their sub-contractors shall be at the cost of the Contractor.
1.18.4.3
1.18.4.4
1.18.4.5
1.18.5
Despatch of material: No material shall be dispatched or packed until it has been passed by the relevant QA procedures, but such passing shall in no way exonerate the Contractor from their obligation in respect of quality and performance of the stores. DOCUMENTATION Operation Manual Contractor shall supply 3 sets of Operation Manual 4 week before supply of the first / prototype rake. Subsequent copies of the manual, incorporating any necessary amendment shall be supplied later.
1.19.0 1.19.1
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The operation manual shall be comprehensive, easy to read & understand and should include the Trouble Shooting Directory, the equipment ratings & operating limits of installed system and control & safety features. 1.19.2 Maintenance Manual The maintenance manuals shall include details of the various systems and sub-system from a maintenance and fault finding stand point, with particulars of operating parameters, tools for dismantling and testing methods of assembly and disassembly tolerances, repair techniques, lubrication details, software details and trouble shooting tools and all other information necessary to set up repair and servicing programme. Those should be accompanied by suitable illustrations & diagram. The manual shall also include inspection / overhaul procedure and periodicity of various inspection / overhaul schedules in detail, including the tools, special tools / plants, and facilities required. The manual shall also include an illustrated parts catalogue and shall contain sufficient information to identify and requisition any part. The maintenance manuals shall be supplied well in advance to enable Metro Railways to organise maintenance facilities. 1.19.3 Information About Electronic Equipment The contractor shall supply the detailed circuit diagram, component layout, component parts list in respect of each Printed Circuit Board or assembly used in the supply. Connection or interfacing diagram of the PCBs shall also be supplied. 1.19.4 1.19.4.1 General Clarification and amendments to the document, particularly operations and maintenance manual, as necessary during the defect liability period shall be supplied by the contractor. Updates shall be provided for the original and all copies supplied. The operations & maintenance manuals shall be supplied @ 2 sets (hard copies) per rake. As made tracing shall be supplied in 3 sets. All the other documentation shall be supplied @ 1 set (hard copies) per rake. All the document shall be supplied in electronic form and also on Compact Discs / Floppy Discs along with complete arrangement to read them or edit them in future and take prints in colour. This would include submission of relevant software and hardware. The format of electronic copies shall be proven in at least two other applications. The manual shall be generally in A4 size (except for pocket-books etc.) and shall be bound with wear resistant covers. As Made Tracings Complete set of As made tracings shall be supplied by the Contractor with the first lot of coaches delivered. The tracings shall be on transparent material of a quality to be approved by the Engineers and shall show the whole of the works as actually made and shall include fully dimensioned drawings of all parts, including proprietary fittings. As made tracing sets shall be copies with dense black continuous and permanent lines which can not be erased by soft Indian rubber or tracing cloth which must lie flat when opened out. The copies shall be made by an approved process to an approved sample and each tracing shall be stamped with the makers name and the proprietary name of the process at the right hand bottom corner. Tracings shall be on sheets 841 mm x 1189 mm with 50 mm margin on the left hand side for binding. At the bottom right hand corner of each tracing, a title block shall be provided. Each set of tracings shall form a complete set of working drawings, the first sheet being an index and the following sheets being arranged to show the various assemblies and sub-assemblies of the complete item.
1.19.4.2
1.19.4.3 1.19.5 (i)
(ii)
(iii) (iv)
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(v) (vi) (vii) (viii) (ix) (x) (xi)
Diagram sheets showing overall dimensions of the coaches, the relation of Overall dimensions to the moving gauge, tare weight, normal and dense crush load, weights, weights per metre run. Brake diagrams showing leverages of hand and power brakes. Lists of all parts grouped into major assemblies, such as bogies, brake work, body work etc. with details of number per coach, weight and drawing reference against each item. General arrangement drawings of complete coaches. Wiring diagrams and conduit layouts. General and sub-assembly arrangement drawings of electrical & mechanical items and detailed drawings of all parts in proper and logical sequence. IRS Components: Detail drawings need not be supplied for standard IRS parts used in the construction but these parts shall be included in the parts list with reference to the relevant IRS drawing number. These IRS drawing numbers shall also be indicated in the relevant General Arrangement Assembly drawings. Detailed Drawings: On detail drawings sheet, each part shall be identified by a reference letter of the Alphabet and the list of all parts forming the sub-assembly shall be tabulated just above the title block on the same sheet giving details against each reference. Final drawings shall be submitted in paper, polyester films and CD / floppies CAD software along with complete set up for reading, editing and taking prints. Each set of tracings together with a set of photographs shall be suitably bound between with a title block printed on the outside of the back cover. PHOTOGRAPHS While the coaches are under construction, video and still photographs shall be taken of the various assemblies and sub-assemblies and especially of the bogies and body in various stages of production and of parts which cannot be conveniently photographed after assembly (such as, body-side end walls and roof framing, under frame members etc.) After completion, side, end and three quarter views of each coach shall be taken, as also views of the interior furnishings. The photographs shall be not less than 380 mm x 255 mm for the side views of the completed coaches, or less than 255 mm x 200 mm for other views and shall be taken on non-curl film. The negatives and three prints of each shall be furnished to the Engineers, the prints being mounted on sheets to form complete sets. Video films shall be delivered in the form of normal video cassettes and also on the video compact discs.
(xii)
(xiii)
1.20.0 1.20.1
1.21.0 1.21.1 1.21.2
SPARES AND ACCESSORIES The contractor shall supply a full range of spares sufficient in number and quantity for the operation of the stock for three years after the date of commissioning of the units. The tenderer shall submit a recommended list of spares for satisfactory maintenance and operation of the 3 phase drives and equipment offered by him for a minimum period of three years and quote the prices item-wise separately, along with Duty, Taxes, Freight as applicable. The list should include the unit exchange spare items as per Annexure 1-C. The list of recommended and mandatory items shall be considered during commercial evaluation of bids. Set of control cards/printed circuit boards forming part of the Main Inverters and Auxiliary Converter/Inverters Control system, if any, shall be quoted for, duly specifying the catalogue/type/reference number of each card/PCB, their function and location in the equipment. The tenderer will also offer separately special jigs, tools and instruments which shall be essentially required for maintenance of mechanical, electrical /electronics and pneumatic equipment. Essential equipment and facilities required for attending local damage to the stainless steel structure in case of accidental damages shall also be furnished. The tenderer shall explain
1.21.3
1.21.4
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the purpose of the specialised equipment so offered. Technical specification of such equipment shall also be furnished by the contractor. 1.21.5 In addition the tenderer shall separately offer an expandable modular power and control electronics demonstration / educational model for training of maintenance staff.
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CHAPTER 2 OPERATING & SERVICE CONDITIONS AND DESIGN CONSTRAINTS Clause No. 2.1.0 2.2.0 2.3.0 2.4.0 2.5.0 2.6.0 2.7.0 2.8.0 2.9.0 2.10.0 2.11.0 2.12.0 Description Leading Particulars Payload and weight particulars Gauge and Moving Dimensions Track Conditions Speed, Acceleration, Deceleration and Jerk Rate Traction Power Supply System Current Collection Climatic & Environmental Conditions Signal and Telecommunication Installations Maintainability Reliability Adhesion Limits Page no. 19 19 20 20 22 23 23 23 24 24 25 25
Chapter 2: Operating & Service Conditions and Design Constraints
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CHAPTER 2 OPERATING & SERVICE CONDITIONS AND DESIGN CONSTRAINTS 2.1.0 LEADING PARTICULARS:
(i) (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x)
Track gauge Coach length over body Max. width over body side Max. buffer / coupler drop under load and worn conditions Maximum permissible axle load (motor/trailer coach) Max. height of the compartment floor from rail level under tare condition Max. height of the roof from rail level under tare condition Existing Tare Weight of the Motor Coach Existing Tare Weight of the Trailer Coach Wheel diameter (new / half-worn / fully worn) out wheel
1676 mm 19500 mm 2740 mm 75 mm 17 ton 1160 mm 3650 mm 42 ton 28 ton 860 / 820 / 780 mm
Unless otherwise stated, a fully loaded coach / unit refers to a fully furnished coach /unit with payloads as given below. The axle capacity shall be designed as per Chapter 5 of the specification. 2.2.0 2.2.1 PAYLOAD AND WEIGHT PARTICULARS : The terms used for indicating various loading criteria in Kolkata Metro area are as follows: Normal load Crush load Dense crush load : : : : all seating. sitting plus 8 passengers / m2 standing sitting plus 10 passengers / m 2 standing. sitting plus 12 passengers / m 2 standing.
High Dense crush load 2.2.2
The MRS (Metro Rolling Stock) in Kolkata area operates under conditions of varying passenger loading condition. The maximum payload may be calculated as follows: Max. payload = Seating capacity + Maximum standing capacity The free space for standing passengers shall include doorway area and the aisle, but shall not include the knee space of sitting passengers. There shall be seating arrangement for about 420 passengers in an 8-car unit. The total passenger carrying capacity for 8-car rake shall be minimum 2600 passengers. The average weight of per passenger is to be taken as 60 Kg.
2.2.3 2.2.4
The cars shall be of modern light-weight proven design. The tare weight of the cars shall be kept as low as possible, consistent with adequate strength. Adequate care shall be taken to ensure safety of inter-vehicular connections against damages due to vandalism and hitting by flying objects during run. The inter-vehicular couplers shall be so arranged that are not accessible easily.
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2.2.5
Axle load limitation shall be taken into account while finalising and designing the equipment layout giving due consideration to weight imbalance during tare and dense crush loading conditions. GAUGE AND MOVING DIMENSIONS: The car body and attached equipment shall be designed to provide positive clearance with the bogies under worst case operating conditions. Worst case conditions shall result from such factors as horizontal and vertical curves, worn wheels, maximum passenger load, sway and suspension system failures, each of these occurring either singly or in combination. The static profile of the cars shall lie within the maximum moving dimension both under tare and fully loaded conditions. The diagram showing static coach profile and fixed structure in Metro Railway, Kolkata is placed at Annexure 4. This diagram is a part of the SOD. The coaches are required to conform to the latest Schedule of Dimensions 1676 mm Gauge Rectangular Box Tunnel, Circular Tunnel, Surface and Elevated Structure, for Metro Railway, Kolkata (henceforth called SOD). Some leading particulars of the SOD are brought out at clause 1.0 above. The floor height of the compartments and the overall design of the coaches shall permit easy embarking and disembarking of the passengers without requirement of foot steps and without endangering the safety of passengers. In the existing design of MRS operating in Kolkata area of Indian Railways, the floor of the compartments over sail the platform at the stations allowing for easy embarking and disembarking. The platform dimensions may be seen in Annexure 4. Principal dimensions are reproduced below : MINIMUM CLEARANCE FROM RAIL LEVEL Under fully worn wheels and dense crush loaded condition of the coach, the minimum clearance of bogie mounted / under-slung equipment from rail level shall be more than 80 mm. Therefore, the manufacturer should design the equipment size for the under-slung items after taking into account the spring deflection under worst loading conditions.
2.3.0 2.3.1
2.3.2
2.3.3
2.3.4
2.3.4.1
2.3.4.2
PLATFORM INTERFACE: Length Width : Island Type 170 m 8 m generally and up to 10 m in double column stations Side Type : Height above rail level Distance between track center and platform edge Minimum horizontal curvature at platform 4.5 to 6.5 m 1.03 m 1475mm (max.) 1465mm (min.) 400 m.
2.4.0
TRACK CONDITIONS : The track is board gauge, i.e. nominally 1676 (5-6). The rails are normally laid on ballastless track consisting of a concrete bed with concrete blocks and suitable rubber pads below the rail and the key plate. The rails are continuously welded except for insulated joints for track circuiting and at points and crossing and will be fixed to the concrete blocks with elastic fasteners.
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2.4.1
TRACK STRUCTURE PARAMETERS: Gauge Rail profile Rail Type Main line 1676 mm UIC 60 kg wear resistant 60 kg (110 UTS) & 60 kg (90 UTS) (H.H.Rails) Depot Inclination of Rail Sleeper Spacing Main Line 90 R / 52 kg 1 in 20 Cant 1680 per km on straight & on curves up to 800 m radius. 1840 per km on curves sharper than 800 m radius. Depot Ballast Depth Cushion Main Line Depot Standard Rail Length Rail panel length Minimum Radius of Curvature Minimum Turn-Out Radius Main Line Yard Main Line Depot Maximum Cant Permissible Maximum Cant Desirable Maximum cant deficiency permissible Maximum Cant excess permissible Maximum cant gradient permissible Max. Turn-out Speed Scissors In Depots Maximum Gradient Depot connection Main line Turn-out M+4 Ballastless Track 200 mm overall / 75 mm clear 13 meters Single Rail converted into LWR without SEJs. 200 M (8.75 ) 175 m 1 in 10 (219m) 1 in 8 (222m) 150mm 130mm Generally nil; & up to 75 mm in difficult location Generally nil; & up to 75 mm in difficult location 1 in 333.33 15 kmph for 1 in 10 max. (Speed potential is up to 35 kmph) 10 kmph max. 10 kmph max for 1 in 8 1 in 200 at stations 1 in 50 between stations except one place where it is 1 in 27 for a length of 250 meters 1 in 27
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Minimum vertical radius of curvature 2.4.2 TRACK TOLERANCES : Laying tolerance of vertical alignment measured by 10m chord (Designed level) Alignment (Laying) (Base 10m) Twist Gauge measured at a point 14mm below crown of rail (laying) Sleeper to Sleeper variation of gauge Unevenness (Maintenance) (Base 10m) Alignment (Maintenance) (Base 10 m) Gauge variation (Sleeper to sleeper) Gauge (Maintenance) -Tangent Gauge (Maintenance) > 500 m radius Gauge (Maintenance) < 500 m radius Gauge Face Wear (permissible)
2000 m
6mm on 3.6 m base
3mm on 7.2 m Base Contract Straight and curvature 1mm per Mtr. on 3.6 m base On straight = -3 to 0mm +/- 1mm 6mm on 3.6 m base laying and maintenance +/- 3mm +/- 1mm 0 to 3mm 0 to + 3mm +3 to + 6 mm 10mm vertical & lateral
2.4.3
For the section between Tollygunge and Dumdum & Tollygunge and Garia, the index plan and a statement showing speed restrictions are enclosed in Annexure 5A & 5B. Maximum ruling gradient shall be limited to 1 in 27. SPEED, ACCELERATION, DECELERATION AND JERK RATE The MRS stock shall be designed to meet the following operational parameters at maximum gross weight (with dense crush load) at any condition of wheel wear (up to fully worn).
2.5.0
2.5.1
SPEED i) Maximum service speed ii) Minimum balancing speed on level tangent track iii) Round trip schedule speed between Tollygunge to Dumdum with 30s station stop and 50% coasting time, excluding terminal station turn-around time iv) Test speed 31 km/h 90 km/h 0.85 m/s2 1.10 m/s2 80 km/h 80 km/h
2.5.2
ACCELERATION ON LEVEL TANGENT TRACK i) Average from 0 to 40 km/h shall be not less than: ii) Maximum (peak) acceleration shall be limited to:
2.5.3 2.5.3.1
DECELERATION ON LEVEL TANGENT TRACK Service braking deceleration
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i) Average from maximum speed to 15 kmph shall be not less than ii) Maximum (peak) deceleration shall be limited to: 2.5.3.2 2.5.3.3 2.5.4 Emergency braking deceleration (minimum) 1.3 m/s2 Emergency braking distance from 80 km/h to standstill JERK RATE:
1.1 m/s2 1.3 m/s2
190 m or less
During acceleration and deceleration the jerk rate shall be limited to 0.70 m/sec 3 +/- 5 %. 2.6.0 2.6.1 TRACTION POWER SUPPLY SYSTEM Power supply is taken from HT 3 phase 33 kV, 50 Hz (nominal) at receiving stations. It is stepped down by 16 MVA, 33/11kV transformers at receiving stations. It is further stepped down at Traction Sub-stations by delta/star, 3 phase, 11 kV/604 V, 2.3 MVA transformers and fed to full wave Silicon rectifier blocks. The unidirectional rectified pulsating DC is fed from rectifier to the Third Rail supply system from various substations on the entire Metro section of Kolkata, namely the existing Dumdum to Tollygunge and also Tollygunge to Garia, which is under construction at present. The general particulars are : Operating voltage : (i) Nominal Voltage (ii) variation in voltage of supply (iii) % ripple 2.6.3 2.7.0 : : : 750 V 500 V to 900 V 4.5%
2.6.2
Current: Maximum current that can be drawn by an 8 coach rake shall be limited to 6400A under full load conditions and up to 8600 A for short duration (up to 10 Seconds). CURRENT COLLECTION: Current collection method is by third rail top collection system. The third rail is mounted on porcelain insulators and is of 52 kg/m category. The third rail resistance value is 0.022 to 0.028 ohm/km. The current return path is through insulated track rails of 60 kg/m category having a resistance of around 0.011 ohm/track kilometer. The third rail is sectioned near the stations by a gap in the third rail, forming neutral section of 15m length. The neutral section separate the zones fed by different substations. The third rail gets power through DC High Speed Circuit Breaker from two adjacent Traction Sub-stations fed from two different sources to ensure uninterrupted power supply. At stations, the third rail is kept away from the platforms and provided with shrouds mode of fiberglass for passenger safety.
2.8.0 (i) (ii) (iii) (iv)
CLIMATIC AND ENVIRONMENTAL CONDITIONS Maximum ambient temperature: 50 C. Minimum ambient temperature: 0 C. Humidity: 100% saturation during rainy season which may be as long as 5-6 months. The temperature of stationary rake exposed to sun for long periods may go as high as 70 0C. The equipment shall not be adversely affected in any way due to exposure to such high temperatures. Tenderer shall furnish the precautions taken in equipment / component selection in order to conform to this requirement. Operation of the stock shall be in Metro underground tunnel, surface as well as on elevated tracks. The ambient air inside the tunnel is kept at comfortably cool temperature. While entering into tunnel or emerging out of it, there may be sudden change in the ambient temperature to rolling stock. The equipment shall be designed to take care of such thermal shocks.
0 0
(v)
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(vi) (vii) (viii) (ix)
Altitude: coastal area Rainfall: Very heavy and continuous. The Bidder shall note Kolkata is high lightening zone and proper care shall be taken while designing the stock. All under-slung equipment shall be designed suitably to ensure its normal working even in adverse conditions as above. Atmosphere during hot weather is dusty, humid and salty. The MRS shall be working primarily in such climate and thus shall be continuously exposed to highly corrosive, salty atmosphere along with industrial pollutants. The MRS shall also work in underground tunnel, which is kept cool as well as on elevated track, which is exposed to sunlight and ambient. Thus the MRS may be exposed to rapid fluctuation in temperature for which it should be adequately designed. Special care shall be taken to ensure no damage to equipment due to deposition of atmospheric salts and industrial pollutants. The level of pollution in Kolkata area is high as compared to other sections of Indian Railways. There are large number of industries leading to the production of Sulphur, Phosphorous and Chlorides based compounds in this area which contribute to electrolytic reactions leading to corrosion of metals and fast deterioration of rubber based compounds. Tenderer shall enclose the details of specific measures adopted to ensure the satisfactory working of equipment against the deposition of salts, dust & industrial pollution.
x)
Vibrations: The vibration levels at some intermittent points on the track may be higher than those specified by the relevant IEC publication. The suspension system and the mounting arrangements shall be so designed that the equipments performance is not adversely affected due to such high vibrations and shocks. Flood Proofing: The traction equipments mounted on the under-frame will be designed to permit propulsion of the train at 10 km/h through water up to a depth of 75 mm above rail level. Traction equipment shall be splash proof in accordance with International Standards. SIGNAL AND TELECOMMUNICATION INSTALLATION: The tracks over which the MRSs train may run may be equipped with 50 Hz Ac track circuits, audio frequency track circuits (1500 Hz 10 kHz), axle counters and Train Protection Warning System (TPWS). The design of the power electronics and control electronics provided on the MRS Train shall be such as not to cause undesired interference on these track circuit and on the S&T equipment. The tenderer shall ensure at the design stage that even in worst possible combination in service conditions the overall limit prescribed rake shall be adhered to. It shall be the responsibility of the contractor to arrange the instrumentation in order to conduct the measurements as per the agreed procedure to be furnished by the contractor and agreed by RDSO to verify requirements listed in Annexure 6 A. The tests shall also include the cases of isolation of motor coaches during service. The communication systems installed include telephone exchanges, Train Radio communication, Public Address system, closed circuit TV etc. Details are given in Annexure 6B. In addition, public shall be allowed to use commonly used electronic gadgets such as mobile phone, portable/laptop computer etc. The design of the power electronics and control electronics provided on the MRS train shall be such that it does not cause any interference or mal-operation to these systems. The proposed stock shall be compatible with existing TPWS and it shall also be compatible to Global Satellite Mobile (Railway) GSM (R) technology. Maintainability: Tenderer shall submit the basic maintenance schedules for the proposed equipments. The minimum interval between overhauls at workshop shall not be less than five years or 1.0 million km. The minimum interval between two major schedules in sheds shall not be less than one year and periodicity of visit for inspection in sheds shall not be less than 90 days. Chapter 2: Operating & Service Conditions and Design Constraints
xi)
2.9.0 2.9.1
2.9.2
2.9.3 2.10.0 2.10.1
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The maintenance program prepared by tenderer shall have the following objectives: a) b) c) 2.10.2 Enhancement of MRS availability Minimisation of maintenance costs Minimisation of coach downtime /MTTR (meantime to restore serviceability). Modular design principles shall be employed. Requirements for adjustments after module interchange shall be avoided except as required in the specification. All systems, components and structural areas serviced as part of inspection or periodic preventive maintenance shall be readily accessible for service and inspection. 2.11.0 RELIABILITY: In addition to meeting the performance requirements, the coach, shall incorporate high standards of reliability to ensure that operating cost and operation performance are optimized. The contractor shall provide the achieved quantitative reliability data of major subsystem, expressed in Mean Time between Failures (MTBF) and/or Mean distance between Failure (MDBF), based on operations of proven coaches for a minimum of 3 years and 300,000 kilometers per coach in revenue service, for purchasers evaluation. The hourly availability of the rakes calculated on weekly basis (Monday to Sunday) and considering unscheduled repairs only for the equipment under the scope of supply should not be less than 96%. Bidder shall assess and furnish the figure for total percentage ineffective in terms of percentage of rakes, all the equipments/sub-systems expected to be ineffective/unserviceable due to schedule and unscheduled repairs against the total number of rakes. The figure shall be calculated on weekly basis(Monday Sunday). 2.12.0 ADHESION LIMITS: The equipment shall be so designed that the coefficient of adhesion does not exceed 20% during powering and 18% during braking under all requirements of performance as specified in this specification.
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CHAPTER 3 PERFORMANCE REQUIREMENTS Clause No. 3.1.0 3.2.0 3.3.0 3.13.0 3.14.0 3.15.0 3.16.0 3.17.0 Description General Acceleration and Braking Requirements Rating of Equipment Energy Consumption Continuous Equipment Operation Guaranteed Performance Neutral Sections Train Resistance Page no. 27 27 27 28 29 29 29 29
Chapter 3:Performance Requirements
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CHAPTER 3 PERFORMANCE REQUIREMENTS 3.1.0 (i) GENERAL The capacity of the drive system shall be adequate to permit continuous operation of dense crush loaded train under the operating and service conditions specified and to meet the performance requirements specified herein. The three phase drive equipment shall be based on the latest technology and shall be suitable for regeneration. The traction equipment shall be suitable for operation with 750 V DC traction system supplied by third rail. Three Phase asynchronous induction motors with associated IGBT based drive and micro-processor controls are to be provided against this tender. Fitment of various equipment will be so decided that the weight is properly distributed. All the major equipment shall be mounted underslung. Mounting of converter, inverter & control electronics panels on the roof is not permitted. The entire equipment shall be designed to ensure satisfactory and safe operation under the running conditions specified in Chapter 1 & 2 and abnormal conditions such as sudden voltage variation, load variation and short circuits. The design shall also facilitate erection, inspection, maintenance and replacement of the various units comprising the equipment. All the electrical equipment shall comply with the latest editions of IEC specifications unless otherwise specified. The temperature rise shall be measured according to the procedure stipulated by IEC and shall comply with limits specified in this specification. The average acceleration and braking requirements according to stipulations of Clause 6.0 Chapter 2 shall be fulfilled irrespective of: Loading from empty rake to dense crush loaded rake. Supply voltage variation stipulated in para 15.0 within which performance is guaranteed. Rating of Equipment The continuous rating of the traction inverter shall be based on the continuous rating of the traction motor by taking into account the efficiency & power factor and maximum loading of the equipment. Tenderer shall submit detailed calculations of maximum power loading of all major components of the traction system including the maximum DC currents, maximum RMS currents, tractive effort and motor torque for motoring. Similar calculations for maximum power loading of all the major components of traction system including maximum RMS and DC currents, braking effort and motor torque for braking shall be submitted. During traction mode, maximum Auxiliary power shall be taken into account and during braking mode minimum loading of Auxiliary power shall be considered. Efficiency of each equipment and tractive effort / braking effort (in kN) for each motor coach shall be furnished along with overall efficiency. The total auxiliary power shall be furnished as break up of power requirement for lights, fans and air-conditioning loads & auxiliary power required for propulsion system. Calculations for temperature rise of the traction motor for repeated traction cycle as stated above (without considering stoppage time) and the specified conditions shall be furnished by the tenderer along with the offer.
(ii)
(iii)
(iv)
(v)
3.2.0 (i) (ii) 3.3.0 3.3.1
3.3.2
3.3.3.
3.3.4
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3.4.0 (i) (ii)
A dense crush loaded 8-car rake with average line voltage of 675 V with half worn wheels shall be capable of: with one motor coach cut out (isolated) : working throughout the day without any time loss and the temperature rise not exceeding the stipulated values. with two motor coaches cut out (isolated) : after previous operation with one motor coach cut-out, starting on a gradient of 1 in 27 and continuing the journey with all station stops up to the terminating station and remaining within one hour rating of the traction motors and other equipment. Pushing a dense crush loaded defective train of the same length up to next approaching station. For the purpose of final acceptance tests for the temperature rise and energy consumption etc., the train schedule shall be 10 round trips between Dumdum Garia with 30 seconds stop at each intermediate station and 2 minutes lay over at terminals. The sections are tentative only and may be changed by the purchaser during design stage. The schedule shall be carried out on 8 car rake. The tenderer shall furnish the inter-section timings for the complete round trip of the train schedule specified for Dumdum Tollygunge & Tollygunge - Garia for obtaining minimum energy consumption and best overall schedule speed. For this purpose, the tenderer shall furnish the curves of the energy consumption, RMS loading of the traction motor with regenerative braking in use and overall schedule speed. Tenderer shall also furnish the performance of dense crush loaded 8 car rake, variation of current, speed, distance, inter-station timing, motoring Energy Consumption, regenerative energy and RMS loading of traction motor for complete round trip Dumdum Tollygunge & Tollygunge - Garia. Route profile with details of speed restrictions for Dumdum Tollygunge & Tollygunge - Garia section is placed at Annexure 5A & 5B.The performance shall be submitted in graphical and tabulated forms. The variation of available power for traction and regenerative braking with speed, at different Third Rail Voltage from 500V 900 V DC in step of 100 V shall be submitted with the tender. Deleted The equipment shall be so designed that the coefficient of adhesion does not exceed the optimized value during powering or braking. The tenderer shall furnish the optimized value of coefficient of adhesion and the reason thereof. The above performance requirement have been based on the existing stock in service. The tenderer may offer standard and well proven equipment which is in current production and which may have performance rating superior to that specified above. Specified temperature rise of equipment shall be calculated after taking into account at least 25 % choking of any air filters and radiator fins used. ENERGY CONSUMPTION The tenderer shall give guaranteed figures for a dense crush loaded car, for round trip operation between Dumdum to Tollygunge & Tollygunge to Garia and on the basis of 30 second halts at all stations for a) Traction energy consumption without electrical braking and b) Regenerated energy through electrical braking. The energy consumed or regenerated shall be calculated / measured at the third rail current collector and should be inclusive of auxiliary power consumption.
(iii) 3.5.0
3.6.0
3.7.0
3.8.0
3.9.0 3.10.0
3.11.0
3.12.0 3.13.0
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3.14.0
CONTINUOUS EQUIPMENT OPERATION: The capacity of the traction motors and equipment shall be adequate to permit continuous and punctual operation of dense crush loaded trains under the operating and service conditions specified.
3.15.0
GUARANTEED PERFORMANCE: The guaranteed performance shall be based on third rail voltage of 675 V. The performance shall not deteriorate within a voltage range of 600V to 850V. Train operation shall be feasible within full voltage variation specified in chapter 2, maybe with reduced power.
3.16.0
NEUTRAL SECTIONS: Suitable arrangement shall be provided by the contractor to ensure that the loss of main power for each motor coach, while traversing through neutral section, is restricted to bare minimum and that there is no interruption in train lighting, ventilation and other essential service while passing neutral section. Please refer to 4.13.1.10 of Chapter 4.
3. 17.0
TRAIN RESISTANCE: Train Resistance of the existing Coaches in tunnel is as under: R = 4.84 + 0.6156 V + 0.001875 V Where, R is the resistance in Kg / tonnes, and V is the speed in Km/hour. Tenderer shall submit the formulae used for resistance calculations separately for underground section and elevated section and ensure required performance and system design accordingly. However, for comparison purpose, the tenderer shall also furnish performance calculations using the above formula as well. The resistance of the coaches shall be measured during oscillation trial/any other trials as considered fit.
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CHAPTER 4 ELECTRICAL REQUIREMENT
Clause No. 4.1.0 4.2.0 4.3.0 4.4.0 4.5.0 4.6.0 4.7.0 4.8.0 4.9.0 4.10.0 4.11.0 4.12.0 4.13.0 4.14.0 4.15.0 4.16.0 4.17.0 4.18.0 4.19.0 4.20.0 4.21.0 4.22.0 4.23.0 4.24.0 4.25.0 4.26.0
Description General Lightning Arrestor 3 Phase Drive and Associated Equipment Traction Motor Microprocessor Control and Diagnostic System Train Control, Data Transmission & Communication Master Controller Drivers Display Panel Safety Measures Control Equipment Power and Control Electronic Equipments Brake Blending Auxiliary System Battery Speed Indicating and Recording Equipment Train Line Cables & Inter Vehicular Couplers Coach Lighting Air conditioning system Selection of Insulating Materials Cables Wiring and Cabling Main Motor Compressor Set Door Opening & Closing Third Rail Current Collector Train Protection Warning System Technical Credential
Page no. 31 31 31 32 34 36 41 42 42 42 43 43 44 45 46 46 46 47 51 51 51 52 52 53 53 53
Chapter 4: Electrical Requirements
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CHAPTER 4 ELECTRICAL REQUIREMENT 4.1.0 GENERAL This chapter describes the requirements and broad specifications of the electrical equipment to be used in the Metro Rolling Stock. The contractor shall ensure that equipment supplied is proven in field service with high reliability, require minimal maintenance and are easily maintainable. The equipment shall be suitable for the Metro service, which includes high vibration, hot, humid and dusty atmosphere and other conditions detailed in chapter 2. Adequate margins with respect to electrical & mechanical parameters shall be allowed while designing / selecting the equipment or components. All sensitive equipment including working part of control and auxiliary circuits and PCBs shall be suitably covered to keep them free from moisture and dust. Broad specifications of the major equipment are furnished below: 4.2.0 LIGHTNING ARRESTOR Gapless type lightning arrestors of well proven design for 750 V DC shall be provided in the Motor Coaches for protection against line voltage transients caused by lightning or system switching. 4.3.0 4.3.1 3-PHASE DRIVE AND ASSOCIATED EQUIPMENT The 3-phase drive equipment shall be based on proven technology with regeneration capability in the full speed range. The Tenderer shall furnish a design note on the adequacy of the proposed rating of the power equipment for the overall MRS performance parameters. Provision shall be made for Regenerative and Rheostatic braking along with all necessary equipment and controls. The dynamic braking shall consist of regenerative and rheostatic braking, which shall complement each other, depending on the third rail receptivity and braking priorities as specified below: (i) (ii) Under normal circumstances, regenerative braking shall have the first priority in the braking process. In case the line voltage transiently increases up to 900V dc, regenerative braking shall transferred to rheostatic braking without noticeable change of brake effort, i.e. the blending of regenerative and rheostatic brake shall be smooth, continuous and reversible. A suitable rated resistor shall be used to ensure smooth braking transition from the above transient over voltage conditions. The regenerative and rheostatic brakes transferring process shall be continuously reversible. When the third rail system continues to be either partially or totally non receptive, dynamic braking shall still be maximized. This shall be done by means of a smooth transition from regenerative to rheostatic braking and vice versa until the receptivity of the third rail system is resumed. When there is no dynamic brake available, the total required brake force shall be provided by the friction brake.
4.3.1.1
(iii)
(iv) 4.3.2
The power inverter shall be Natural cooled, IGBT based with PWM control. The voltage rating of IGBT and other power semiconductor devices would be so chosen that at least 25 % margin is available after taking into consideration the DC link voltage and voltage jump on account of inductance and capacitance in the circuit. The current rating of IGBT and other power semiconductor devices shall be such that the 0 junction temperature has the minimum thermal margin of 10 C in the worst loading conditions and under the most adverse ambient conditions as specified.
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4.3.3 4.3.4
The inverter system shall be capable of withstanding the maximum short circuit under fault conditions. The third rail voltage fluctuates widely as indicted in the chapter 2. The inverter shall be provided with necessary control to provide the guaranteed performance under such fluctuations without exceeding the rated cut off current of IGBT and keeping minimum cut off time within the limits. Suitable margin shall be provided in the equipment rating such that under emergency condition such as with isolation of traction unit such as inverter, traction motor etc., there shall be no necessity to withdraw the rake from service and journey is completed satisfactorily as per requirement defined in Chapter 3. For such purpose, short time rating of the major electrical equipment such as, power inverter, traction motor etc. will be furnished. The system shall provide for selective isolation of individual bogies in case of the fault, if so required. Tenderer shall also furnish the permissible diameter difference between the wheels of the same bogie and those on different bogies of the same coach. In any case, the permissible diameter difference between the wheels of different bogies of the same Motor Coach shall not be less than 13 mm; higher values shall be preferred. Suitable filters shall be provided to reduce / limit voltage fluctuations and harmonics within acceptable limits for Signal and Telecommunications equipment as well as for MRSs own equipment. Deleted In the vital units of power control circuit like power supplies etc., where any defect/failure of component would cause complete failure of the Motor Coach, suitable means for redundancy will be provided in order to avoid the Motor Coach failure or reduction in performance due to such defects. Tenderer shall specifically submit details of the redundancy provided in the system to this effect. The protection/alarm/indication circuit will normally have self-correcting features with automatic diagnosis and isolation of defects with information to the driver. If the drivers intervention is needed, sufficient indication will be given to the driver to enable corrective action to be taken in time. It shall be possible for the driver to take any protective action, or any other action as indicated to him through diagnostic display, on any of the Motor Coaches in the rake, if so desired, from the driving cab itself. Freedom from dust and protection from surges will be ensured. Modular construction will be adopted wherever considered possible. The inverter system and transformer will be capable of withstanding the maximum short circuit current under fault conditions and these will be established as well. As such in case of any dead short circuit across the outgoing terminals of the converter-inverter systems, the system shall provide adequate protection so that no damage is inflected on the inverter system. TRACTION MOTOR 3-phase asynchronous type of Traction Motor suitable for IGBT inverter shall be used. The traction motor will operate satisfactorily over the entire range of loading, with harmonic / ripples imposed on from the IGBT based supply system both during motoring and regeneration braking conditions. The manufacturer shall conduct necessary tests on the traction motor to establish compliance with this requirement. The general design and manufacture of the motor will be done to the standard IEC 60349 & IEC 60349-2 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.
4.3.5
4.3.6
4.3.7
4.3.8 4.3.9
4.3.10
4.3.11
4.4.0 4.4.1
4.4.2
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4.4.3
The motor will be liberally rated as per the Metro performance requirements for the most severe service operation as defined latest IEC60563. It shall withstand safely with adequate design margins to work satisfactorily at maximum power operating point under motoring & regenerating. Calculations for maximum power loading shall be furnished by the supplier, taking into account the gear efficiency. The motor will be designed so as to be capable of withstanding transients such as third rail voltage fluctuations, switching surges and such other conditions caused by stalling and wheel-slips under different operational conditions. It should be possible to transfer moments resulting from short circuit with sufficient safety against damage or loosening / loss. The safety factors should be furnished during a design review for approval. The Tenderer shall also comment on the design adequacy of the construction of the motor for the maximum to continuous tractive effort ratio adopted, high speeds if adopted. The Tenderer shall also submit a detailed note on the robustness of rotor bar construction with end rings, precautions against loosening of bar in slots, overheating etc. from the full life cycle point of view. 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. Vibrations arising out of gear-pinion interaction or any other internally generated vibration. Prevalence of high temperature, humid and salty terrain, high rainfall for 4-5 months and dusty/polluted atmosphere during rest of the year. Abrupt change in temperature while coming out of / entering into tunnel from surface / elevated alignment.
4.4.4
4.4.5
4.4.6
4.4.7 4.4.7.1
Insulation System: The insulation system to be employed will be particularly designed to withstand the adverse environmental conditions. The materials comprising this system and the system itself will have been proven to be of the highest reliability in traction application. Imperviousness to moisture will be a special requirement. The evaluation of the insulation system for thermal endurance will be made with fabricated test models by way of accelerated aging test as per the test programme drawn up in accordance with the norms specified in IEC 60505 and/or IEEE-304. Evaluation of the insulation system for sealing against moisture will be done in accordance with IEEE 429. Motorette test will be carried out separately for the Traction Motors.
4.4.7.2
4.4.7.3
Various aging parameters, such as heat, vibration, mechanical/compressive stresses, special environmental effects of humidity, dust, metallic dust from brake shoes, etc. will be incorporated to simulate the actual working conditions as closely as possible. The motor will be designed such that the hot spot temperature under conditions such as one hour, short-time and continuous rating of loading in any winding (stator and rotor) does not exceed the average temperature of that winding measured by resistance method, by more than 20 degree C. Having regard to the system of insulation adopted and the environmental conditions the maximum temperature rise in the traction motors will be less than the temperature index minus 70 degree under rated loading conditions. The mechanical design of the traction motor, fixing arrangement on the bogies, the gears and pinions, gear case etc. will receive particular attention.
4.4.7.4
4.4.7.5
4.4.8
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4.4.9
The selection and execution of the traction motor bearing and lubrication should be described. L10 life should be at least 2.0 million km. Insulated bearing is not preferred but if it is used, then the reason for the same should be specified in the offer. The maximum temperature of the grease used on the bearing & its life may also be calculated & furnished. The lubrication points of bearing should be easily accessible. Its lubrication interval should be specified. Maintenance inspection interval (excluding lubrication) should not be less than 1.0 million km. Integral cage rivetless bearings guided on roller elements shall be preferred. The armature shaft should be detachable from the rotor. The rotor should be reusable / repairable. The speed sensing device and temperature sensing device for control purposes, if necessary, shall be mounted on the traction motor itself. If winding temperature probes are provided for control purposes, then it should be justified in the approval. In any case, suitable provision shall be made to detect traction motor over temperature for ensuring timely protection to the traction motor before any damage occurs. Tenderer shall substantiate the compliance. Speed sensing device and the temperature probe should be made accessible from the pit and should also be replaceable without lifting the traction motor. The connecting leads should be protected from mechanical damages and should be fastened to the motor at least at one point. The end shields shall be provided with suitable protection arrangement to protect the windings from any damage due to flying external object during run. The tenderer shall provide for screened motor cables for control purpose. The screening should be grounded at the motor. The terminal markings should be legible permanently on the cables. Gear Wheel: The MTBF for the pinion should at least be 1 million km. and for the gear wheel at least 2 million km. Pinion and gear wheel should be produced from case hardened alloy steel. The lubrication points of gear case should be easily accessible. The gear case design shall be furnished and finalised during design approval. The following should be submitted for the approval during design approval stage:
4.4.10 4.4.11 4.4.12
4.4.13
4.4.14
4.4.15
i)
Proof of stability for gear tooth forming and total design, description of the gear tooth forming, provided materials, manufacturing and hardening procedures with corresponding specifications. Oil types, lubrication process and lubrication intervals. Details for the interference fit of bearings. Life span of bearing while considering the axle deflection. MICROPROCESSOR CONTROL AND DIAGNOSTIC SYSTEM: Microprocessor based control system will be used for inverter, converter/inverter control, DC link control (if a separate DC link is used), machine control, braking control, slide and slip control, acceleration, deceleration and jerk rate control, converter actuating, monitoring of commands to the control units and protection etc. The link between the microprocessor and the interface cards should be established by means of serial bus system or by any other superior means. Suitable physical bus interface, to ensure error free and high speed data transmission, should be provided. It is desirable that majority of control and monitoring functions are implemented by software so as to reduce hardware and cables. The vehicle electronics shall have 100% redundancy for the brake system functioning. All electronic cards shall be
ii) iii) iv) 4.5.0 4.5.1
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suitably protected against dust and moisture. The tenderer shall furnish the protection level and the arrangement. The electronics shall be tested for its functionality in dusty and humid environment. The electronics and other equipment shall be suitably protected against mould or fungus growth. 4.5.2 Microprocessor should perform the task of fault diagnostics and display in addition to control task. The microprocessor should be capable of monitoring the status of the equipment and their interconnection continuously and detecting occurrence of faults. The microprocessor should also take appropriate action and where ever necessary shut down the equipment. The faults occurring in any of the Motor or Trailer Coach shall be displayed in appropriate form in the driving cab. Coach wise faults shall be displayed with alphanumeric messages. It shall be possible for the driver to select and take appropriate action viz. isolation of specific equipment of any Motor Coach etc. from the cab itself, if so desired. The faults should also be stored in the memory of the microprocessor. Various important parameters of the equipment as well as environmental data at the time of occurrence of the faults should also be recorded with a view to enable proper fault analysis. Data of at least last 45 days should be kept available in memory. An application software shall be provided to facilitate fault diagnostics and analysis of equipment wise and Motor Coach wise failures. Adequate redundancy should be built in the microprocessor. It shall be possible to download the previous fault diagnostic messages or any other data of any Motor Coach in a rake from any of the Motor Coaches and from the Driving coaches by means of serial interface to commercially available personal computer or Laptop computer and also on Hand Held Terminal which will then be connected to a Personal Computer. The contractor shall supply suitable interface hardware and software. It shall be possible by the driver to clamp the speed after achieving any particular speed and this will be cause control system to maintain the speed irrespective of track profile and other variations. However at all times, the speed control shall work within the limits of maximum electrical performance. Suitable actuating device shall be provided for this purpose. The system shall be inherently fail-safe and shall immediately come out of this mode to normal mode on actuation of master/ brake controller, actuation of TPWS or as required from safety considerations. In case preset selected speed control is not used, the tractive effort control will enable the MRS to be driven on the basis of tractive effort readings. It shall be possible to read and record the energy consumption and energy regeneration figure for a particular time period for the individual Motor Coach and for the full rake, along with the name of the driver, time journey details etc. as fed through suitable electronic device / interface in the drivers cab. Details are to be worked out during design approval stage. These figures shall be available readily on the drivers display panel as and when required and shall be retrieved through the down loading device. Isolation of one (or more) Motor Coach or bogie shall not affect the normal functioning of brake system. Under such conditions, the regenerative baking from other Motor Coaches shall not be affected adversely. The regenerative braking shall be independent for each bogie and faults on one bogie shall not affect regenerative braking performance on the other. It shall be possible to test the software after downloading the same by means of simulation facility or by some other means. The downloading of the software, diagnostics and simulation etc. for the complete rake shall be feasible through any Motor Coach and Driving Coach in the rake. The configuration of the Motor Coaches for the purpose of interlacing etc. shall be automatic and without any manual
4.5.3
4.5.4
4.5.5
4.5.6
4.5.7
4.5.8
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interference in case of isolation of Motor Coaches during the service or change in the formation of the rake in the shed. 4.5.9 Acceleration and speed shall be clamped to a preset value while opting for shunting operation. The shunting operation shall be selectable through a switch mounted on the drivers desk and operation of the switch shall be recorded by the vehicle electronics. The microprocessor control and diagnostic system shall also provide for measurement and recording of speed of the MRS with the provision of wheel diameter correction, distance travelled and time etc. It shall be possible for the Railways to execute any modification through software or otherwise, if so required in future in order to improve the operation of MRS. The contractor shall provide necessary paraphernalia required for the purpose. The contractor shall also commit to upgrade the software, if required to improve performance, during the MRS warranty period. 4.6.0 4.6.1 TRAIN CONTROL, DATA TRANSMISSION & COMMUNICATION The leading cab will be controlling the Motor Coaches and other equipment in the train formation. Necessary provision shall be made for acquisition and transmission of data required for leading cabs and the controlled equipment on other coaches. Necessary measures shall be taken to ensure that any type of interference does not distort the control and communication signals. Passenger Information & Communication System
4.5.10
4.6.2
4.6.2.1
Train Communication Equipment

4.6.2.1.1 The following on-train communications requirements shall be provided : Two-way Communication between the Operations Control Centre (OCC) and train operator, via communication equipment (To be installed by IR). (ii) Emergency passenger announcements on the train by OCC via communication system (To be installed by IR). (iii) Means for the train operator to address passengers throughout the train from the driving and non-driving cab. (iv) Facilities to permit simplex conversation between a passenger who has operated a passenger alarm device, and the train operator. (v) Facilities for simplex conversation between occupants of driving cabs in two coupled trains. (vi) An automatic voice announcement system. (vii) A passenger information system (viii) Passenger saloon surveillance system using CCTV (ix) Door opening / closing chime. (i)
4.6.2.2
OCC to Train operator and On-train Public Address Communication Link
4.6.2.2.1 A Train-to-OCC communications link (To be installed by IR) shall be provided to enable : (i) (ii) Voice communication between the OCC and passengers, and between the OCC and the train operator. Vehicle health data communication from TIMS to OCC at designated times and locations. The data required to be transferred from the train to the OCC shall be finalised by the Contractor at the detailed design stage and submitted for review by the Engineer. The interface between the communication link and TIMS shall be
(iii)
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(iv) (v) (vi)
provided by the Contractor. Voice shall have priority over data communication. When the OCC to passenger communication occurs, any other system set at that time shall be overridden. A communication control head, which shall be integrated with the driving console, shall be installed by IR.
4.6.2.2.2 A suitable interface shall be provided by the Contractor to enable the OCC -to- Passengers announcements to be transmitted over the train public address system.
4.6.2.3
Passenger Alarm
4.6.2.3.1 There shall be four passenger alarm devices in each car. 4.6.2.3.2 When a passenger alarm device is operated, a warning sonic device shall sound in the cab, an indication shall be given to the train operator of the location of the operated device, views from surveillance cameras provided near the location of activated PEA shall be displayed in the monitors inside cab and a visual indication on the exterior of the car shall advise station staff which is the affected car. The train operator shall acknowledge the alarm by operation of an override device, which shall terminate the cab sonic alarm, and simultaneously cause an indicator to illuminate at the emergency device location. Passenger communication shall be train operator initiated. This will render the local microphone and loudspeaker adjacent to the activated emergency device active, thereby enabling bi-directional inter-communication between the train operator and the passenger. If more than one emergency device has been operated, each demand shall be independently acknowledged, and alarms shall be stored, displayed and answered sequentially. Full details shall be submitted for review by the Engineer 4.6.2.3.3 Whilst the communications system is in the passenger alarm mode it shall be possible for the train operator to move between passenger alarm, OCC, PA and cab- to-cab communication. In the event that the train operator fails to acknowledge a passenger alarm call, within a specified time, the call shall be logged by TIMS. TIMS shall be provided with following data relating to the passenger emergency alarm: Current status of each passenger alarm button. Alarm event for each passenger alarm button, clearing when acknowledged by the train operator. Once the doors have been opened, it shall not be possible to restart the train until all the passenger alarms have been reset. Once this has occurred the system shall revert to its normal form of operation. Screened cable pairs of fire survival type as per IEC 60331-1 shall be provided for the passenger alarm system. 4.6.2.3.4 Under no circumstances shall cab-to-cab conversation or train operator to OCC conversation be relayed to any passenger.
4.6.2.4
On-train Public Address 4.6.2.4.1

An integrated main communications panel shall be provided at the driving
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side of the cab by the Contractor to control the public address functions, cab-to-cab communications, and passenger alarm communications. This panel shall have a backlit LCD display with facilities for the touch screen input, capable of handling English and Hindi characters. In addition, an Auxiliary communications panel, controlling functions related to public address and cab-to-cab communications shall be provided on the non-driving side of the cab. Full details shall be submitted for review by the Engineer. 4.6.2.4.2 On-train public address shall be capable of being initiated from the OCC, the driving cab or the automatic voice announcement system. The Automatic Voice System shall be the default public address mode (default mode). 4.6.2.4.3 The microphone to be used for public address / announcements should have high dynamic noise canceling feature. The contractor shall submit the details of the microphone for review by the Engineer.
4.6.2.4.4 The Public Address System together with its main components shall comply with internationally accepted standards. 4.6.2.4.5 Power amplifiers are required for the PA system and shall cater for the requirements of an eight car train. 4.6.2.4.6 Power amplifiers are required for the PA system and shall be provided in each car. Each power amplifier shall feed 50% of the speakers in the same car and 50% in the adjoining car, to ensure that in the event of a single power amplifier failure; at least half of the speakers are still operative in the car.
4.6.2.4.7 The number, positioning and output of each loudspeaker and power amplifier shall be designed such that an even sound coverage in all areas of the passenger saloon is achieved. The sound pressure level when measured at a height of 1.5m above the floor shall not vary by more than 1dB along the entire length of the consist. Full details shall be submitted for review by the Engineer. Loudspeakers shall be positioned to give 4.6.2.4.8 The PA system shall have automatic continuous variable volume control, based on saloon background noise level. A sound level adjustable between 6dB(A) and 10dB(A) above background noise level is required throughout the train. The Contractor may however, propose alternative suitable settings. The Contractor shall supply software / hardware configurator for enabling the Employers personnel carry out the adjustment as per the proposed system. Full details shall be submitted for review by the Engineer. 4.6.2.4.9 The PA system shall exhibit no oscillation, acoustical feedback or other instabilities at any combination of input level, gain or speaker volume control settings under all test and operational conditions. 4.6.2.4.10 The public address amplifiers shall be protected against short circuit at the outputs of the amplifier. 4.6.2.4.11 The through line cable inside the car shall be suitably insulated, screened, armoured and overall outer sheathed. The cable shall be of the fire survival type. 4.6.2.5 Cab to Cab Mode 4.6.2.5.1 In the cab-to-cab mode, the train operator shall be able to communicate with a person at the other end of the train or with the train operator of a train coupled to this train (e.g. to undertake a push-out). Two way communication
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shall be established in this mode. 4.6.2.5.2 The cab-to-cab communication system shall be able to operate independently of, and simultaneously with, automatic announcements and with the passenger alarm system operative.
4.6.2.6
Automatic Voice Announcement System

4.6.2.6.1 An automatic pre-recorded message announcing system shall be provided in each cab. Functions and features of this system shall be as follows: One device shall be provided in each cab which shall be on hot standby. In case of failure of the identified master, the device at the other cab shall automatically become master. The device shall be operable from the train operators cab. (ii) The Automatic Voice Announcement System shall be fully integrated with the On-train PA system. Any failure of component which can adversely affect functionality shall be logged by the system itself and also be communicated to TIMS for reporting to the train operator and data logging. Full details shall be submitted for review by the Engineer. (iii) The pre-determined messages (voice announcements and text messages) shall be automatically triggered by train events and / or the ATP/ATO/TPWS system to make an announcement. Close liaison is required between the Contractor and the Signalling Contractors in this regard. Full details shall be submitted for review by the Engineer. (iv) One monitor repeater shall be provided in each cab. (v) All the hardware requirements to achieve interfaces between the automatic voice announcement system and the ATP/ATO/TPWS system shall be provided by the Contractor. (vi) Voice announcements and text messages for the displays shall be prerecorded and configured into the system using the off line speech and route database editor. Messages, audio or visual or both shall be in the Hindi, Bengali and English languages. Messages shall be recorded in the voice of professionals Announcers to be approved by the IR. The hardware and dedicated software etc. for editing and modifying the speech and route database shall be handed over to Kolkata Metro at an appropriate time, during the Contract period, to be decided during the design stage. The IRs staff shall be associated during the editing activity. Messages shall be digitally stored. (vii) The Automatic Voice Announcement System shall also be equipped with display and announcement of computer generated messages. The Contractor shall provide equipment and means to achieve this by IRs maintenance personnel. (viii) The comprehensive details (their format, frequency, use etc.) of message and special messages (to be triggered manually)shall be subject to review by the Engineer. (ix) A door close announcement shall be triggered each time the Door Close button is pressed. A door close chime shall be played and continued until the Doors Close relay opens. Similarly, a chime shall be played during the door opening. The type of chime and the sound level shall be approved by the IR. During this time any existing auto announcement shall be aborted. (x) The system shall be capable of storing 120 minutes of prerecorded messages preferably in digital MP3 format or a latest format. The memory shall be able to store Route Database for at least 200 (i)
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(xi)
stations. However, it shall be possible to enhance the memory by expansion using commercially available memory devices. Full details shall be submitted for review by the Engineer. It is proposed to provide commercial / general audio and/or visual messages in between the announcements. The system shall be capable of playing / displaying of such advertisements. Details shall be submitted for review by the Engineer.
4.6.2.7
Passenger Information System

4.6.2.7.1 General (i) The Passenger Information System shall include a high resolution multi colour graphic display, suitable for the remote displaying of moving messages, in Hindi, Bengali and English, on board the train, in the passenger area. Hindi, Bengali and English messages should be scrolled on the display simultaneously and in synchronism. The colour of Hindi, Bengali and English character shall be approved by the Engineer. Emergency announcements may be displayed in red. Eight such display units per car shall be provided. (ii) The location of the display units shall be proposed by the Contractor taking into consideration the need for all-round good visibility by passengers within the saloon. The Contractor shall submit proposal, including diagrammatic representation of the angle of visibility of the display units. (iii) The pixel diameter shall be three (3) mm and the pixel per pitch shall not be greater than four (4) mm. Alternative display panel configurations may be considered for better resolution. The viewing angle to the display panel for a clear and sharp image at a distance of five (5) meters shall not be less than 60. (iv) There shall be a Destination Indicator behind operator cabs wind screen. The destination indicator shall be capable of displaying three lines of messages.The top line shall display Hindi characters of at least 60 mm height while the second line shall display Bengali characters of at least 60 mm height. The third line shall display English character of at least 45 mm height. The Contractor shall submit proposal for Engineers review. (v) There shall be a Train Number Indicator behind operator cabs wind screen. The Train Number Indicator shall be capable of displaying 4digit numerical train number of at least 130 mm height with yellow LEDs. The Contractor shall submit proposal for Engineers review. (vi) The Train Number and Destination Indicator shall be able to be set via the route setting control. The route setting control shall be through the manual control on the TIMS. (vii) The Destination and Train Number Indicators shall have a view angle of not less than 120 degrees in the horizontal plane and shall be legible under direct sunlight, artificial light and darkness. Light sensors shall be equipped to vary the intensity of the LEDs based on the level of ambient light. (viii) Location of all the displays shall be reviewed during mock-up review.
4.6.2.8 Operation of Passenger Information and Automatic Announcement System

4.6.2.8.1 Automatic Operation of Passenger Information System (i) The system shall be capable of automatic operation throughout. At train set up, the train number provided by ATO/ATP/TPWS shall automatically select the route to initialize the passenger
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(ii)
(iii)
information system by selecting the appropriate information from the train equipment and transmitting it to speakers and displays. The train operator shall be able to over-ride the automatically supplied train number and when no automatic route selection is given shall be able to enter the train route. The system shall update the journey information by accessing the train location informationfrom the ATO/ATP/TPWS equipment. The Automatic Announcement and the Passenger Information System systems shall at all times provide the same route, destination and next stop information to the passengers. The Automatic Announcement and the Passenger Information System shall indicate which side of the car that the doors will open at the next station stop The system shall be capable of receiving real time information from the control centre relating to delays and other relevant information. The system shall be capable of automatically updating the information being presented at the time to include the real time information received without the train operators intervention.
4.6.2.8.2 Manual System (i) In addition to automatic operation, visual and audio information shall be capable of being originated from the train operators cab. The system shall be capable of making pre-recorded announcements (both audio and visual) by manual triggering from main communications panel in the event that the ATO/ATP/TPWS positional information is not available. Under such circumstances, messages shall operate automatically for the route from the TIMS information. Messages and announcements shall be triggered based on distance traveled and door operations. Manual override shall be provided to allow for station skipping. The train operator shall be able to override the automatic system and select message to be broadcasted randomly. All activation criteria shall be submitted for review by the Engineer. In case of system degradation, train operator shall be able to make manual announcements through microphone from the cab.
(ii)
4.6.2.9 Interface
Appropriate interfacing with TIMS shall be developed to carry out the abovementioned functionality. The interface shall include provision of single point downloading the data logs stored in the memory of all train based Communication Equipment using TIMS interface. 4.7.0 4.7.1 MASTER CONTROLLER A combined Traction and Brake controller of a proven design, henceforth to be called Master Controller, integrated into a single unit shall be used. Suitable provision shall be made to enable limited manual operation in case of failure of the Master Controller. The master controller shall be before and after longitudinal shift type. Driving mode shall be achieved by moving the handle away from the operator while braking mode shall be towards the operator from the central neutral position. The master controller shall be provided with a Deadmans device, which shall have to be kept activated manually and consciously by the driver. The design should be such that in case of the driver getting incapacitated or loosing alertness, the
4.7.2
4.7.3
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Deadmans device shall get released, causing the emergency brakes application. The design should be such that driver is not able to fool the system. 4.7.4 Suitable forward/ reverse interlocks and interlocks with braking system shall be incorporated in the master controller. Traction shall be possible only from one cab at a time. Master controller shall have two spare tapings so that TPWS can access the master controller. Detailed scheme to be finalized at design stage. DRIVERS DISPLAY PANEL: A suitable LCD display with interactive touch screen with back-lit illumination or other better arrangement with robust & heavy duty input/output system shall be provided on drivers desk to display fault status, energy values & status of various important parameters as selected by driver / maintenance staff or as required for the satisfactory system operation. The selection of the display panel shall be liberal and details shall be worked out during design stage. Interactive display system with touch screen may also be offered as an alternative. Tenderer shall submit other options available. The presentation of information on the display and the interaction of the system with the driver shall be designed in a user-friendly manner. The display shall be robust and be designed against vandalism, rough handing, and ingress of water & dust. 4.9.0 SAFETY MEASURES All the systems and subsystems will have adequate protection against over voltage /over current /earth fault etc. so that in case of any trouble the affected system should be isolated promptly, reliably and automatically. 4.9.1 Provision shall be made so that 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 equipment and safety of those concerned with operation and maintenance. Various sub-system such as traction system, auxiliary system control system, etc. will be kept galvanically isolated. Necessary protective equipment will be provided in all cases where dangerous potential difference may appear between one part of the circuit and earth or between two points in a circuit. The frames and metal supports of all electrical equipment shall be adequately earthed to the coach body. The tenderer shall provide an earth fault detection system having independent detection capability of earth fault in any of the main sub-systems. System shall provide foolproof safety against unauthorized person driving the train. The authorized person shall have to log-in by means of suitable electronic device in the drivers cab and the details of the personnel and timing, journey details etc. shall be recorded in the memory. This shall be accessible as and when required. The details shall be worked during design stage. Tenderer may give alternative proposal in line with the requirement. Tenderer shall submit options available. CONTROL EQUIPMENT The control equipment, relays and switches, and such other devices shall be robust and of latest and proven technology established under the most severe operating conditions, with particular regard to reliability. Wherever considered necessary, the contacts should be duplicated to provide redundancy. The temperature of the equipment offered shall be governed by IEC minus 30C. The use of relays and contactors shall be to bare minimum. All relays and contactors shall be provided in dust proof enclosures.
4.7.5 4.8.0
4.9.2
4.9.3 4.9.4 4.9.5
4.10.0
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4.11.0
POWER AND CONTROL ELECTRONIC EQUIPMENTS The traction inverter shall meet the requirements of IEC-61287 and the control electronic should generally conform to IEC-60571, including essential compliance to the optional & investigative tests for dry heat and vibrations & shocks. All documentation shall also conform to the IEC 60571. However, due to higher ambient 0 temperature in India, the temperature for dry heat test shall be 80 C. The electronic control equipment should be protected against unavoidable EMI in the machine compartment. The vibration & shock tests and endurance test shall comply to IEC 61373.
4.12.0 4.12.1
BRAKE BLENDING Full utilisation of the regenerative braking is envisaged in the 3-phase drive system such that regenerative braking is available over full range of speed to be blended / interfaced with the rheostatic / EP brakes only to the extent required. The EP brakes shall be applied automatically to supplement any difference between the braking demand and the available regenerative / rheostatic braking effort. The distribution of EP braking efforts between motor coaches and trailer coaches shall be optimised in the full range of speed and load to minimise adhesion requirement while maximising the energy regeneration. In case the power supply for EP system fails, automatic brakes shall be applied immediately. When the regenerative braking is ineffective/only partly effective or power supply system is non-receptive, Rheostatic braking shall be automatically made operational. The Rheostatic braking resistor shall be adequately rated for this purpose. Adequate redundancy shall be provided to ensure that the EP brakes do not become non- functional in case of failure of power supplies, isolation of Motor Coach or failure of control electronics etc. In case of isolation of any EP valve due to any defect, the brake electronics shall take adequate corrective action with least system isolation. System shall provide enough redundancy in the brake electronics and controls so that the isolation of Motor Coach does not lead to non- functioning of EP brakes of the Motor Coach. It shall be possible for the driver to know the mal-functioning of brake system of a coach. Selective, coach wise isolation of EP valves shall be possible from driving cab. Details shall be worked out during design. The friction braking system shall function as the ultimate braking system on the car, acting as a backup during normal service braking and as the primary braking system during emergency stops and while parking. System shall provide for adequate safety measures against rolling back in case the train is to be started on a rising gradient. Wheel Slip / Slide Protection & Anti Skid Controls The Wheel slip / slide protection function & anti skid controls should be integrated into the Traction Control Wheel Spin Protection function unit. The wheel slip / slide protection system, to be installed on Motor Coaches and Trailer Coaches, shall make maximum use of the available adhesion between the wheels and rail and minimise slipping extent and duration (and improve acceleration/braking) in adverse rail conditions. Wheel slip (spin) in driving mode and wheel slide (skid) in braking mode shall be minimised while striving to achieve maximum adhesion. The system shall be fail-safe such that any failure of the system shall render it ineffective. If a failure occurs in braking, the system shall not reduce the level of braking below the commanded level for more than 3 seconds. The wheel slip/slide protection system shall be active in all acceleration and braking modes and shall detect and correct wheel slip (spin) and slide (skid) that may be occurring randomly on different axle or synchronously between axles on the same
4.12.2
4.12.3
4.12.4
4.12.5 4.12.6 4.12.6.1
4.12.6.2
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bogie. It will monitor all axle speeds on all the Motor Coaches to determine if a wheel slip (spin) or slide (skid) condition exists. If such a condition is detected, the system shall control tractive / braking effort of each bogie individually to prevent the wheels on each bogie from slipping, sliding, locking or spinning. 4.13.0 4.13.1 4.13.1.1 AUXILIARY SYSTEMS Auxiliary Converter/inverter The auxiliary power supply shall come from IGBT based static Auxiliary Converter/inverter with suitable filters. The Auxiliary load shall include air conditioning, air compressor, doors, light equipment, control units, low voltage loads etc. Battery charger shall also be a part of the Auxiliary Converter. Outputs of the Auxiliary Converter/inverter shall not be accessible to the passengers. The 3-phase AC output and the battery charger output shall be galvanically isolated from the input and from each other. The standard low tension supply voltage in India is 415 V, 3-phase, 50 Hz AC. The auxiliary machine supply voltage will be 415 V +/- 5%, 3-phase, 50 Hz +/- 3% AC with Total Harmonic Distortion less than 5% under all operating conditions. Frequent starts and stops of compressor should not cause any interruption to other auxiliary loads. For this purpose, separate inverter may be considered for supplying power to the air compressor. As far as possible, same IGBT modules as used in Main inverter shall be used for Auxiliary Converter/inverter. The Auxiliary Converter/inverter shall be protected and devices shall be selected suitably to ensure that there is no damage on account of surges. The design of the Snubber circuit shall be carefully done so that the components do not fail due to surges. This aspect shall be specifically checked during commissioning by actual measurements of the surges and will be complied accordingly. Protection against over load, short-circuiting, single phasing, earth fault etc. at the output side shall be incorporated in the Auxiliary Converter/inverter. Records of the faults shall be recorded in the memory. The Auxiliary Converter/inverter shall have, to the extent feasible, self-correcting features against faults. There shall be one Auxiliary Converter and/or inverter in one basic unit. In case of failure, it shall be possible to feed the auxiliary requirements of lights, ventilation and any other emergency load of that coach from an adjacent healthy Auxiliary Converter/inverter. The Auxiliary Converter/inverter shall be continuously rated accordingly. Failure will be recorded in the control electronics and will be displayed on drivers desk. The changeover action will be automatic and without time delay. Contractor may offer alternative design as well, keeping the requirement in view.
4.13.1.2 4.13.1.3
4.13.1.4
4.13.1.5 4.13.1.6
4.13.1.7
4.13.1.8
4.13.1.9
4.13.1.10 If a coach having Auxiliary Converter/inverter is traversing neutral section or is stuck in a neutral section, then also it should be fed from an adjacent Auxiliary Converter/inverter/ adjacent coach so that auxiliary requirements remain uninterrupted. 4.13.2 4.13.2.1 AUXILIARY MOTORS: Only a few different types of motors will be used to guarantee inter-changeability. Coupling and mounting design requirements will be kept identical where applicable. Adequate redundancy shall be maintained while selecting the size of motors. All the drive motors will be designed for Auxiliary inverter fed three phase AC supply with suitable protection against single phasing and short circuits.
4.13.2.2
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4.13.2.3
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. The temperature rise limits for auxiliary machines will be reduced compared to IEC limits to take care of the higher ambient in India. Only insulation system of class H and higher will be acceptable. The permitted temperature rise for different classes will be: Class H:- 80 degree C Class C:- 100 degree C Vacuum pressure impregnation of the stator winding must be done using solventless varnish having thermal index above 2000C
4.13.2.4
4.13.2.5 4.13.2.6
In the case of squirrel cage motors, aluminium alloy die cast rotor construction will be preferred. L-10 life of bearings will not be generally less than 20000 working hours when calculated as per ISO recommendation R-281. 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 may be required to be done for at least one year after each greasing/adopting maintenance schedule as recommended by manufacturer. All auxiliary motors separately & combined equipment like motor blower sets will be subjected to prototype tests as per relevant IEC specification 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. SYSTEM DESIGN: In the event of non-availability of power during the service the emergency lights will automatically turn on. Also, door opening shall be possible even if there is no power. Safety and security of passengers should be given top priority. Suitable back-up battery shall be provided. Tenderer shall submit complete design details.
4.13.2.7
4.13.3
4.13.3.1
At the terminal station, the system design should allow the motorman to switch-off from one cab, go to the other cab and again energise from there without having to wait much for the system to be initialised. BATTERY The battery, having a nominal voltage of 110 V will feed the 110 V circuit loads in case of supply failure. The capacity will be sufficient to feed the total load for at least 1 minute after failure of battery charge supply. After one minute, the non-essential loads shall be disconnected and the capacity shall be adequate to feed the emergency load for at least one hour starting from 80% charged state of battery. The emergency load shall include but not be limited to emergency lighting, all exterior lights, fan & one blower motor per car, communication and passenger information system, propulsion and brake controls, cab indicators interlocking, safety proving circuit, door opening/closing system, safety related items etc. Adequate circuit protection shall be provided to ensure the battery load shall be disconnected when battery voltage has dropped below 77% of nominal voltage and when the auxiliary load is reconnected, the initial battery load shall not cause battery output to oscillate. The battery will be of Ni-CD type having low-maintenance requirement. Batterycharger shall be suitable for charging of NI-CD batteries and shall be such that the batteries shall not require water topping-up earlier than 6 months after previous topping up.
4.14.0 4.14.1
4.14.2
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4.15.0 4. 15.1
SPEED INDICATING AND RECORDING EQUIPMENT Each basic unit shall be provided with speed indicating cum recording equipment in driving cab. The recording shall be on suitable media viz. Floppy, C.D or RAM cassette and thus should be readable in graphic and tabulated form. The capacity of the memory shall be such that it retains all data of at least 15 days service period. The speed indication-cum-recording equipment with electric drive will have a scale range of 0-100 or 0-120 Km/h. The equipment shall suitably interface with the controls to incorporate the wheel diameter correction and also take protective action in case of over speeding.
4.15.2
4.16.0 4.16.1
TRAIN LINE CABLES & INTER VEHICULAR COUPLERS All train lines and inter vehicular couplers shall be so designed that they are not susceptible to any damage due to vandalism and external hitting during the run. Further, adequate safety measures shall be taken to safeguard against rainwater. The layout shall be such that they are accessible to maintenance staff only. Adequate measures shall be taken to reduce the number of train lines to bare minimum. Details of the arrangement shall be furnished. Electrical contact blocks for manual coupling / uncoupling of electrical connections shall be provided. Reliability and ruggedness shall be given due importance during design and selection of the electrical couplers. A cover with adequate weather protection shall be provided to cover the electrical couplers when uncoupled. The interconnecting arrangement shall utilise multiplexing of control signals except but within the appropriate safety framework, so as to minimise the inter vehicular cables. While designing the multiplexing, the tenderer shall ensure fail-safe working of the safety related signals and also indicate the use of such system elsewhere in similar traction application. Tenderer shall submit details of the arrangement proposed to be adopted and the extent of multiplexing leading to reduction of the cables. COACH LIGHTING Interior Lighting Energy efficient, fluorescent lamps, in low flame and smoke luminaries, shall be recessed into the ceiling paneling. The light fittings shall be simple, open, without diffusers, and arranged not to trap dirt, moisture and insects. The size and number of light fittings shall be sufficient to provide a sensibly constant level of illumination of 200 lux at a height of 1.5m above floor level, along the entire length of the coaches. Two separately protected lighting circuits shall be used, such that in the event of one tripping, the others provide evenly distributed lighting throughout the saloon. Approximately 33% of lamps, evenly distributed over the coach area, shall be directly energised from the battery supply and provide light for safety of passengers in the event of emergency such as failure 750 V DC supply. Coach wise indication of healthiness / working of lights and fans circuit shall be provided. It shall be possible to isolate 50 % lights of the rake from driver cab when the Metro rakes is stabled in yards or shed. Exterior Lighting The front end of each driving end shall be provided with high intensity, long distance, halogen lamp or better, twin-beam head light. Marker lights, Tail lights (blinking during
4.16.2
4.16.3
4.17.0 4.17.1 i)
ii)
iii) iv)
v) vi) 4.17.2
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the service) of proven design shall be provided. Marker light shall be of amber colour adjacent to the taillights. These shall be preferably of LED type and shall be of international standards. These will work on the battery supply. All coaches shall be provided with audio-visual alarms distinct from the normal Passenger alarm system. Detail requirements shall be finalised during design stage.
4.18.0
AIR CONDITIONING SYSTEM :
4.18.1 Air conditioning plant should be roof mounted package type. The control system for the ac units should performed by microprocessor controller based preferably with remote control. There should be at least two package unit in each coach. Both the unit shall be controlled by single microprocessor controller unit 4.18.2 The cars shall be provided with Refrigeration System using R 407C refrigerant, which is ozone and eco-friendly or any other eco-friendly, HFC refrigerant having zero ozone depletion potential and A1 safety category as per ASHRAE standard. 4.18.3 The cars shall be designed to meet the following conditions inside the compartments: Conditions Dry Bulb Wet Bulb %RH Inside 25C 27C 40-60% Outside : (As per ASHRAE 2% condition) Summer 35C at 58% RH Monsoon 37C at 74% RH 4.18.4 All the equipment shall be capable of continuous operations without detriment to the operation of cutouts, circuit breaker, or overload in ambient temperatures between 0C and 55C and relative humidity upto 100%. 4.18.4.1 Equipments provided in air-conditioning unit and controller shall be compatible to work satisfactory in electromagnetic interference (EMI). The material used in air-conditioning unit shall have fire retardant property. e-beam irradiated thin walled elastomeric cable as per RDSO specification No. RDSO/SPEC/ELC/0019 (Rev.0)-2002 with amendment No. 1,2,3&4 shall only be used.
4.18.4.2 4.18.4.3
4.18.5 Thermostats and microprocessor 4.18.5.1 Microprocessor Based Controller used for control & regulation of AC system with data logging and fault diagnostic facilities for operating parameters of air conditioning unit shall be provided. The following desired temperature setting inside the air conditioned compartment shall be maintained automatically: Cooling 26C -28 C Relative Humidity 40% to 60 %
4.18.5.2
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4.18.5.3
The cut-in should take place within +/-0.2C of the set value and the difference between cut-in and cut-out temperatures shall not exceed 1C.
4.18.6 Thermal insulation 4.18.6.1 The car body shall be thermally insulated. The insulation used in different constructional parts being such as to obtain an overall co-efficient of heat transfer. Roof 0.65Kcal/sq m/hour/C Side wall 0.615 Kcal/sq m/hour/C Floor 0.72 Kcal/sq m/hour/C Glass window 1.94 Kcal/sq m/hour/C Insulation should be such that minimum heat is transferred from outside by radiation/conduction and vice versa. 4.18.7 Fresh air quantity Minimum fresh air quantities shall be 0.14 m 3/minute/person. 4.18.8 Humidity control Necessary arrangement should be provided to restrict the relative humidity to 60% even with outside ambient air having relative humidity as high as 100%. 4.18.9 Ducting 4.18.9.1 Ducting shall be provided in the car for distribution of diffused conditioned air into the passenger areas. The duct shall be suitably designed to ensure uniform air velocity throughout the duct. Openings/diffusers shall be designed to ensure uniform quantity of air to be diffused throughout the passenger area to ensure uniform temperature inside the compartment. Necessary provision in the diffusers to control the direction of the diffused air shall be made to avoid draught to the passengers. No direct blast should be felt by the passengers. The conditioned air duct shall be insulated by noise absorption and thermal insulating materials.
4.18.9.2
4.18.9.3
4.18.9.4
4.18.10 Air filter 4.18.10.1 Fresh and return air filters to arrest dust particles of maximum size of 15 micron and 20 micron respectively shall be provided. The filtration efficiency of fresh and return air filter shall be 97% & 98% respectively. The Contractor shall use a filtration system suitable for working under Indian conditions, requiring minimum attention/cleaning/maintenance. Suitable device to
4.18.10.2
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indicate the pressure drop may be installed, so that filter can be replaced/cleaned after getting necessary indication for the same. 4.18.10.3 Suitable arrangement to block fresh air completely or partially shall be provided.
4.18.11 Air conditioning equipment 4.18.11.1 The compressor as specified suitable for traction environment only, shall be used and shall have adequate capacity at 60 C discharge temperature and 5 C suction temperature. The compressor should have automatic capacity control system to match the refrigeration requirement of the car heat load. The refrigerant evaporator unit shall comprise of cooling unit with automatic thermostatic expansion valve. The blowers should have low level of vibration and noise. Alternatively , firm may offer heating through reverse cycle air conditioning. Necessary provision to drain out condensate from the evaporator unit should be made so that it may not drip inside the car. The refrigerant condensers shall be air-cooled and of adequate capacity to match the refrigeration system. Arrangement for receiving external supply at 415 V+/-10% 3 phase 50Hz ac should be made to pre-cool the car. For this purpose, two sockets fitted diagonally one on each end wall shall be provided to connect external supply through plugs. The sockets shall be provided with a electrical interlocks so that when external power supply is connected to one socket the other does not become alive. Preferably, the control should be provided in the electrical cubicle in the car. The Contractor shall furnish cooling capacity curve and also cooling capacity versus power curve of the compressor and give comparison with standard curves. Profile of ducting should ensure that requisite amount of supply air is delivered at specified static head. The ducting may be provided above false ceiling. The cross section area chosen should ensure sufficient head room. Each air conditioning unit should be constructed as a integral module to enable removal from the vehicle as single complete item without the necessity to break any refrigerant lines or any part of coach or unit itself. All electrical connections and condensate outlets should be fitted with standard quick disconnect fittings. The connectors should be so positioned to ensure that they cannot be damaged when the air conditioning unit is removed from the vehicle and placed on a flat surface. All fresh air in-take should be filtered and the air filter elements should be cleanable, and not disposable type. The air filter elements should be replace-able from inside the vehicle to minimize the need to access the same from the train roof during maintenance.
4.18.11.2
4.18.11.3
4.18.11.4
4.18.11.5
4.18.11.6
4.18.11.7
4.18.11.8
4.18.11.9
4.18.11.10
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4.18.11.11
Complete air conditioning system should have EER better than what is available in various Railways all over the world. In this regard firm shall submit complete heat load calculation and AC system capacity to achieve maximum possible EER.
4.18.11.12 There should be protection against ingress of flood refrigerant into compressor . Similarly , in no case refrigerant above pre-defined superheat should not enter into the compressor. 4.18.11.13 All cabling should be with e-beam /chemically crossed linked cable and shielded PTFE as per requirement and conforming to international standard. 4.18.11.14 4.18.11.15 All cabling and piping should be secured with fire retardant cleat so as to withstand service condition. The motor provided in the unit shall meet the requirements specified in RDSO specification No.RDSO/PE/SPEC/AC/0089 2008 - (REV. 0) and shall be of RDSO approved.
4.18.12 Control panel 4.18.12.1 Microprocessor based control system will be used for all electrical system including air conditioning system. The link between the microprocessor and the interfaced cards should be established by means of serial bus system or by any other superior means. Suitable physical bus interface, to ensure error free and high speed data transmission should be provided. It is desirable that majority of control and monitoring functions are implemented by software so as to reduce hardware and cables. All electronic cards shall be suitably protected against dust and moisture. The electronics shall be tested for its functionality in a dusty and humid environment. The electronics and other equipment shall be suitably protected against mould or fungus growth. Microprocessor should perform the task of fault diagnostics and display in addition to control task. The microprocessor should be capable of monitoring the status of the equipment and continuity of jumper cables continuously and occurrence of faults. The microprocessor should also take appropriate action where ever necessary shut down the equipment. The faults should also be stored in the memory of the microprocessor and it should be possible to output the same by means of serial interface to commercially available printer or personal computer. The various important parameters of the equipment as well as environmental data at the time of occurrence of the faults should also be recorded with a view to enable proper fault analysis. Application / diagnostic software tools as required for trouble shooting and analysis of equipment wise shall be provided. Adequate redundancy should be built in the microprocessor. Condition monitoring of AC coach Integrated microprocessor control/fault diagnostic system shall ensure the recording of all events of the Air conditioning, energy consumption etc. The details shall however be finalized during the design stage.
4.18.12.2
4.18.12.3
4.18.12.4
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4.18.12.5
It shall be possible to test the software after uploading the same by means of simulation facility or by some other means. At least following protective devices, preferably solid state shall be included in the control circuit of air conditioning unit. High Pressure Cut-out switch Low Pressure Cut-out switch Low Oil Pressure Cut-out switch, if required Capacity control switches cut-out switch Pressure differential switch Sensors Hygrostat Solenoid valve, if required Pressure transducers etc
4.18.12.6 i) ii) iii) iv) v) vi) vii) viii) ix) 4.18.13 4.19.0
Emergency ventilation system shall be provided in case of failure of Air-conditioning system. SELECTION OF INSULATING MATERIALS: In selecting the materials of insulation the moist tropical weather conditions prevailing in Kolkata and underground / over-ground Metro application 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 the specification. Additional necessary tests, if any, for ensuring suitability of materials for Kolkata conditions as specified, will be conducted by the manufacturer in the presence purchasers representative.
4.20.0 4.20.1
CABLES All power, auxiliary & control cables shall be of advanced railway cable standards using low smoke, low toxicity & halogen free materials suitable for Metro underground/over-ground applications. Fire survival cable with capability of surviving 750 degree centigrade for at least 90 minutes shall be used in ventilation, door, emergency circuits and control cables. For all design purposes the manufacturer shall restrict the working temperature to the rated temperature minus 100C. The length of power cables will be kept to minimum. Layout of cables will be optimised. High voltage 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. While selecting the cable, excessive vibrations that are experienced because of average track maintenance conditions in India will be specially kept in view in addition to the operational and environmental factors specified. WIRING AND CABLING Optical fiber cables for control signal purposes shall be as per international practices & standards. Harnessed cables with end connectors shall be provided as 100% standby.
4.20.2 4.20.3 4.20.4
4.20.5
4.21.0 4.21.1
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4.21.2
All connections shall be terminated on terminal bars of approved design, provided for the purpose. The terminal and wire cable ends shall be suitably marked to facilitate correct connections. Plugs/couplers and sockets will be used to connect pre-assembled units and to facilitate maintenance & ensure a better layout. No cable having conductor size of less than 2.5 sq. mm. shall ordinarily be used. Smaller size cables for internal wiring of panels, control cubicles, consistent with the mechanical and electrical requirements, may be adopted. Cables for terminal connections will have only crimped joints. The cables for wiring will use high-grade electrolytic copper stranded conductors tinned as per approved international standards and practice. MAIN MOTOR- COMPRESSOR SET Reciprocating compressor with motor of adequate capacity shall be provided so as to meet the total compressed air requirement under all operating conditions such as, but not limited to, brake system, control system, door closing mechanism, horns and air suspension spring etc. Tenderer shall quote for low noise reciprocating compressor of suitable capacity to suit the requirements as above. One motor compressor set shall be provided for each 2 cars and shall provide stand alone compressed air requirement for the same. The motor shall be 3-phase AC motor suitable for working from the 3-phase output of the Auxiliary inverter. Motor compressor shall be suitable for under-slung mounting. The compressor and associated pneumatic equipment shall be well located for easy access for maintenance. System design should be such that average duty cycle of each compressor without electrical braking does not exceed 50%. The compressor shall preferably be of two-stage type, with necessary inter and after cooler. The compressor capacity should be such that even with 2 compressors isolated in 8-car rake, the remaining compressor should adequately meet the compressed air requirement of the rake. During selection of compressor capacity, consideration shall be given to air leakages from pneumatic system, which starts taking place in course of time and age. The compressor shall not require overhaul earlier than the overhaul requirement of the rolling stock at workshop as specified in clause 2.10.1 of chapter 2. DOOR OPENING AND CLOSING Door operation shall be electrically actuated. Control for opening and closing of the doors of the coaches shall be with the motorman/ driver. All the doors shall normally open and close simultaneously. If there is failure of any door to close due to obstruction or internal mechanism failure or any other reason, indication to this effect shall be available to the driver and guard. The coach position in which the door closing/opening failure has taken place will be available on display on the drivers desk. An indication lamp for this purpose shall also be provided outside each coach. It will glow on the affected coach for its quick identification. System should be so designed that in case of non-closing of any door, the driver should be able to close and lock it manually and make the door inoperative to avoid failure of the rake. Since a large number of doors have to open and close at every station, very high reliability of operation is necessary. The MTBF of the complete door system of 8-car rake shall not be less than 5000 hrs based on one opening-closing operation per two minutes. The tenderer shall quote the MTBF figures.
4.21.3 4.21.4
4.21.5 4.21.6 4.22.0 4.22.1
4.22.2
4.22.3
4.22.4 4.23.0 4.23.1
4.23.2
4.23.3
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4.23.4
For the rake of passenger safety, the door closing mechanism should be such that in case of any external obstruction, the affected door should open out immediately. After the gap of 3 seconds door should re-closed. In emergency, it should be possible to open the doors manually. THIRD RAIL CURRENT COLLECTOR Third Rail Current Collector (TRCC) @ 4 per coach- 2 on each side of the coach at a proper distance shall be provided on each bogie so as to draw power from the third rail, positioned on either side of the running track. The TRCC shall be suitable for top collection and will be of adequate rating and mechanical strength. The current collecting material shall be low wear type without causing unreasonable wear of the Third Rail. The contact piece shall be of low dynamic mass and shall be applied with a contact force as constant as possible. Fire retardant and very low smoke type material only shall be used in TRCC.
4.23.5 4.24.0
4.25.0
TRAIN PROTECTION WARNING SYSTEM A Train Protection Warning Continuous (TPWS) system as per RDSO specification has been provided on the Kolkata Metro. It consists of track mounted equipment and car mounted equipment. The equipment to be provided on the Metro stock will be supplied along with the rake. The on-board equipment shall be interfaced with the vehicle electronic to achieve the function as detailed in the TPWS specification. The contractor shall study the TPWS in Kolkata Metro for this purpose.
4.26.0
4.27.0
HIGH SPEED DC CIRCUIT BREAKER Breaking capacity of HSCB shall be more than 45KA at 900 Volts at T=15 millisec with enclosure. HSCB to be provided shall comply to IEC 60077 Pt-III which deals with DC switch gear for rolling stock application. It shall comply IEC 61373 and relevant BS, NF, ASTM and DIN standards specification with regard to insulation material used for breaker and protection box. It should comply IP-54 protection at 50 degree centigrade. Offered HSCB shall have proven performance in rolling stock application and manufacturer shall have supplied more than 1000 HSCB working all over the world railways/metros for rolling stock application during last 5 years. TECHNICAL CREDENTIAL Tenderer shall furnish the data of major electrical traction equipment manufactured & supplied by them to various Railways for EMU and Metro application & tenderer shall also furnish the number of such equipment and date since when they are in service.
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CHAPTER-5 MECHANICAL REQUIREMENTS Clause No. 5.1.0 5.2.0 5.3.0 5.4.0 5.5.0 5.6.0 5.7.0 5.8.0 5.9.0 5.10.0 5.11.0 5.12.0 5.13.0 5.14.0 5.15.0 5.16.0 5.17.0 5.18.0 5.19.0 5.20.0 5.21.0 5.22.0 Description General Materials Construction Requirement for Strength of Car Body Floor Construction Head Stock Windows Drivers Compartment Doors Coach Interior Seats Car Exterior Vestibules Bogies Running Gear Riding and Stability Performance Traction Motor Drive Centre Buffer Couplers Brake Gear Passenger Emergency Alarm System Maintenance Requirement Workmanship & Processes Page no. 55 55 56 58 63 63 63 64 66 66 67 68 68 69 72 74 74 74 77 84 84 85
Chapter 5: Mechanical Requirements
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CHAPTER-5 MECHANICAL REQUIREMENTS 5.1.0 5.1.1 GENERAL Each rake consisting of four or more basic units and shall be completely equipped for independent two-way operation with drivers cab at each end. The rake of any length shall perform identically in both forward and reverse direction. The car body and attached equipment shall be designed to provide necessary clearances for the bogie and track profiles. The design must allow for 38 mm of clearance between car body and bogie for worst case operating conditions, except for any stops attached to the car body for limiting bogie movement or for bogie lifting during maintenance. Worst case conditions may result from horizontal and vertical curves, tracks super elevation, worn wheels, maximum passenger load, roll, yaw, lateral motion, and suspension system failures etc. 5.1.2 The structure of the car body including shell should be suitable for stringent Metro services and have a design life of at least 35 years in the services under dense crush loaded conditions with no fatigue or permanent deformation failure. The car shell construction shall provide structural stiffening and reinforcing members as required for structural integrity, mounting of equipment, and cosmetic appearance. The vehicle body shall consist of the roof, side walls, underframe, and end walls. The underframe shall consist of two end underframes, two side sills, body bolsters and floor beams. Intermediate body sills may be used in the underframe, if necessary. Not used. The body shall be of integral light weight construction consisting of separate assembly groups for under frame, side walls, roof and end walls, joined to form a tubular structure. These assembly groups shall be made from the rolled sections or pressed plates and plain sheets which are suitable for welding. The car body shall be made by spot/resistance welding as suitable and internationally acceptable welding procedure for austenitic stainless steel to be used in the manufacture of car. The car body structure shall be designed to make effective use of metal in providing the required strength and stiffness. Portions of the roof, side frame, and underframe shall be designed to form a girder to carry the longitudinal and vertical shear, and bending loads resulting from the specified vertical loads. In selecting the type and thickness of material to be used, the Contractor's design shall optimize strength, durability, and weight. The structural design shall be based on the specified loads and deflections. For structures not covered by this Specification, the design shall be based on the Contractor's experience, subject to successful stress analysis and testing. The structure and equipment supplied shall resist the specified loads with factors of safety consistent with those, which have been successful for passenger rail transit equipment. The coach structure shall be designed so as to withstand the load specified for the material used in accordance with International specification. Streamline design will be adopted for the shell. Proper aerodynamic profile will be provided to reduce wind resistance/drag and noise to bare minimum. Use of fibre-moulded sheets or any other similar material for the purpose of giving streamline body shall be avoided as far as possible. MATERIALS The car body structure, including sheathing, underframe, shall be constructed of light weight, high tensile austenitic stainless steel. The stainless steel shall be the extra-low carbon type, with carbon content less than or equal to 0.03 percent. All stainless steel structure which is in public view shall be AISI 301LN (low carbon, with nitrogen) or
5.1.3
5.1.4 5.1.5
5.1.6
5.1.7
5.2.0 5.2.1
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SUS301L (with Nitrogen) or better with a brush finish. Stainless steel sheathing on the side wall shall be flat while the stainless steel sheathing on the roof may be flat or corrugated. In case corrugations are provided on the roof, the depth shall not be greater than 12.7 mm. The corrugations shall not trap moisture. 5.2.2 Based on the consideration of strength and workability for different structural members of coaches, different types of Austenitic stainless steel as permissible for the coach manufacturing can be used. As such complete coach including underframe of the coach shall be of Austenitic stainless steel. This shall include the floor and any other sheet material used to cover the floor members. The selection of stainless steel shall ensure that there are no inter granular corrosion cracking and stress corrosion cracking. Tenderer shall confirm this with complete manufacturing and welding procedure/standards adopted and proof of its sustained successful working under loaded conditions as specified. The weight of the coaches shall be kept as low as possible consistent with adequate strength to meet the loading already specified in Clause 2.0 of Chapter 2 without exceeding stresses and deflections specified values for the coach structure. Tenderer shall also study local availability of Austenitic stainless steel being used for coach building with Steel Authority of India. CONSTRUCTION General The manufacturer shall ensure Interchangeability of components and uniformity of structure throughout the fleet For the purpose, a sufficient number of jigs, fixtures, and templates shall be used. Such parts of the bodies as under frames, side frames, end frames, and roofs shall be built on jigs. Interchangeability of all equipment hangers on all cars without the use of shims or elongated holes shall be ensured. Welding shall be used to assemble the car body structure. Resistance welding shall be used for attaching the sheath to the frame. Stiffeners shall be attached to the sheathing by resistance welding. The remainder of the car body structure shall be constructed by fusion welding or resistance welding. All weld patterns shall be identical on all cars. Resistance welding may be used for attaching the hangers and brackets to car frame in sub-assembly for subsequent attachment of equipment or the brackets, supports, pipe hangers, conduit supports and other attachments which are not part of the car body structure may be attached to the structure with mechanical fasteners. Suitable reinforcement of the car-framing members in subassembly shall be done to accept attachments during assembly. As far as possible, the holes for attachments shall be in the webs of framing members rather than in the flanges. At such locations where the attachment is made to a flange, suitable bulkheads shall be provided in the member at the location of the attachment to assist in transferring the load into the web. Gussets are to be full height. Where dissimilar metals are joined, they shall be protected against bimetallic corrosion. Tenderer shall corroborate the reason for using the dissimilar materials at such specific locations. Adequate drainage shall be provided in all body-structure members, and elsewhere as necessary to preclude water entrapment. Enclosed structural cavities shall be vented to prevent accumulation of condensate. In areas where water might be ingested, corrosionresistant drain pans and drain lines shall be provided and shall be arranged to divert the discharge clear of all equipment and structure. Means shall be provided to prevent clogging of drain lines and drain holes. Any enclosed structural cavities of the steel members shall be treated with a rust-inhibiting coating.
5.2.3
5.2.4
5.2.5 5.3.0 5.3.1 (i)
(ii)
(iii)
(iv)
(v)
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5.3.2 (i)
Camber and Deflection Car body camber shall be a smooth arc from end to end of the car body. The car body shall be built with positive camber such that camber shall not become negative with the car at high dense crush load during its designed lifetime. Positive camber in Tare load condition shall be furnished. The vertical deflection of a completely equipped car under High dense crush passenger load shall be furnished. All equipment including side doors and end doors shall operate satisfactorily and shall not bend due to deflection caused by variations of load from Tare to 130 percent of High dense crush load. Structural Connections Where ever rivets or bolts are used in combination with welds in a structural connection, the load shall be presumed to be borne by the welds only i.e. no sharing of the load by the rivets/bolts with the welds shall be permissible. When used in a structural connection, welds shall be designed to carry the entire load across the connection. Connections consisting of a primary structural member that resists the end sill, coupler, primary collision posts, secondary collision posts, bogie-to-car body connection, or bolster anchor bracket, loads shall be designed so that the ultimate strength of the connection exceeds the ultimate strength of the weakest member joined. All other structural connections shall be designed to withstand the worst-case normal loading specified. The welding procedure adopted for building the body shall be of international class and no weld spots etc. should be visible. No visible fastener head shall be permitted. Visible resistance welds shall cause a minimum of surface indentation, shall not cause permanent discolouration, and shall be arranged in uniform patterns. Detailed weld procedures shall be submitted as required. No visible fastener heads shall be permitted. All mechanically fastened connections shall be designed using a factor of safety of 1.5 based on proof load of the fastener. Clamping force friction shall be ignored in the design and analysis of mechanically-fastened connections. Subsequent to completion of primary car body structure manufacturing procedures, there shall be no attachment to the primary car body structure by welding except for hangers which shall be resistance spot welded to the web of a beam for attachment. Intermittent fillet welds on members under tension are not permissible. Similarly plug or slot welds on tension members are prohibited. Intermittent groove welds are prohibited. Stud welding to car body structure shall not be permitted. Stud welding to non-load carrying stiffeners and secondary structure is permitted. Self-tapping screws shall not be used for structural connections as far as possible. There shall be no tapped holes in car structure excepting attachment points of floor panels, interior panels and trim. Tapping plates may be used. Tapping plates shall be designed to the same strength standards as the equivalent nut. All holes for mechanical fasteners shall be clean and free of burrs. The Contractor shall devise a method of removing the burrs on the far (blind) side of a blind hole, and a method for its inspection. Surface Finish, Flatness and Painting. All exterior surfaces of the car body shall be brush finished as per international practices. The finish shall be approved by purchaser. All exterior non-corrugated surfaces shall be free of ripples and buckling. The surfaces of flanges and webs of all structural members shall be straight and flat, and free of ripples, buckling, dents, gashes and other surface imperfections.
(ii)
5.3.3 (i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
5.3.4 (i)
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(ii)
The maximum acceptable variation from a straight line for car body exterior surfaces and surfaces of flanges and webs of all structural members shall be maximum 1 mm over a length of 1000 mm and in similar proportion for other lengths. The car body side walls and end walls shall be painted or provided with colour bands as per the colour codes finalized during design stage. REQUIREMENTS FOR STRENGTH OF CAR BODY The framing and sheathing of the car body shall form an integrated structure capable of resisting, without permanent deformation or fatigue, the buffing and other stresses inherent in the type of service for which the cars are intended. The car body strength shall be sufficient to permit operation up to High Density Crush loading (HDCL) @ 12 standing passengers / m for the design life of the car without structural damage, or fatigue cracks. The shell shall meet the static and dynamic strength requirements stated in this section. The mechanical strength of the car body structure shall comply with the requirements of UIC 566 except for the compressive load, which shall be 1200kN applied at the end of the car body at the centreline of the coupler, and shall be compatible in respect of Crashworthiness. The tensile force shall be in the same ratio to the compressive force, as in UIC 566. The carbody, and any equipment mounted on, beneath or within it shall be designed to withstand the fatigue loads that the car body structure will encounter in service during its design life. The fatigue life assessment of body structure shall be carried out using recognised techniques and shall be submitted by the tenderer for review by the purchaser. FEM Analysis Stress analysis of the coach structure shall be done by Finite Element Method using a recognised computer programme such as NASTRAN, ANSIS or similar and shall be submitted for scrutiny and approval.
(iii) 5.4.0 (i)
(ii)
(iii)
(iv)
5.4.1
5.4.2 5.4.2.1 (i)
Energy Absorbing Structure General The design of the car body structure shall be such that the energy-absorbing capability are maximized within the specified static strength parameters. The car structure and its supplemental energy absorption devices shall be designed such that in the event of collision they minimise acceleration and jerk transmitted to passengers, by absorbing collision energy, whilst not permitting one vehicle to over-ride another, nor to telescope one into another. During such end impacts where the forces generated exceed the elastic capability of the structure, the car body structure shall crush in a controlled manner. Crushing shall commence at the ends of the structure and progress inward. During a crash, all of the end structural members shall retain their attachments to one another and to the roof and floor structures as specified. The underframe shall contain members designed specifically to crush at a controlled rate. These members shall provide the energy absorption required It shall be noted that the members provided for the purpose of mounting or otherwise of specific equipment in the underframe (such as the coupler and its attachments, and trainline boxes and equipment groups) shall not provide any portion of the energy absorption required in, nor interfere with the controlled crushing of the energy-absorbing members.
(ii)
(ii) (iii)
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5.4.2.2 (i)
Design Energy Absorption Values The amount of energy absorbed during controlled crushing of the end of the car body structure as specified shall be the maximum possible within body strength requirements and the car interior arrangement. A suitable proven energy absorption feature with associated collapse features shall be incorporated into the couple draft gear. There shall be no structural deformation between the body bolsters. The amount of energy absorption during controlled crushing of the end of the car body structure shall be as per Railway Group standard GM/RT 2100 issue 3 of October 2000 Structural requirements of Railway vehicles or better when loaded beyond proof load over the vehicle end to simulate a symmetric face to face collision with similar vehicle. The collapse distance shall be 1 metre maximum. Crashworthiness Analysis In order to assess the energy absorbing properties of the structure, a crush energy absorption computer analysis and simulation of the vehicle shall be performed. The analysis shall be based on the assumption that one vehicle impacts a fixed barrier or similar vehicle. A report of the analysis shall be prepared and submitted. Test results, if available for the similar design shall be submitted as above. However, actual crash test need not be carried out with the analysis. Criteria for agreement shall be included in the test results if submitted as above however, actual crash test need not be carried out. For any portion of the proposed design which is based on a service-proven vehicle with energy absorption capabilities that are the same as specified and that have been verified by analysis and test, the Contractor may provide data from previous test and crashworthiness analyses as needed to satisfy equivalent portions of these requirements. The supplier shall submit a detailed technical proposal and crashworthy analysis to specify the following in respect of the fully loaded vehicle (i.e. HDCL loaded 12 car train). The detailed proposal shall also specify the measures taken in the design to achieve the above objectives and the proposed verification to satisfy the effectiveness of the design. The report shall show structural members and the car body satisfy the crashworthiness requirements of the specification. The report shall demonstrate that the crushing of the car body is stable. The maximum collision speed at which there is no structural damage to the car body and the coupler. The car body shall be constructed so as to confine structural damage to localize areas during minor collision. The primary source of energy absorption shall be incorporated within the unit end coupler. At this collision speed the impact energy shall be absorbed within the recoverable stroke of the coupler resilient element and motion of the vehicle shall be arrested without any structural damage to the vehicle. The collision speed upto which anti climber protection provided on the vehicle head stocks shall remain fully engaged and operational. The maximum speed at which the cab structural collapse features deform completely, without damage to the car body. The maximum speed upto which energy of impact is absorbed by progressive deformation or end structure. The maximum speed upto which the end structural deformation is limited to that portion of the structure which is outboard of the bogie bolsters. There shall be no deformation between the bolsters. The Tenderer shall submit a detailed technical proposal and analysis to specify the following in respect of the fully loaded vehicle (i.e. High Dense crush loaded 12 car train): The maximum collision speed at which there is no structural damage to the car body and the coupler. The minimum collision speed at which the coupler energy absorption device fails.
(ii)
5.4.2.3 (i)
(ii)
(iii)
(iv) (v) (vi) (vii)
5.4.2.4
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The maximum speed at which the cab structural collapse features deform completely, without damage to the car body. The minimum speed at which actual structural damage commences. The detailed proposal shall also specify the measures taken in the design to achieve the above objectives and the proposed verification to satisfy the effectiveness of the design. The report shall show that structural members and the car body satisfy the crashworthiness requirements of the specification. The report shall demonstrate that the crushing of the car body is stable.
5.4.3
Stress Analysis The Contractor shall submit a stress analysis of the car body structure and equipment supports for equipment weighing over 90 kilograms. Stress analyses for supports for items weighing less than 90 kilograms may be requested for review at the discretion of Purchaser. The stress analysis shall be used to design the car structure to meet the requirements of this Specification and to obtain the lightest-weight car consistent with requirements. Structural tests shall be performed to confirm the adequacy of the design and the accuracy of the analysis. In this connection Clause 4.1 of chapter 5 & Clause 2 of Chapter 6 shall be referred. For any portion of the proposed design that is based on a service-proven vehicle, the Contractor may provide data from previous tests, historical data from operations, or stress analyses as required to satisfy the corresponding portion of these requirements.
5.4.4 (i)
Structural Design Loads For each joint design, the static stress at the Crush car body load shall be less than the stress that determines the allowable fatigue stress range. This stress range must be within the design fatigue stress range (fatigue limit) obtained for non-redundant or redundant structures as applicable. The dynamic factor shall be determined by the Contractor but shall not be less than 20 percent. The fatigue design shall be based on applied and allowable fatigue stress ranges at 10 million cycles. Floor Load The vehicle floor shall be designed to a uniformly distributed High dense crush passenger load plus interior equipment, such as seats, interior liners, and equipment boxes etc.
(ii)
5.4.4.1
5.4.4.2
Roof Load All parts of the roof structure and sheets, equipment covers, roof walkway, screens and other guards shall have sufficient strength to withstand, without permanent deformation, the following loads applied separately: The load imposed by maintenance personnel carrying tools and equipment while working on the roof, consisting of three concentrated loads of 1,112 N with a foot print of 3870 mm2 spaced 762 mm apart.
5.4.4.3 (i)
Jacking and Hoisting Loads Coach body shall lend itself to repeated lifting in workshops by overhead cranes or jacks without risk of damage. Suitable lifting pads shall be provided and marked in a distinguished manner on the coach body. The design shall be sufficiently rigid to withstand stresses imposed by lifting with overhead or breakdown cranes. Each car body jack pad and its supporting structure shall have a load factor of two based upon supporting vehicle weight. The vertical load on each jack shall be combined with a horizontal load of 10 percent of the vertical load applied in any horizontal direction. Under this loading condition, there shall be no permanent deformation of any car body structure.
(ii)
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(iii) (iv)
The same load factors as above shall apply for lifting pads. The car body with bogies attached, shall be capable of being lifted with four jacks, one at each quadrant of the car body either under the primary side collision post or bolsters, in any combination, without permanent deformation of any car body structure. The assembled car, with bogies attached, shall be capable of being lifted with two jacks at diagonally opposite corners of the shell without damage to the car body or any part of the assembled car. Equipment Loads The load factor for the design of all underfloor, side, end, roof, in-roof and interior equipment, any portion of the equipment, equipment boxes, equipment hangers, safety hangers, and the car body supporting structure shall be five in the longitudinal, three in the vertical direction, and two in the lateral direction. The load shall be equal to the weight of the item multiplied by the appropriate load factor. The specified tri-axial loadings shall be applied separately; such loading may develop the ultimate load-carrying capacity of the member being investigated. With one less than the total number of supports, the remaining supports shall withstand not less than one-half of the required loadings without exceeding the ultimate loading capacity of the members. All supports shall be fatigue-resistant throughout the design life of the car. Equipment within an equipment box need not meet the above criteria provided it can be shown that the equipment will not penetrate the walls of the equipment box when exposed to these load levels. The equipment box shall conform to these load criteria with the rearranged equipment (i.e., equipment that is presumed to have broken loose) in addition to its normal arrangement. Structural connections in equipment supports shall be subject to the requirements specified. In particular, equipment support fastenings shall be designed so that in no case shall either the strength of a fastener, or the shearing of the fasteners through the base material, be the limit of the carrying capacity of a member. Underfloor Equipment Supports Underfloor equipment weighing more than 90kg shall be supported directly by the side sills, body sills, or by transverse floor beams or longitudinal supports between transverse floor beams. All equipment shall be mounted with at least four supports, unless otherwise approved by Purchaser. Dissimilar metals shall not be allowed at connections. Connection components shall not require disassembly, for maintenance, or for removal and replacement of equipment. Equipment requiring removal and replacement for other than accident damage shall be supported so that both bolts and nuts are accessible. Equipment supported on resilient mounts shall be essentially be provided with safety straps or other devices for support in case of mount failure. The underfloor mounted equipment shall be provided with additional safety arrangement and shall be retained within clearance envelope after loss of any point of support. Equipment mounted on resilient mounts shall be designed to achieve positive retention above the clearance line in case a mount fails. No equipment weighing more than 10 kg shall be supported by threaded fasteners in tension or shear. No equipment shall be supported by bolts in holes tapped in the car structure. However, it is permissible to use tapping plates in accordance with the requirements specified. Equipment or equipment supports shall not contribute to nor detract from the controlled crushing of the structure as required.
(v)
5.4.4.4 (i)
(ii)
(iii) (iv)
(v)
5.4.5 (i)
(ii)
(iii)
(iv)
(v)
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5.4.6
Corrosion Protection A corrosion-resistant coating, as specified and if required, shall be applied to the entire underframe and the inside of side and end sheets. A corrosion resistant coating is not required on stainless steel members except for sound deadening as may be necessary to meet the noise limits specified.
5.4.7 5.4.7.1
Jacking and Hoisting Provisions General The lift and jack pads shall suit the construction of the car and the lifts, jacks, and stands in use in the purchasers workshops/maintenance depot. The jacking and hoisting arrangement shall be designed so that: Cars can be jacked or hoisted individually and as a Unit. Individual cars can be jacked or hoisted at one end while supported at the truck pivot at the other end. Diagonal jacking of a car with bogies attached as described in the diagonal jacking test specified shall not cause any structural or cosmetic damage, or cause degradation of the water tightness of any glazing. Trucks shall be retained with the body during jacking or hoisting unless intentionally disconnected.
5.4.7.2
Jacking Pads There shall be a minimum of four jack pads on each side sill. One jack pad shall be located under each primary side collision post. Another set of jack pads shall be located at the bolster to permit jacking the car with purchaser standard floor jacks so that the truck can be rolled from under the car without removing any equipment or structure. The bottom of all jack pads shall have a non-skid surface to provide frictional resistance against incidental horizontal loading between the jack pad and jack head.
5.4.7.3
Lifting Pads There shall be lifting pads located at the bottom of the side sills between the bolsters. These pads shall be designed for lifting the car with both trucks attached using a purchasers overhead crane with lift hooks. The car shall be capable of being lifted with four jacks, one at each quadrant of the car body in any combination.
5.4.7.4
Drop table Support: There shall be a specific location at the bottom of the car body side sill designed to accommodate drop table support pads. The car shall be capable of being supported at one end, without its truck attached, by the carbody support pads of the drop table while the other end is supported on its truck. The suitable drop table shall be designed and supplied by the contractor. The support pads shall be movable and shall preferably be suitable for the existing metro stock used by Metro Rly. Kolkata.
5.4.8 5.4.8.1
ROOF Roof Structure The roof assembly shall be constructed of carlines, purlines, and roof sheathing covering the entire roof area. Equipment mounted under the roof suspended from the roof structure shall be bolted to the framing members. The framing members shall be reinforced in sub-assembly to accept the equipment load.
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5.4.8.2
The roof shall be designed to form a satisfactory chord to the super-structure and be capable of supporting, without permanent deformation, vertical downloads of 115 Kg spaced every 750 millimeters, as would be equivalent to men working on roof with tools. It shall be designed to take concentrated load of two (2) men standing close together at any point. The construction shall be absolutely water-tight. A light steel ladder shall be provided on one end of motor coach to permit access to roof. Suitable provision on the roof shall be made for maintenance space for attending the roof equipment. The supplier shall ensure that adequate water drainage from the roof such that no water is discharged into the vicinity of passenger door way. Rain gutters shall be provided over windows and doors. Roof equipment arrangement designed shall not permit accumulation of water. FLOOR CONSTRUCTION The floor shall be constructed so that all applicable noise, vibration, strength, and fire endurance rating requirements are met. It shall provide high resistance to fire and to noise generated beneath the vehicle. The flooring on the corridor area shall be additionally strengthened to take care of the standing passengers under Dense crush load. The surface of the floor should have anti-skidding property. The floor panels shall meet the fire resistance requirements specified in UIC 514-2 OR. The floor design shall allow the floor covering to be removed without damage to the floor sub-structure. The panels shall be insulated from the metallic structure by elastomeric tape. The floor deck shall be designed to withstand the dead load plus a High dense crush passenger load. The floor deck shall be flame retardant and moisture proof. The complete floor areas under the structural underfloor members shall be fully insulated against noise and humidity. Specific measures shall be taken to insulate the floor from passing noise generated by suspension, wheel and braking etc. The cab floor shall be clear of all discontinuation and shall not incorporate access panel to under floor mounted equipment, junction boxes and cable duets. The design shall allow easy water washing of the cab floor without damage of the floor or equipment. The floor construction shall be such that it does not permit water to seep through the floor and cause corrosion to floor / under frame components. The floor covering shall be waterproofed and sealed, resistant to staining, and shall be easily cleaned using conventional floor cleaning methods and media. The floor design shall allow the floor covering to be removed without damage to the floor sub-structure. The sub-floor shall be insulated for anti-drumming and noise suppression. The floor structure shall provide a high resistance barrier to any fire generated beneath the vehicle. Fire resistance characteristics shall conform to international standards BS-6853, 1999. RDSO code for prevention of fire in the coaches shall also be referred for guidance. HEAD STOCKS They shall be of robust design suitable for lifting by break down lifting gear.
5.4.8.3
5.4.8.4
5.5.0 (i)
(ii)
(iii) (iv)
(v) (vi)
(vi)
5.6.0
5.7.0
WINDOWS: Window shall be double pane vacuum sealed with clear toughened glass. The window shall be such that a seated and standing passenger body can see out of the window.
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5.8.0 5.8.1
DRIVERS COMPARTMENT The general layout and arrangement of equipment in drivers cab shall follow UIC 651 with respect to dimensions, safety features, furnishing, lighting, ventilation, noise level, field of view, drivers desk, seats etc. Spot lights shall be provided at suitable locations. Window in the drivers cab shall be in accordance with the UIC 617. Wind shields shall be constructed of a clear safety glass to withstand the impact of solid projectile according to UIC 651 at of maximum speed of 80 Km/h and preferably shall be of bullet proof glass and shall additionally conform to UIC 566. Penetration shall be confined to the outer glazing. The inner glazing may be damaged but shall not be penetrated by the ball, and no sharp particles shall penetrate into the cab. Not used. A cab shall be provided on each driving coach. Cab shall be ergonomically designed. The driving position shall be on right side of the driving cab. The brake cum master controller shall be on right hand side. Various panels meant for the driver shall be so laid that they are easily accessible and readable and driver is not required to move physically for any operation during the run. Additional seat shall be provided on left hand side. The cab shall be adequately insulated against noise, vibration, heat and ingress of water and dust. The panels and driver seat shall be so placed relatively that driver gets best forward view. Access to the cab each will be from either side of the cab by means of doors opening inwards or shall be of sliding type flushing with the side wall when closed. Lighting of the drivers console shall meet the requirements of UIC 651 which stipulates a 2 minimum 60 Lumens/m measured at driving control desk. Each driving cab shall be provided with the following in addition to others: Two-pneumatic/electric motor driven wind screen wipers with emergency manual control. Suitable and adequate ventilation arrangement for two crew. Two fire extinguishers and one first aid box One signal exchange device- details shall be decided during design stage One dual tone heavy-duty pneumatic horn. Communication arrangement between driver & guard and any other facilities for train information and data management system. Provision of a minimum 600mmx300mmx300mm space for installation of any additional equipment in future. Cab Floor The cab floor shall be clear of all discontinuities, and shall not incorporate access panels to underfloor mounted equipment, junction boxes and cable ducts. It shall be possible to undertake water washing of the cab floor without damage to the floor or equipment.
5.8.2
5.8.3 5.8.4
5.8.5 5.8.6
5.8.7 5.8.8 (a) (b) (c) (d) (e) (g) (h) 5.8.9
5.8.10
Cab Lighting The cab shall be provided with ceiling lights, providing 150 lux at 1 m above floor level. It shall be operated automatically by the opening of either cab door, and extinguished manually form within the cab.
5.8.11 Front end emergency door: 5.8.11.1The front of the cab shall be fitted with a dual-purpose door, flush with exterior panels, to provide an aesthetically pleasing exterior, to provide emergency exit for train crews and passengers. It shall be arranged to provide:
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(i) Train to train mode: To transfer passengers safely from a defective train to a rescue train placed nearby. It shall be arranged that the front door, complete with all accoutrements, can be pushed outwards a sufficient distanced to enable the innermost door furniture to clear the door jamb. In this mode, a lightweight but strong metal chequer-plate bridge panel shall be provided, capable of being locked into position across the space above the auto-couplers, to enable staff and passengers to move in orderly fashion to safety. The bridge width shall be not less than 600mm. Full details shall be provided. (ii) Train to track mode: To move train crew and passengers from a defective train onto the tack, it shall be arranged that the front door be released at the top, but leaving in position a hinge arrangement at the bottom, allowing the door to be pushed outwards unfolding into a two section ramp minimum 600mm wide tread, the surface of which is faced with a huge friction material, and the outside edges marked with fluorescent guide lines. 5.8.11.2The assembly shall be complete with all necessary guide straps, which will enable walkway to be lowered onto the track, while restraining the ramp from hitting the track bed and thereafter giving support to those negotiating the ramp. 5.8.11.3Full details of the arrangement shall be given, the equipment necessary to return the door to its normally stowed position shall be provided. All necessary ancillary equipment to enable the train to be moved after emergency de-trainment shall be provided as parts of the scope of equipment under this clause. 5.8.11.4For both the above modes, simplicity of operation is imperative. Instructions shall be displayed to enable passengers, unfamiliar with the equipment to operate the emergency door, in either mode, when the driver is incapacitated. 5.8.12 Destination indicator The train destination indicator shall be located at the top. A modern high-resolution display in three languages. Full details of the data to be incorporated will be provided to the Contractor. Data input shall be from the drivers console as part of the setting up procedures. Access for maintenance and adjustment shall be from within the cab. 5.8.13 Driver Seat The drivers seat shall be cushioned with fire retardant materials and fully adjustable in the longitudinal and vertical directions. The seat shall be folding to provide sufficient lateral passage between the centre of the cab and the side door. 5.8.14 Driving console lighting Lightening of the drivers console shall meet the requirements of UIC 651 OR which stipulates 2 a minimum of 60 lumens/m measured at the driving control desk. 5.8.15 Cab side doors There shall be a cab side door on both side of the cab. The doors shall be manually operated. It shall be possible to lock, unlock, open and close the cab side doors from track level also. (i) The cab side doors shall be lockable from inside without the use of a key, or from outside using a key. (ii) The cab side door shall be positively retained in the closed position under all operating conditions. (iii) The assembly of the cab side door, including the mounting tracks, door retaining mechanism, cushioning, bumper, stopper etc. shall be of a robust design that can withstand rough handling including slam-open and slam close by operation and maintenance personnel.
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(iv) (v) (vi)
The doors shall be sealed against draughts, noise and water. The door shall be positioned such that access to the cab is free from obstructions. The clear door opening width shall be 650mm 50mm. Each cab side door shall contain a fixed window, which shall be flat and positioned to avoid stress points resulting from any change in angle of the body side.
5.8.16 Compartment to Cab door (i) There shall be a door between the compartment and the cab. The clear door opening shall not be less than 600mm wide. In normal operation opening of door from the compartment shall require the use of a special key. (ii) Opening the door from the cab shall only require the train operator to operate a handle. No key shall be required. (iii) The door shall not be possible to be locked, bolted or wedged from either side of the door to prevent opening. (iv) In emergency, it shall be possible for a passenger to gain access to the locking device, to permit access to the cab, for operation of the emergency end door. (v) A visual and audible alarm shall be activated in the event that the compartment to cab door in the unoccupied cab is opened. 5.9.0 (i) (ii) (iii) DOORS 4 pairs of double leaf sliding doors shall be provided in all coaches and shall give clear opening when fully opened, of not less than 1400 mm. The door sill shall be constructed from or equipped with slip proof profile with excellent wear resistance and drainage effect for rain water. The sliding mechanism shall be such that it shall be possible to operate satisfactorily under both rainy and dusty conditions. It shall be so designed as to prevent water seepage and avoid corrosion. COACH INTERIOR General Considerations The coach interior shall be based on modern aesthetics with considerations to optimise passenger comfort, safety and security as well as to minimise noise in the coach. Grab-rails, fluorescent lighting, passenger information displays, public address loud speakers, and passenger alarm devices to permit passengers to make the driver aware of problems shall be provided. The grab rails shall be of stainless steel and shall suffer no permanent deformation when subjected to loading conditions during service. These shall be so positioned that most of passengers ( at least 95 % ) can always access a rail without having to reach more than 300mm. Anthropological details of Indians shall be considered during the design. External panelling, including the under surface of the car roof and all interior surfaces of car body side panels shall be coated with suitable anti-drumming compound. The body side and roof outer skin shall have a suitable thickness of approved acoustic insulting material bonded to their interior surfaces. The design will minimise assembly and disassembly time and it will be possible to remove individual horizontal rails without disturbing other parts of the assembly. Joints between grabpoles and grabrails will be covered by suitable fastening elements forming part of the interior styling concept. The design of interior fittings shall be safe under all conditions of passenger impact, during emergency braking and buffing under fully loaded condition. All non-metallic materials shall satisfy the requirements of flammability and smoke emission limitations.
5.10.0 5.10.1 i) ii)
iii)
iv)
v) vi) vii)
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viii)
Dedicated space shall be provided in the nominated trailer car for accommodating the wheel chair complete with its occupant. Detail proposal regarding provision of special arrangement to be made for handicapped passengers shall be finalized during design stage. Corrosive atmospheric conditions in Kolkata should be kept in view while selecting material to make sure no corrosion takes place during whole lifetime. Interior Furnishing All interior must be finished with good blending and good slow ageing properties to provide a pleasant, high-quality interior and for ease of cleaning and maintenance. Ceiling and Side wall paneling shall be so constructed as to facilitate removal for attention to the interior steel surface body panels and coach structure. All internal panel surfaces shall be finished with modern low flammability, low smoke emission, and low toxicity laminates. All internal panels shall be resistant to graffiti, scuffing, vandalism, and cleaning agents. Rounded corners or coving shall be provided wherever mutually perpendicular flat plane surfaces abut. Metal kicking strips of 150 mm depth with radiuses coving are required on all exposed vertical surfaces above floor level. The coaches shall be furnished with lightweight, fire retardant, non- toxic materials. The furnishing shall be of highest international standards. Use of moulded materials, suitable for such application, shall be maximised. Interior paneling shall be without any visible screws. Long tubular structures of stainless steel or other suitable material shall be provided at suitable height for the standing passengers at doorways and aisle. Luggage racks shall be provided at suitable height on the side walls. Advertising Provisions: Provisions shall be made for advertising panels. The number, locations and dimensions of the panels shall be coordinated with and approved by the purchaser. The tenderer shall propose arrangements for map and advertisement holders in the saloon. He may also propose alternative and additional display systems which satisfy the above intentions. The area between top of body side windows and the ceiling shall be utilised for advertising displays. Details shall be worked out during design stage. As far as possible, fastening devices, fixings and securing screws shall not be visible from within the saloon. Gaps between all interior-lining panels, kick strips, seat shell, etc. shall be minimised. The effects of thermal expansion shall be taken into account and all unsealed gaps shall not exceed 1mm in width or depth where feasible. Suitable cushioning at panel joints shall be provided to suppress noise. Two 10 kg. fire extinguishers shall be installed in each coach at readily accessible locations near the ends of the coach. The fire extinguishers shall be of suitable type for all types of fire possible in the coach. Contractor shall submit alternative and superior design proposals as well. SEATS There shall be only one class of accommodation in all the coaches of the rake. Uniform, longitudinal type seating arrangement along the side wall shall be adopted and shall be as per approved layout. The seat material shall provide a smooth scratch resistant surface without additional coating /painting. Seats shall be ergonomically designed. Design and selection of material shall take into account the vandalism related activities as well. The details shall be worked out during design finalisation.
ix) 5.10.2 i) ii) iii)
iv)
vi)
v)
vi) vii)
(viii)
(ix) 5.11.0 5.11.1
5.11.2
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5.11.3
The seats shall be firmly fixed to the frame, which shall be robust enough to stand overload and misuse. It is informed that during the peak loading condition, seat meant for one person may be utilised by more than one passenger at a time. The design shall withstand such abnormal loading which may arise during service. Underseat supports shall be constructed and located to allow for clearance, provide easy access to the floor below the seat for cleaning, washing and accessibility. Car Exterior The appearance of the car exterior must be of a modern and aesthetically pleasing profile. The car exterior finish shall not require paint for protection. Proposals for measures that will maintain the original appearance of the car exterior from undue deterioration, staining or streaking, including appropriate chemical cleaners shall be submitted. The KOLKATA /METRO logo (to be advised after contract award) shall be applied on both sides of the car at both ends at a location to be advised later. The car number shall be applied on both sides of each car both ends, both externally and internally and also inside the cab to be easily visible to the train driver. A longitudinal colour band or other branding image shall be provided along each side of each car. The colour scheme shall be agreed upon during the design review of the cars. The cars shall be completely watertight and be able to withstand an agreed water test, simulating a train traveling at speed under severe climatic conditions of Kolkata as well as passage through automatic wash plants. The design of the car exterior shall generally be aesthetically pleasing, and shall minimize the build up of dirt. VESTIBULES: The design of the vestibule arrangement should generally be as per UIC-561 and RDSO Specification No.C-8812.
5.12.0 5.12.1 5.12.2
5.12.3
5.12.4 5.12.5
5.12.6 5.13.0
5.13.1 i) ii) iii) iv) v)
Exterior The coupled vestibule arrangement shall be completely weather and draught proof. There should be minimum gap between the platform edge and the exterior of vestibule, arrangement. The structure of vestibule arrangement shall have proper manual locking arrangement. Structure of vestibule arrangement in one car shall be interchangeable with another car. A temporary light weight vestibule covers with locking arrangement shall be provided which can be operated by single person, to protect the car interior from adverse weather when the car is stable (not in unit formation). Interior The vestibule area should be utilized for accommodation of the passengers/equipment as much as possible for better space utilization. The passage width of the vestibule arrangement shall not be less than 1400 mm and the head room shall not be less than 1900 mm. The interior shall be smooth and with good aesthetics. There shall be no such area where dirt/garbage etc. shall entrap. The interior shall be easy to clean. The parts of vestibule shall be such that it should not be possible to open or move apart the components of vestibule arrangement to gain access to exteriors of the vehicle. There shall be no such area in vestibule arrangement where fingers may be entrapped or cause any injury to passengers.
5.13.2 i) ii) iii) iv) v)
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5.13.3 i) ii) iii) iv) v)
Flooring The floor inside the vestibule arrangement shall be of the same floor level, of the coach, difference if any shall not exceed 20 mm for this height difference proper ramp arrangement shall be made to avoid inconvenience to passengers. The vertical gaps between the hinged moving footplate of the arrangement and the floor level of the car shall not be more than 5mm. Proper arrangements shall be provided to minimize the wearing of footplates. The vertical relative movement of the two adjacent coaches shall not cause the footplate arrangements to left the plates so as to cause injury to the passengers. Proper sealing of the vestibule arrangement shall not allow water leakage into the car. Sufficient insulation measures shall be taken to reduce the inland noise and requirement of air conditioning of coach shall be met. The components of vestibule arrangement shall give a service life of minimum fifteen years except those susceptible to deterioration like flexible elements, which shall give a service life of minimum 8 years. Strength The strength of the floor shall meet the requirement of the flooring of the car. The vestibule arrangement shall withstand following loads without permanent deformation. A differential pressure between inside and outside of the vestibule arrangement of 2 25KN/m . A concentrated perpendicular load, acting from within the arrangement of 1000N applied over an area of 0.1m 2 anywhere on the surface of the sidewall. c. Load of passengers traveling in vestibules. BOGIES : General design: Each coach shall have two 4-wheel bogies of robust welded frame design suitable for taking load from brake gear, suspension etc. and capable of withstanding the maximum static and dynamic stresses under the High Density Crush loading @ 12 standing passengers / m and under the speed, acceleration and deceleration values as specified. In case of motor bogies, the static and dynamic load imposed by motors and gear drive has also to be taken into account. The proven bogie design shall be optimized for state of the art drive system based on high speed 3-phase traction motors and should have worked satisfactorily in suburban services under similar loading and operating conditions. The Tenderer shall provide evidence to support the suitability of the proposed bogie by reference to previous design and service experience The bogie will be of proven design and capable of running in high speed range of 80 Km/h service speed and hence test speed of 90 Km/h. (Testing is to be done at a speed 10% higher than proposed speed) The bogie will be provided with two stage suspension, and have adequate damping in both vertical, lateral and if required in yawing modes also. Calculations for determining the spring characteristics and damping value in various modes will be submitted. The springs used in the primary suspension, will be of best quality and will be designed and manufactured for maximum fatigue life. Spring stresses under condition of maximum dynamic augment will be within endurance limit of the spring material. Springs will be painted with anti-corrosive paints. Details of all metals parts of springs shall be given anti corrosive treatment or provided with anti corrosive paints. Details of spring material and design will be furnished.
5.13.4 i) ii) a. b.
5.14.0 5.14.1 5.14.1.1
5.14.1.2
5.14.2
5.14.3
5.14.4
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5.14.5
It shall be constructed to continue in service, under normal operating conditions for at least its designed life of 35 years, assuming normal wear and tear, and maintenance. During that period, there shall be no major rebuild, repair or strengthening of any bogie structural members. The bogie frames for trailer coaches and motor coaches shall have interchangeable components to the maximum extent possible. Carbody and bogie construction tolerances and distortions shall be compensated by the incorporation of shims, welded into position, and which shall become a permanent fixture on the carbody and bogie respectively. The design shall provide means for easy compensation for wheel wear and loss of height in the bogie resulting from other causes. The bogie suspension, in conjunction with the carbody, shall be designed to enable cars to operate satisfactorily on track with the maximum specified track twist. The axle yaw stiffness and the rotational resistance of the complete bogie shall be such that lateral flange forces generated when negotiating the track alignments for the route specified are not so high to led to excessive rail wear and wheel flange wear, but shall be sufficient to obviate bogie or wheel set hunting. The weight of the bogie shall be as low as possible consistent with strength and robustness. The bogie shall be capable of negotiating curves, turnouts and gradient as specified in chapter 2. The bogie shall be of robust construction strong enough to withstand heavy duty with adequate safety margins. It shall be possible to adjust the buffer height in a simple manner. Proper matching of bogie with body, by proper frequency separation between them to avoid resonance, shall be ensured. Suspension Tenderer shall submit state of art and proven design of bogie suspension suitable for the track structure and severe climatic condition as described in Chapter 2. Modern 2-axles bogies having pneumatic suspension in the secondary stage shall be offered after certifying its suitability for the adverse loading and climatic conditions of India. Special care shall be taken to arrest any choking of pneumatic connections due to extreme dusty and humid ambient. The primary suspension shall consist of rubber / metal or any other type of springs of proven design. The vehicle shall remain dynamically stable throughout the speed range of the train under all loading conditions. In the event of either complete or partial deflation of the secondary suspension, the car shall operate safely up to the maximum speed as permissible for the back up spring for the specified track conditions. However, this speed shall not be less than 50Km/h. The tenderer shall specify the speed permissible under such condition. If any air spring gets deflated, an indication to this effect shall be made available to the driver.
5.14.6 5.14.7
5.14.8 5.14.9 5.14.10
5.14.11
5.14.12
5.14.13 i)
ii)
iii)
Suitable arrangement shall be provided to monitor the condition of air springs (such as deflation during operation etc). In case the situation warrants the reduction of speed, the appropriate massage shall be available to the driver for reducing the speed of the train. If so desired, during the design stage, the speed reduction during such eventualities shall be made automatic and shall be duly recorded by the vehicle electronics. All vehicles shall be dynamically stable and so designed that no part of the car shall infringe the kinematic envelope at any speed up to 90 kmph.
(iv)
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5.14.14
Bogie Construction :
5.14.14.1 Bogie Frame i) The bogie frames shall be fabricated type, robust construction, using weather resistant high tensile carbon steel to an approved international standard, capable of withstanding heavy duty, the design incorporating adequate safety margins. The bogie frame construction shall be consistent with good mechanical design, be as light as possible. The successful tenderer shall submit for review detailed calculations, including a finite element analysis under different boundary conditions, to demonstrate that the strength of the bogie frame is adequate for the specified loading. The bogie frames for all the cars shall be identical unless justified otherwise. The Contractor shall undertake full fatigue strain gauge and suitable non-destructive tests on a pre-production bogie frame and submit the report. The strain gauge fixing locations and the applications of forces for static as well as for fatigue testing shall be decided at the time of design finalisation / testing. All fasteners for bogie mounted equipment or components shall be positively locked. The use of self-locking nuts alone is not acceptable. A corrosion protection control programme for the bogie shall be submitted. Bogie Arrangement Vehicle height variation due to wheel wear and re-profiling shall be adjusted by packing. This shall be made possible without disconnection or removal of the car-body from the bogie. The maximum floor height reduction on this account shall be for review by the purchaser. Hydraulic dampers shall be provided as necessary to control and limit the vertical and horizontal oscillation of the car-body. The bogie shall be attached to the car-body in such a way so as to permit lifting of car-body and bogies as a complete unit. The tenderer shall indicate the minimum safety factor used, taking account of the yield stress for all support members. Arrangements shall be made to exchange wheel sets with the minimum dismantling of bogie components being required. The car-body shall be easily detached and lifted from the bogie. It is preferred that the tenderer may consider offering a design to permit access to one or more easily located fasteners, accessible from the side of the vehicle without the necessity for a pit between the rails. The arrangement should allow the bogie to be mechanically disconnected, permitting the body to be lifted sufficiently far to provide access between body and bogie to disconnect traction motor cables, brake system flexible pipe connectors, and secondary suspension leveling valve linkages, etc. The bogie frame shall have a suitable arrangement for lifting the bogie frame from the wheels and for lifting the complete bogie during maintenance in the workshop. Body to bogie connection shall be easily accessible to facilitate exchange of bogies. An effective system of guiding shall be provided to assist the exchange of bogies following repair. Interval between major bogie overhauls in terms of kilometres travelled during the services shall be furnished. The weight of all bogie components including total un sprung mass shall be submitted.
ii)
iii) iv)
v) vi) 5.14.14.2 (i)
(ii) (iii) (iv)
(v) (vi)
(vii)
(viii) (ix)
(x) (xi)
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(xii) (xiii)
The air suspension shall have 4-point control system. Secondary suspension backup/emergency spring, which shall become operative in the event of full deflation of air springs, shall be fitted. The car shall be capable of safe operation up to the specified maximum speed with deflation of any or all the air springs. In the event one air spring becoming wholly or partially deflated, the complete air spring system of that bogie shall be correspondingly exhausted to ensure that the car body remains levelled laterally, and can continue to operate safely. The car body centre pivot shall be capable of permitting the full range of bogie movements without excessive restraint.
(xiv)
(xv)
Traction linkage(s) shall be provided, and located such that the ride characteristic of the vehicle is devoid of any pronounced fore-and-oft and pitching motion 5.14.14.3 Bogie Strength The mechanical strength of the bogie frame shall comply with the requirements of UIC 615-4 and UIC-515-4 and the requirement of this specification. 5.14.14.4 Bogie mounted equipments (i) Equipment mounted on the bogie frame shall withstand without permanent deformation the load associated with the following acceleration acting on the mass of the items of equipment. a) vertically 20g b) transversally 3g c) longitudinally 5g Equipment mounted on the bogie frame shall have a fatigue life of not less than 10 cycles under loads associated with the following acceleration acting the mass of the item of equipment: a) vertically 10.0g b) transverse 1.5g c) longitudinally 0.2g Equipment mounted on the axle box shall withstand without permanent deformation the loads associated with the following accelerations acting on the mass of the item of equipment: a) vertically 50g b) transverse 5g c) longitudinally 5g Equipment mounted on the axle box shall have a fatigue life of not less than 107 cycles under loads associated with the following accelerations acting on the mass of the item of equipment: a) vertically 25.0g b) transverse 3.0g c) longitudinally 0.5g The acceleration level specified in para (i) and (ii) above, can be reviewed by the employers representative, based upon international standards or norms followed by reputed metro railways. Finite Element Analysis Finite element analysis shall be demonstrated using validated software, and detailed calculations submitted for the above-mentioned strength (including static and fatigue). 5.15.0 5.15.1 RUNNING GEAR The axle shall be designed in accordance with UIC 515-3.Axle shall be designed to have fatigue life of at least 35 years.
7
(ii)
(iii)
(iv)
(v)
5.14.14.5
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5.15.2
The 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 condition and track geometry indicated in chapter 2 confirming the reason for preference for particular type and make, acceptable to RDSO. Detail calculations for this will be submitted. Journal bearing shall be grease lubricated and sealed. They shall not have less than 90 percent probability of an expected life of at least 3 x 106 Km at Dense crush loading conditions i.e. 10 passengers/m 2 when computed as per method given in ISO 281/1. WHEEL AXLE AND AXLE BOXES: Wheel and axle dimensions shall meet the requirement of the Indian Railway Schedule Of Dimensions 1676mm gauge of 1929(reprinted 1973). Solid one piece, mono-block, multi wear, heavy duty rolled steel wheels will provided generally conforming to IRS-R-19/93 Part-II (Rev.I) Copy can be collected from RDSO. Suitable new wheel profile shall be adopted. 860mm dia. wheels shall be used. Permissible wheel wear in diameter from new wheel to condemning wheel shall not be less than 80mm.The wheel and axle shall be suitable for 17 tonne axle load. Hollow axles shall not be used, non-powered axles shall generally confirm to IRS-R16 and powered axles to IRS-R43 as the case may be. Copy of the same may be collected from RDSO. Stress calculations /FEM of wheel and axle shall be submitted. The FEM will take into account the maximum values of vertical, lateral and thermal loads. The calculations shall be done as per AAR/UIC specifications. The drawing of wheel shall also be submitted The rim thickness of the wheel will be adequate to provide for a minimum wheel wear. 40 % 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. All wheel and gear seats and traction motor suspension bearing journals are required to be cold rolled together with stress relieving groves machined in the axle, between wheel seat and the gear seat and between the wheel and Traction Motor suspension bearing journal of the axles. Facilities for oil injection for removal of wheel shall be provided. Standard axle box, roller bearings will be grease lubricated and of type which have given satisfactory performance/ service on Metro services. Special attention shall be paid to sealing arrangement of the ends of the axle box, to prevent ingress of water, dirt and loss of lubricant. The sealing arrangement shall ensure that axle box will not need any special maintenance even if it is submerged in water. The design of labyrinth will be such as to prevent the ingress of dust into axle boxes or outflow of grease from axle boxes. One of the axle box and cover (not the leading one) shall house speedometer generator with suitable adopter. Care shall be taken to provide special protection arrangement for the generator and cable connection against any extraneous objects. The connection shall preferable be taken from the top of the axle box. Complete working drawing of the axle box with bearing and its components shall be submitted for approval along with maintenance instructions. The axle box body shall preferably be of cast steel. The bogie frame, axles, anti roll bar and any other component, list of which shall be submitted with details of design and calculations and all major components shall be designed for a life time of at least 35 years.
5.15.3
5.15.4 i) ii) iii) iv)
v)
vi) vii) viii)
ix) x)
xi)
xii) xiii) xiv)
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xv) (xvi)
The successful tenderer will be required to provide recommended lubricants which shall have been proven in similar railway service of the axle bearings. An alternative lubricant, manufactured in India can also be identified by the successful tenderer, in conjunction with the bearing manufacturer, and the lubricant manufacturing industry. Natural frequencies of the wheels, axles, axle boxes and other unsprung equipment shall have sufficient separation between natural frequencies with the track structure to avoid resonance. RIDING AND STABILITY PERFORMANCE The MRS rake as a whole under the loading condition as specified, will be capable of running satisfactorily as per the international standards and parameters defined in this specification, up to maximum specified speed on the track as specified in chapter 2. For the purpose, manufacturer will furnish detailed calculations to prove satisfactory riding and starting performance of each type of coach in the basic unit up to the maximum speed on specified track using mathematical modeling techniques, indicating assumption made.
(xvii)
5.16.0
5.17.0
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 suspension will be such that all the specified parameters as indicated in this specification are met in full at test speed, service speed specified.
5.17.1
The torque transmission arrangement from traction motor to axle shall be simple and suitable for both traction and braking forces. The complete arrangement shall be of proven design for same or higher traction/braking torque transmission. The arrangement shall be similar to that is used worldwide in similar services. However, special care shall be taken in design with respect to track vibrations prevalent in Metro Railway, Kolkata. Tenderer shall submit relevant details in this regard along with the special measures taken in view of the specified track data and environmental conditions. ROLLER SUSPENSION BEARING: The motor shall be axle hung nose suspended and with roller suspension bearing suitable for service speed and test speed specified. The bearing should be selected to have life of 6 million kms. The design of suspension shall ensure no leakage or ingress of gear case compound into the roller bearing under any circumstances.
5.17.2
Gear case shall be made of suitable material and shall have sufficient mechanical strength so as not to get damaged due to hitting by foreign objects. The design of gear case shall ensure minimum loss of lubricant during run. The design will also facilitate easy and through flushing of Gear Case lubricant when needed. Traction gear: All traction gears will be case hardened alloy steel of international standards. Calculation indicating the natural frequency of motor suspension system shall be submitted and shall clearly indicate that resonance with the bogie frame is avoided. CENTRE BUFFER COUPLERS Outer end of each unit shall be fitted with automatic couplers and for the inter-coach coupling in the unit, semi permanent couplers shall be provided .The coupler shall be of tight lock type and shall not develop slack in service. It should be possible to couple automatic heads with standard IRS hooks through a transition gear/adopter to enable movement of coaches during emergencies. The coupler shall allow coupled coaches to negotiate curves of minimum radius specified and shall be capable of passage in either direction over standard 1 in 8 turn-outs and shall function satisfactorily with difference in head stock heights of adjacent coaches up to
5.17.3 5.17.4 5.18.0
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80 mm. The combined mechanical, pneumatic and electrical coupler shall be designed for trouble free operation under such conditions and also taking into consideration the actual riding behaviour of the vehicle under the specified condition of Chapter 2. The couplers and draw gear shall be of service-proven design. Each end of a standard unit shall be equipped with a fully automatic mechanical, electrical and pneumatic coupler and associated draw gear system. The coupler system shall permit train operation up to 8 cars in normal service and 12 cars in future and shall enable one cab in a rake to control all other cars in a rake through the electric and pneumatic train lines. Coupling shall be capable of being accomplished by one person. 5.18.1 5.18.1.1 i) Mechanical Coupling: Automatic Mechanical Coupling Automatic Scherfenberg or similar coupler deigned automatic coupling of rail vehicles shall be used. With two vehicles mating, a rigid and slack free connection shall be ensured without manual aid even at very low coupling speeds. Perfect coupling shall be ensured in case of different height and on vertical and horizontal curves. With the cars coupled mechanically, the air pipe connection and the electrical train lines shall be automatically connected. Uncoupling is done by remote control or manually. The mechanical coupler shall be of a hook or latch type of slack-free design. The coupler assembly shall be of cast and/or fabricated steel and shall be self-centering. All bearings or wear surfaces of the coupler assembly and its attachment shall be provided with shims, replaceable, bushings, wear plates or other means to compensate for wear. All hardware, other than castings and weldments, shall be of corrosion-proof materials, Wear plates shall be of stainless steel. All alignment surfaces of the coupler shall use readily replaceable hardened steel bushings. Adequate lubrication provisions shall be made in the coupler, draw gear and anchorage. The coupler overhang shall not exceed 450mm, so that the distance between coupled vehicle is limited to 900mm. The coupler shall have raked draft and buffing capacity of not less than 34t and 550m kg respectively. The draw gear and anchorage shall have sufficient capacity to allow a rake to push or pull a dead rake of 12 High dense crush loaded cars in an emergency. The draw gear shall have rubber cushioning effective in both tension and compression. A suitable proven energy absorption features shall be incorporated into the coupler draft gear. The coupler shall sustain no permanent damage when a fully loaded (HDCL) 8-car train with an impact speed up to 10 kmph. Semipermanent Coupler The semi-permanent Scharfenberg or similar type Coupler shall be used to ensure a permanent connection of railcars which in traffic form a unit and therefore need not be separated unless in an emergency or in the workshop. The drawbars shall be connected by means of a muff coupling set. It shall be possible to detach the set easily thus allowing quick separation of the cars for repair. The drawbars shall be provided with a centring hole and a centring pin which help to align the drawbars when being connected and protect the shank of the drawbars against torsion. Besides the mechanical connection the semi-permanent coupler shall also ensures the safe connection of the main air reservoir pipes and the train lines.
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5.18.1.3 i)
Electrical coupling: The electrical coupling shall be accomplished automatically by means of schersenberg coupler. The electrical coupler shall be capable of making all necessary electrical connections between adjacent cars to permit control of all cars in a rake from the leading cab. The electric heads shall be either side or top mounted and shall be protected by weatherproof covers which shall automatically swing clear when a coupling is initiated and shall cover the coupler when not engaged. On minimum radius curves, the covers shall not exceed the allowable clearance envelope of the car. Sufficient spare contacts (at least 15 %) shall be provided for catering to future needs of Railways. As such multiplexing of signal shall be adopted to the maximum extant possible in line with the current international practices. In order to secure the cables from external hitting, the cables connected with the coupler shall not hang lower than the lowermost face of the coupler and shall be suitably secured to arrest any dangling. Provision shall be made to ensure the water does not condense and get trapped inside the coupler. Electric couplers shall use a configuration so that any end of the standard unit can couple to any end of any other standard- unit. Contacts shall be spring loaded, of silver surfaced alloy, shall have surface capacity, shape and positive action to prevent fouling in coupling, shall maintain positive contact under all specified operating conditions and shall be capable to work even with the impacts to which the car coupler may be subjected in service. Loop circuit contacts shall be provided to signify end of consist when cars are uncoupled. As a minimum, 10 percent of spare train lines shall be provided. A coupler switch located in the coupler hook shall be provided to signify that a successful coupling has been achieved. The rear (non-cab) end train line interface cables shall be hard wired to a junction box via terminal boards, exit the junction box through strain relief bushings, and be routed to the rear coupler interface and connected through electrical connectors, keyed differently to prevent improper terminations. The inter vehicular coupler arrangement shall be proven and shall conform to international standards. The layout shall be such that it is out of the reach of any passenger or common man. The design shall cater for relative movements between the coaches. It shall be that there is no disruption and sparking due to vehicle behaviour under worst conditions of operation. Pneumatic coupling: The pneumatic coupler shall be provided as an integral part of the mechanical coupler head to accomplish the automatic connection of air lines between cars. No air shall be vented at any time from a separate main reservoir line. Accidental uncoupling shall result in the application of the emergency brakes. The air connections shall be effectively guided to provide free movement without locking or binding. The hoses shall be so arranged as to be free of stress in all operating positions and prevent chafing. Coupler Operation: Upon buffing two cars together, the couplers shall automatically couple mechanically, pneumatically and electrically without further action by the driver. Automatic coupling shall take place satisfactorily when coaches are brought together at speeds between 1 km/h and 15 km/h. The gathering range shall be minimum 80 mm vertically on either side of centre line of the coupler. Automatic uncoupling of mechanical, pneumatic, and electrical connection shall not be possible above 5 km/h to prevent accidental uncoupling due to human error. Provisions
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shall be made to isolate the electrical trainlines, except coupler control and communications circuits, while mechanical and pneumatic couplers remain in the coupled state. iii) Uncoupling shall only be possible from an activated cab, and shall only control the adjacent couplers of that activated cab. Devices shall be provided to permit manual operation of the electric head control(both connection and isolation) and mechanical uncoupling in the event of no power or a control failure from outside the cab through a hand operated lever which will give a visual indication of the coupler position, which may be set in the open, neutral or closed position. With automatic and semi-permanent couplers the draft gear housing shall be capable of taking either rubber springs or ring springs and identical spring packs shall be used for both end and intermediate couplers. The draft /buffing springs shall be of ring type (Siemens /DUEWAG- Ringfeder or equivalent), as approved by RDSO. Bearing spring supports of approved design for automatic couplers to facilitate coupling of coaches shall be provided. All couplers shall be fitted with centring device. BRAKE GEAR General: This clause defines the requirements for the bake blending of dynamic (regenerative/Rheostatic) & friction braking system including the air supply unit, the air reservoir system, the brake units, the emergency brake control, the Wheel Slip Slide Protection system and the parking brake. UIC approved, state of art, Microprocessor Controlled Electro pneumatic System suitable for Metro application and tread / axle mounted disk brakes shall be provided. 5.19.2 5.19.2.1 (i) Functional Requirements: General The brake system shall be fast response closed loop digital brake control system with brake regulation rate of +5% of the deceleration demanded. It shall be ensured that the failure of any single control component shall not result in a loss of braking effort on more than one car. All feeds, inputs and shall be duplicated. Similarly redundancy shall be built in the brake electronics by either duplicating the PCBs or by duplicating the functionality of PCBs or by providing two brake electronics controller unit per motor coach. All coaches shall be equipped with self-lapping electro-pneumatic brakes of approved design. Adequate redundancy shall be provided to ensure that the EP brakes do not become non-functional in case of failure of power supplies, isolation of motor coach or failure of control electronics etc. In case of isolation of any EP valve due to any defect, the brake electronics shall take adequate corrective action with least system isolation. In case of AC drives the main braking system is the Regenerative / Dynamic Brake. The EP brake shall come into action in cases of failure of the propulsion unit or when regenerative / dynamic brakes are inadequate to meet the brake demand. In such cases, EP brakes shall be put into action by automatic blending. The blending of EP brakes with regenerative brakes shall be automatic and shall ensure maximum regenerative energy. The wheel slip control functions & anti skid control shall be integrated with the wheel spin control functions of the traction control system. The brakes shall be operable from any selected drivers compartment with the train running in either direction. In case of AC drives there is a common brake controller for all brake operations, or a combined traction/brake controller acting via the integrated Train Control System.
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(vi) (vii) (viii) (ix)
The inter-coach connection shall permit easy coupling and uncoupling of units. The system shall permit variation in brake force during application without passing through release and provide quick and simultaneous application and release. The system shall permit operation as straight air brake in emergencies such as electric control failure or trains parting. The driver may have to change cabs for reversing direction of train operations. The brakes must remain on until the driver takes control in the other cab, which must be possible without any other action in the vacated cab. The system shall safeguard against concealed failure or partial failure of power on any position of the electric control which could result in failure to apply brakes. An audible and visual warning system shall be provided in front of the driver, against failure of E.P. brakes. Deadmans application valve in conjunction with master controller shall be provided to give emergency application. Bleeding off and releasing brakes by hand on each bogie individually from either side from platform / rail level shall be possible. Automatic slack adjuster, integral with the brake cylinders & of approved type shall provided to take care of brake disc / brake shoe wear & wear of brake rigging components. The brake rigging shall be capable of easy adjustment. No adjustment on the brake rigging between successive renewals of brake blocks shall be necessary. There shall be no obstruction to movement of the brake rigging at any stage of its working so as to result in sudden reduction of brake power. Strainers, dirt collectors and filters shall be placed as close as possible to the equipment they serve. They shall be accessible for cleaning and shall be provided with isolating cocks which can be seen and operated easily. The passenger emergency alarm shall not operate the brakes. The brake system, including mechanical linkages, diaphragms, valves and actuators, but excluding brake shoes (or pads/discs), shall be designed for 1,000,000 cycles of full service braking under Dense crush loads without failure or wear sufficient to cause misalignment or reduced efficiency. If the EP system gets out of order due to power failure or other reasons, the brakes shall apply automatically or as decided during design finalisation stage. The change over period from regenerative to EP & viceversa shall be minimum and in any case, shall meet the requirement as laid down in this specification. Coach wise monitoring of the brake system shall be done and in case of any defect the same shall be recorded and corrective action shall be taken by the system. The friction braking system shall function as the ultimate braking system on the car, acting as a backup during normal service braking and as the primary braking system during emergency stops and while parking. The brake system shall be suitably interfaced with the existing TPWS system provided in Kolkata Metro. TPWS shall remain operative as at present without any need for modification in TPWS. The system shall take suitable protective action in case of over speed as sensed by the speedometer. System shall provide for adequate safety measures against rolling back in case the train is to be started on a rising gradient. The vehicle shall be braked to stand still, if so desired, in a load controlled mode, with practically no jerking or jolting. Isolating cocks shall be provided for the pneumatic train pipe, to be used in case of pipe bursting or coupling/ decoupling etc. The isolating cocks shall be located such that it can
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be operated from inside the train, but shall be suitably guarded against mal-operation / vandalism by passenger / miscreants. (xxiv) There shall be arrangement for releasing and isolating the brakes of any bogie from both sides of coach and from the platform itself. It shall be possible to tow a train of these cars safely and without any speed restrictions by coupling it with the purchasers locomotive provided with air brake system in case any defect or when the train is to be hauled from place of manufacturing unit to destination with suitable adapters. The pneumatic shall be controlled via the connected main air pipe and brake pipe. Service Brake In conjunction with the electric braking system, the service friction brake shall appropriately respond to a current reference brake command. The friction brake jerk limit system shall not override the electric limit command. The friction brake demand signal shall be jerk limited, speed tapered, load weight compensated and shall be continuously variable within the design range of the friction brake. The brake train line decoding, full service brake rate monitoring and brake pipe venting functions, if provided, shall be fail-safe. A load weighing compensation system shall be provided to convert a signal from the rear bogie to a multiplier representing a vehicle weight between tare to Dense crush load. The required brake rate shall be multiplied by the load weight compensation signal to produce the called for braking effort. Emergency Brake: When an emergency braking application is initiated, the braking system shall apply brake force that is sufficient to achieve the emergency brake performance specified in this specification. Loss of the brake system due to failure of electrical control power from all possible sources shall result in an emergency brake application. Thermal capacity: The friction brake system shall be designed so that when the coach is loaded to Dense crush loaded brake shoe / disc/ pad, temperatures do not exceed the manufacturers design limit, including safety margin, when operated in emergency conditions and degraded performance operation. As such the friction brake system shall be rated to and have sufficient thermal capacity to safely complete at least three successive acceleration and emergency brake cycle with no interval between each cycle. Each cycle shall comprise a full acceleration from standstill to rated speed followed by emergency brakes to standstill. On completion of three cycles, the brake system shall not show any abnormality. 5.19.2.5 Annunciation During all modes of operation, detection systems shall monitor and annunciate the following conditions: a) b) c) d) Brake ON indicates that any brake on the coach is applied to a level equal to approximately 75 percent of TARE full service braking. Brake Released indicates that all brakes on the coach are released. Brake cut out provided for each bogie, indicates that the brakes of that bogie, have been either electrically or mechanically isolated. Brake at fault provided for each brake control system on the car indicates that the brake control system is incapable of reliably performing as designed.
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Low Air Pressure indicates that the main reservoir air pressure is less than the lower limit of the normal operating range. An interlock using this signal shall lead to a full service brake command on a train line basis. 5.19.3 5.19.3.1 COMPONENT REQUIREMENTS Brake Systems: The brake system shall be similar on all coaches (trailer and motor coaches). The brakes shall be axle mounted disc brake or tread brake unit (TBUs). Tenderer shall submit both the options with comparative advantages and disadvantages. It shall be possible to replace the brake discs, if provided, without removing the wheels. During the service, debris like paper, polythenes etc. may get trapped in the ventilation grids of the brake disc and thus choke them. The design of the ventilation grids of the brake disc shall be suitably modified /redesigned so that they get self cleaned during the run thus ensuring proper cleaning. 5.19.3.2 BRAKE CONTROL ELECTRONICS The friction brake control electronics shall be supplied as a separate package. They shall include circuitry to read and interpret trainlines, dynamic brake signals and load weigh signals. They shall include logic to determine the appropriate friction brake force and circuitry to control devices that ultimately control the brake force. The system shall have self diagnostic features with display of faults and shall be provided with service terminal, if required, for the system functioning and trouble shooting. i) Brake Control Unit: A minimum of one brake control unit to control brake pressure shall be provided on each car. Brake control units shall contain all equipment necessary to receive signals from the brake control electronics and control the brake force to be applied. ii) Wheel Slide Control A wheel slide control system generally conforming to UIC 541 shall be provided on motor coaches to meet the requirements of this specification consisting of Wheel slide detection equipment and slide control equipment that operates on a per motor bogie basis. The wheel slide control system shall be carefully integrated between the propulsion and brake systems.Automatic wheel wear compensation shall be incorporated in the wheel slide protection scheme. iii) Emergency Brake Control Emergency brake control units, independent of service brake control electronics and valves, shall be provided. They shall be controlled directly by emergency trainlines. Emergency trainlines are dropped out by console push button activation. The emergency brake control shall be designed to be fail-safe. 5.19.4 5.19.4.1 Deceleration Requirements: All deceleration performance values shall be met for all coach weights from tare to Dense crush load. Blended Operation: During normal operation with dynamic braking active, the friction brake system shall be capable of blending to ensure a full service brake rate. 5.19.4.2 Service Brake Blending: Electric braking and friction braking shall be continuously blended to provide the brake rates and stopping distances defined above. However under conditions, which result in the inability or inadequacy of the electric brakes to perform as specified, the braking rate shall be provided by mechanical brakes alone for a coach weight up to and including Dense crush load. If the design capacity of the electric
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braking system is exceeded by the braking demand, friction braking shall be added as required. The friction brake system shall be capable of providing the specified full service brake rate with all electric brake inoperative. With all dynamic brakes cut out and up to 50 percent of all the friction brakes of a rake inoperative, the remaining friction brakes shall be capable of providing continuous operation with a reduced maximum speed of 25 km/h, with safe stopping distance capability. The blending of friction brakes and electric brakes shall be such as to ensure maximisation of regenerative braking during the blending. The regenerative braking shall be independent for each bogie and faults on one bogie should not affect the regenerative braking performance on the other. When the regenerative braking is ineffective/only partly effective or power supply system is non-receptive, Rheostatic braking shall be automatically made operational. The Rheostatic-braking resistor shall be adequately rated for this purpose. Full service braking: For the purposes of this specification, an instantaneous brake rate is defined as the deceleration rate that would be seen by an accelerometer mounted on the coach. An average brake rate (V/T) is defined as the speed, V at which brake force (as measured by motor current or brake cylinder pressure) has ramped up to its full service level divided by the elapsed time, T required to go from that speed to zero speed. When the friction brake 2 alone is used, the minimum instantaneous brake rate shall be 1.1 m/s + -30% 5.19.4.4 i) Emergency braking Emergency braking shall be provided by load-weighed, but not jerk limited, friction brakes only. During this mode, the wheel slip control system shall be active, the electrical brake blending functions shall be inactive, and the propulsion system shall be disabled. Brake entry speed is defined as the speed at which braking is commanded by trainline control signals. The requirements for brake rates during an emergency with respect to brake entry speed given in Chapter 2. The emergency braking distance, using straight air brake only with (EP unit switched off), shall not be greater than 190 meters when tested on an 4/8 coach train under fully loaded conditions from 80 km/h. ii) iii) The calculation for emergency braking distances under dry and wet conditions shall be submitted. Control shall be such that the coach jerk limit requirements of this clause are not violated, except in emergency braking. The efficiency for full service braking (and full acceleration) shall not be less than 75 percent with an available wheel/rail adhesion factor of 0. 06. For full service braking with friction brake only and emergency braking, the efficiency shall be no less than 75% with an available wheel/rail adhesion factor 0.1. LOAD WEIGHING SYSTEM Load weighing system shall be used to meet the requirements of rates of acceleration and braking. The system shall also provide signal for ensuring correct adjustment of car body by secondary air suspension The load weighing compensation signals to the propulsion and braking systems shall be a continuous function available for all coach weights up to and including Dense crush load. Adequate redundancy shall be provided in the load weighing system and failure shall be recorded in the diagnostic. If there is a failure of this system, the coach shall respond as if it was loaded to Dense crush load. This system shall be damped, or otherwise, to prevent transient changes in the
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air spring pressure or height due to car body motion from causing instantaneous or oscillating changes in tractive or braking effort. 5.19.6 JERK LIMIT: Under all normal operating conditions, the rate of change of coach acceleration or deceleration shall not be more than specified. Failure of the jerk limiting system shall not limit braking effort. Emergency brake applications and any associated ramp out of propulsion shall not be jerk limited. Reduction of propulsion effort due to a power interruption need not be jerk limited. Reapplication of propulsion following a power interruption shall be jerk limited. 5.19.7 PARKING BRAKE A parking brake system shall be provided which shall be capable of holding a fully loaded / tare rake on a 4% grade for a period of not less than 30 days when there is no electrical power. Parking brake system shall be provided for the optional use of the system. Provision for isolation in case of mal-operation or in emergency viz. bursting of air connection to parking brake cylinder etc. shall be provided. System shall immediately detect any mal operation of the parking brake system before it causes any damage to wheels and other connected item and shall take suitable protective action. 5.19.8 i) AIR COMPRESSOR The air compressor shall be supplied as a complete unit containing all equipment required to supply all car air systems with cool dry air and shall be shall be sized to fulfill all air requirements of each car under all operating conditions. The compressor shall be directly driven by the motor and shall deliver required air for all requirements. Detailed note shall be enclosed to justify the rating of the compressor selected along with the time taken to charge a completely empty 8 coach rake and time taken to inflate full air suspension. The motor-compressor unit shall be resiliently mounted with a 4-point suspension for minimising the level of vibrations transmitted to the carbody. In the event of total failure of electric brake and one air compressor on a fully loaded 8 car train, the remaining air compressors on the train shall have sufficient capacity to enable the train to remain in service for at least 3 hours. Tenderer shall specifically ensure that the noise level of the compressor shall be adequately low so as not to cause inconvenience to the commuters. The free-field noise emission of the unit at the nominal rotation speed and at a distance of 4.6 meter shall not be more than 66 dBA. The compressor shall preferably splash lubricated so as to avoid need for supplementary equipment such as oil pump, filter or valve etc. The capacity of the compressor shall be selected after taking into account the frequent purging of air by the air dryer (due to high ambient humidity) which may affect the compressor duty cycle The average duty cycle of each compressor without electric braking shall not exceed 50% during operation. Due consideration shall also be given to air leakage from pneumatic system which start taking place in course of usage and time. Tenderer shall offer the compressor of superior design and ensure the proveness of such compressor in the dusty and humid climate as described in the Chapter 2. An air cooler that cools discharge air from the compressor to within 5o C of ambient air shall be provided. AIR DRYER Air dryer shall be generally to RDSO specification no. MP.0.01.00.09 (Rev. 0.00), March 2001. Regenerative type air-dryer shall be provide at the outlet of the compressor to ensure that the dry air is available for controls and pneumatic operations. Due to heavy
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rainfall and high humidity in service, the air dryer shall be of heavy duty type suitable for application in coastal areas and shall not require frequent attention & changing of the coalescing element and other chemicals. Tenderer shall furnish the details in this regard. The mounting arrangement shall be such that the checking of the humidity indicator and changing of the chemicals shall not essentially require the pit. ii) Air Dryer shall be provided with exhaust silencer so that the noise emanating out of the purging operation does not cause any discomfort to passengers or otherwise. Exhaust fans air dryer shall also not cause of dust from track. The maximum relative humidity at the output of the air dryer shall be smaller than 35 % Air shall be aspirated by the low pressure cylinders and cleaned by a dry-type air-filter. The filter element shall be heavy-duty type and shall be specifically designed for high level of dust and debris. In any case, there should not be any need for cleaning the filter before the Schedule examination in the shed. Tenderer shall declare the time period after which the filter shall require cleaning. An indicator shall show the extent of dirt accumulation and efficiency of the filter element. Under the ambient conditions specified, no condensation shall take place. Minimum 3 0 particle size of 1 micron shall be removed and maximum 0.01mg/m at 21 C. Oil content shall be permissible as remnant. At least 95% liquid water shall be removed even at the worst condition/efficiency of the filter. The dryer shall be proven regenerative type under similar coastal conditions and shall preferably preceded by an automatic drain valve to collect and discharge the bulk of moisture in the compressed air before it enters the air dryer. An intercooler and after cooler of liberal capacity shall be supplied. Air Reservoir System The air reservoir system shall contain a main reservoir and other reservoirs as necessary to fulfill the requirements of this clause. A brake supply reservoir shall be located near each bogie. Check valves shall be supplied so that leakages at one bogie do not affect other bogies. Drain cocks and manual cutout cocks shall be provided as appropriate to facilitate operation and maintenance. Main reservoir air shall be train lined between coaches. Reservoirs shall comply with the latest revision of UIC Standard UIC 541-07 or Section VII of ASME Boiler and Pressure Vessel Code for Unfired Pressure Vessels, or other equivalent Standards as approved by the purchaser. System Capacity: The pneumatic system shall have sufficient storage capacity such that after loss of compressor power after initial pressure had been reached, it shall be possible to make six full service brake application/release cycles of 10 seconds application and 30 seconds release, without initiating an emergency stop due to low pressure in the system. Leakage: Loss of main reservoir pressure due to cumulative leakage in the entire pneumatic system, not including that required for system functioning, shall not exceed 0.35 bar in 10 minutes, following a 5 minutes settlement period from the point the system was initially charged and the air compressor was shut off. Reservoir shall be manufactured from stainless steel and shall have a device for venting and draining of the contents of reservoirs. PIPE WORK, TUBING AND ACCESSORIES All piping, valves and fittings, shall be made from corrosion-free stainless steel. Installation methods and testing shall be in accordance with the latest edition of the Code for Pressure Piping, UIC 803, or equivalent as approved by the Purchaser. Length of pipework / tubing shall be kept to a minimum. All brake valves, EP valves, fittings etc. are to be arranged in one pneumatic panel for good reliability and maintainability.
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Sharp bends will be avoided and where necessary, standard connections shall be used. A colour scheme, to be approved during design approval stage, for identification of different pipings shall be used. Various stopcocks and isolating valves except draincocks shall be oriented in open position to the fluid flow direction. Joints in a straight run of pipe that serve the sole purpose of connecting pipe lengths shall not be used. All inaccessible runs of tubing or piping shall be without joints. After installation, all piping systems shall be cleaned by standard methods. Pipes must be adequately supported throughout their length and at connections and must not interfere with the removal of other components. Seamless stainless steel pipe which can be bent cold shall be used. The layout of piping shall be designed to keep all pipes specially the brake cylinder pipes as short as possible. Chokes may be provided at suitable locations on the pneumatic pipes lines which are susceptible to breakage during the run. Special care shall be taken in layout of pilot pressure pipelines, if any, for making them impervious to hitting by external objects. Suitable protection arrangement shall be done for the purpose. Chokes shall be provided at all strategic locations so that damaged pipe line does not adversely affect the system functioning. Air pipe fittings: Stainless steel fittings must be used with stainless steel air lines. The fittings used for connecting pipelines shall be proven and shall be got approved before use. All pipe work shall be installed in accordance with Standards approved by the Purchaser and in such a manner as to provide drainage. All piping shall be securely fastened with zinc-chromate impregnated core tape or an equivalent between the pipe and clamp to prevent chafing and vibration. Air pipe work shall be deburred and blown out after cutting and thoroughly cleaned after installation. Layout of the piplines, hydraulic or pneumatic, shall take care that they do not get damaged during run due to external hitting. Auto drain valve shall be provided at the nominated places in the pneumatic circuit. Cocks located below the floor level should be protected from flying debris such as ballast. Unprotected isolation cocks should have their excess of operation in line with the trains motion. Brake supply reservoir should have their vent cocks such that the handle lie in the line with the pipe when closed. AIR FILTERS All air filters assemblies shall be of suitable type so that they do not get choked with debris. Filters at the compressor intake shall be of the dry filter type. The filtering capability, flow rate capacity, and overall size shall be appropriate for the application and the ambient conditions like prevalence of heavy dust and debris in India. It shall be possible to gain access to the filter element for replacement purposes without disconnection of any pipe fittings.
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5.19.12
5.20.0
PASSENGER EMERGENCY ALARM SYSTEM The passenger emergency alarm system shall be independent of brake gear. The alarm chain pulling shall generate an audio visual signal in all the driving cabs simultaneously. The alarm shall also provide the external indication on the end of each coach.
5.21.0
MAINTENANCE REQUIREMENTS Tenderer shall list out the essential facilities, tools & machinery which shall be required for maintenance of each major item viz. Bogies, suspension, structure and brake system etc.
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5.22.0 5.22.1
WORKMANSHIP & PROCESSES : Joining General Certain combination of material require particular care in joining to avoid the possibility of corrosion. Isolating and moisture proofing materials, appropriate to the material being joined, shall be used at all times where these combinations exist. Joint fitting: Joints shall be properly fitted whether exposed or concealed. When not otherwise specified, gaps between joints shall be held to a dimension not greater than 10 % of the thinner material being joined or 0.05 mm whichever is greater. Gaps shall be uniform in width. the edges of the panel shall have a smooth finished appearance.
5.22.2
Metal to Metal connections: Where metals contact each other, the contact surface shall be free of dirt, grease, rust, and scale. Unless specified otherwise, the contact surfaces shall be coated with a metal based primer. Metal primer may be omitted for austenitic stainless steel to austenitic steel joints. ELASTOMERS: All elastomeric parts shall be of neoprene, unless otherwise specified. The elastomer shall be compounded and cured to perform satisfactorily in the temperature range specified in this specification. The elastomers shall have high resistance to ultraviolet radiation, weather, washing fluids used by IR, salt deposits and the longest possible life consistent with the other characteristics specified. All elastomeric parts shall be resistant to Ozone, oxidation, heat, oil, grease, salts and acids. The resilient mounts shall be of natural rubber. Synthetic rubber compounds may be substituted for natural rubber only when approved for a specific application. Life expectancy: For all parts made by vulcanising an elastomer to metal, any premature failure ( less than six years ) between metal and the elastomer or in the elastomer, occurring when the parts are used in the normal service and according to the provisions of this specification, shall be considered as having caused by defect of material or workmanship. All rubber parts shall be compounded to be resistant to abrasion, oil, grease and oil. Corrosion protection: All metals to be used in the fabrication process shall be surface treated with due consideration to the severity of exposure to which the surface will be subjected. The joining of incompatible metals and materials shall be minimised as much as possible and where unavoidable, adequate care shall be taken to prevent any chemical interaction between the materials. Concealed surfaces capable of rusting or oxidation shall be properly cleaned, receive a wash primer then primed with an epoxy paint and painted with an epoxy paint and painted with an approved finish coat of paint. Where arc welding is performed on joints between stainless steel and other materials the joint shall be cleaned, de-scaled receive a wash primer coating and then painted.
5.22.3
5.22.4
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CHAPTER 6 TEST & TRIALS
Clause No. 6.1.0 6.2.0 6.3.0 6.4.0
Description General Mechanical Test Tests on Electrical Equipment Performance Test
Page no. 87 87 92 94
Chapter 6: Test & Trials
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CHAPTER 6 TEST & TRIALS 6.1.10 6.1.1 General Individual cars and complete trains shall be type and routine tested in accordance with the IEC 61133 and as specified below either at contractors works or on site, as appropriate, and as agreed by the purchaser. The individual equipment, systems and sub systems shall be type and routine tested in accordance with the relevant IEC/UIC publications inclusive of the mandatory and optional tests along with the special tests as desired by the purchaser. All such tests shall be carried out at the contractors cost wherever performed in presence of and to the satisfaction of purchasers representative who reserves the right to witness any or all of the tests. Wherever any equipment, system, sub system is not specifically covered by an international recognized specification or test procedure or where the type and routine test prescribed by IEC or other international standard do not adequately cover the requirement the test which are acceptable to both to contractor and to the purchaser shall be devised. Type test for certain equipment may be waived if these were carried out earlier on equipments of identical design, witnessed by a reputed organization and the service performance of such equipments was found to be reliable. The contractor shall submit a proposal in this regard to the Engineers for review. The waiver of type test is entirely at the discretion of the Engineers. The results of all tests shall be submitted to the Engineers, who will record his conclusions as to whether or not the equipment being tested has passed satisfactorily. Without prejudice to any provisions of the contract, the purchaser reserves the right to witness any or all of the tests and to require submission of any or all test specification and reports. The purchaser reserves the right to reasonably call for any additional tests as considered necessary. MECHANICAL TESTS Test on prototype coaches/units/rakes. The following test shall be conducted only on the first prototype coach, unit, rake as the case may be. 6.2.1.1 6.2.1.2 A static compressive end load test and a lifting test shall be performed in accordance with UIC 566 under a simulated load as specified in clause 4.0 of chapter 5. Crashworthiness shall be proven by submission of detailed calculations and demonstration by means of finite element analysis. The strength of the saloon sidewall windows and of those in the doors shall be performed in accordance with UIC 566, as a type test. The strength of the cab windscreen shall be tested in accordance with the requirement UIC 566 as a type test. The strength of couplers and draft gear shall be carried out in accordance with international practice as a type test.
6.1.2
6.1.3
6.1.4
6.1.5
6.1.6 6.1.7
6.2.0 6.2.1
6.2.1.3 6.2.1.4 6.2.1.5
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6.1.2.6
The car body shall also be subjected to a vertical deflection test. All side doors, including the cab side doors, on one side of the car shall be installed, complete with drive mechanisms with all sealing and weather-stripping. At each increment of test load the doors shall be opened and closed by means of the door controls. Any failure to operate at the prescribed speed profile or any other indication of binding shall require corrective action to be taken by the contractor, to the car structure, to the door arrangement or both.
6.2.1.7 6.1.2.8
The first trailer and motor coach super structure shall be subjected to test as per clause 6.2.1.1 and 6.2.1.6. The stresses shall normally not to exceed 2/3rd of the yield strength of the material in case of vertical load above and shall not exceed 90% of the yield strength in case of application of combination of vertical and compressive load. However, the acceptance criteria for all the parameters in these tests as well as the detailed test scheme shall be finalised at the design stage in consultation with the contractor. Bogie Test The requirement of IR is for BG metro stock. It is essential that the bogie design shall be examined by independent consultant selected by RDSO and cost involved shall be borne by the tenderer. One prototype bogie frame complete of motor and trailer coach with all the mounting brackets shall be subjected to stress investigation and fatigue test in accordance with UIC 615-4 and UIC 515-4. The test shall be under simulated loading condition to represent the service load. The test scheme shall be finalised in consultation with RDSO. This shall be a type test. Tests on Maximum curve These tests shall be done at the contractors promises and shall be witnessed by the IRs representative if so desired by the IR. The first unit is to be completed and shall be loaded to test load conditions viz. full load (DCL) with 30% extra load and run on curved track having radius 152.4m, with no gauge widening. When the following conditions should be ensured. There shall be no fouling of parts due to the throw over of the bogies and due to the movement of the coupling gear between the coaches. There shall be no fouling of any part of the super structure (including installed equipment) with any part of the bogie. While the unit is on this curve, the brakes shall work efficiently and reliably. Load Test A load deflection test of the prototype unit shall be carried out on straight level track and also by rotating the bogie to simulate a 152.4m curve under tare and gross load condition. This shall be a type test. The prototype unit under tare and DCL condition pass through a structure representing the static coach profile as mentioned in clause 3.0 of chapter 2. Measurement of tare weight The tare weight of the motor and trailer coach forming the first unit shall be taken by an appropriate apparatus e.g. Digital load weighing bridge.
6.2.1.9 6.2.1.9.1
6.2.1.9.2
6.2.1.9.2
a) b) c) 6.2.1.9.3 6.2.1.9.3.1
6.2.1.9.3.2 6.2.1.10
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6.2.1.11 6.2.1.11.1 6.2.1.11.2 6.2.1.11.2.1
Passenger Door type test The body side door shall be tested for strength in accordance with UIC 566. The following type test shall be carried out on a complete double leaf door and operating assembly with its control gear. Endurance test of one million operations. A record of velocity profile shall be taken at the beginning and at the end of the test. It should also be demonstrated that no undue wear or compression of seal has occurred. These tests shall be performed under representative dry and wet conditions. Vibrations tests shall be carried out as defined in IEC 60077. Routine test of passenger door shall comprise of functional test to verify that performance is consistent with excepted type test results and shall include test to IEC60077 for electrical portion. The contractor shall demonstrate that emergency door is entirely as per clause No.8.11 (i) & (ii). Oscillation Trials The oscillation trials shall be conducted on the prototype unit to assess its riding and stability characteristics. The trials shall be conducted in India in association with the representatives of the contractor. The trials shall be conducted upto a maximum speed of 90 kmph in : Tare and fully loaded up to dense crush load. New and worn wheel profiles Inflated and deflated conditions of air springs both tare and fully loaded (DCL) conditions.
6.2.1.11.2.2 6.2.1.12
6.2.1.13 6.2.2 6.2.2.1
6.2.2.2
6.2.2.3 6.2.2.4 a) b)
The oscillation trials will be conducted on suitable stretch of Kolkata Metro Railway upto a maximum test speed of 90kmph. The criteria for assessment shall be as follows: The Sperling Ride Index shall not exceed 2.5 in both lateral and vertical modes. The ride index shall be calculated on the basis of Para 2.1 of ORE report C 116 Rp.8. The value of accelerations recorded at a location as near as possible to the bogie pivot shall not exceed 0.3g in both lateral and vertical modes and the records shall not show any resonant tendency in the regions of peak value. A general indication of stable running characteristics of the carriage as evidenced by the movement of the bogie on a straight and curved track and by the acceleration readings and instantaneous wheel load variations/spring deflections. Measurement of any other parameter as deemed necessary for establishing the safe and acceptable ride behaviour, which shall be decided during design stage. Brake Equipment Type Test Brake Unit Following tests shall be carried out on Brake Unit. Functional checks such as working stroke, slack adjuster operation and parking brake action.
c)
6.2.2.5 6.2.3 6.2.3.1 i) a)
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b) c) d) e) 6.2.3.2
Recording of the relationship of brake block force to cylinder pressure over the full working range. Plotting of brake force against pressure curves in all conditions of operation of main cylinder and parking brake. Vibration test as defined in IEC 60077. Air leakage test. Brake Blocks / Pads The contractor shall carry out testing of brake blocks in respect of coefficient of friction with respect to the wheel material under dry and wet conditions, maximum temperature attained during braking, rate of wear etc. The brake blocks/pads shall comply to UIC-541-4/UIC-541-3.
6.2.3.3 i) ii) iii) iv) v) vi) vii)
Brake Control Equipment Individual items of electro-pneumatic equipment shall be type tested as follows:Mechanical operation and endurance as defined in IEC 60077. Vibration and shock as defined in IEC 60077. Air tightness generally as in IEC 60077. Electrical test, generally as in IEC 60077. Characteristic tests Each item of equipment having a pilot or transducing function, shall be tested to confirm compliance with the Contractors design data. Oscillograms shall be produced in support. Type tests on Electronic Equipment The electronic equipment used in brake system shall be tested as laid down in IEC 60571: Electronics Equipment Used in Rail Vehicles. Complete Brake System Type Tests A complete set of brake equipment comprising all items of equipment forming the Brake System shall be assembled. These shall include the Brake Controller and interface with ATO equipment and a transceiver to measure force at the push rod of Brake Unit. A complete series of tests shall be carried out on this rig under all service conditions to demonstrate the function of the brake system as a whole, both in manual and auto modes. The contractor may combine the test of individual items with the system if agreed by employers representative.
viii) ix) 6.2.3.4 6.2.3.4.1
6.2.3.5
Complete Brake System Routine Tests All reservoirs shall be tested to an appropriate international pressure vessel standard and necessary test certificates shall be provided from a recognized test agency.
6.2.3.6 6.2.3.6.1 6.2.3.6.2
Braking Distance Trials The braking distance trials shall be conducted in India on the first 8 coach rake as decided during detailed design stage. The trials shall consist of : Stationary Trials Running Trials
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6.2.3.6.3 6.2.3.6.4 6.2.3.6.5 6.2.3.7
The stationary trials shall consist of measurement of various brake system parameters like initial charging time, application time, release time etc. The running trials shall consist of measurement of braking distances under different operating conditions in both tare and fully loaded (HDCL) modes. The test scheme for these trials shall be finalised at the detailed design stage. Tests on Parking Brakes The Parking brake will be tested as follows:The 8 coach train, under tare condition, will be brought to stop on 1 in 27 gradient by application of air brake. The parking brakes of all the driving cabs of the train will be applied fully and the air brakes released. Under these conditions, the parking brakes shall be capable of holding the train stationary on the gradient. Test results shall also be recorded for wet rail conditions.
6.2.3.8
Vibration and shock values : The equipment used in the cars shall preferably conform to IEC 61373 for shocks and vibrations as specified on the basis of the location and mounting of the equipment. The tests shall also cover Endurance tests included herein.
6.2.4
Service trials The prototype train shall be subjected to pre-revenue service trials. Service trials are intended to prove the satisfactory running performance of cars and evaluate their reliability in service, ease of maintenance and operations. The performance of the shock shall be assessed based on the experience gained during the service trials. Necessary modification as required and also as desired by the purchaser shall be implemented in the series production.
6.2.5
PERFORMANCE TEST The MRS performance shall be demonstrated in test runs and shall meet the target figures in Chapter 2 & 3.
6.2.6 i)
Test Runs : Test runs shall be made on the suitable stretch of Kolkata Metro on which the stock is to operate with sufficient number of trains to ensure that the train equipment meets the operating conditions. The duration and location of stoppages shall be selected in accordance with the scheduled time table stoppages. The contractor shall obtain records of speed, voltage, current, temperature rise of various equipment, energy consumption and tractive effort as the purchaser may require. The temperature of the various parts of the electrical equipment shall be during the test as per the standard procedure specified. Trains formed by coupling three, four or five units shall then be run at the maximum speeds permitted and on the heaviest gradient in such a manner as to prove that the equipment meets the requirements of the specification. The contractor shall supervise and carry out the above tests both at the works and at the site and shall provide all equipment necessary for such tests and such special consumable stores as oil, grease etc. for the first filling and for trial runs. Special measuring instruments shall be provided by the contractor. During the test acceleration, deceleration, speed on straight level track and the energy consumption for a round trip shall be measured. In all cases, a 8 coach dense crush loaded train formed by coupling complete units shall be tested.
ii)
iii)
iv)
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6.3.0 6.3.1
TESTS ON ELECTRICAL EQUIPMENT: Equipment/Systems/Subsystems testing. Generally test procedures shall be followed as per the recent and relevant IECs. Wherever the relevant standard test procedures for type and routine tests prescribed by standards in Annexure 2 do not adequately cover the requirements, along with mandatory tests as described in the IECs, all other tests mentioned as optional/ investigative in the relevant clauses of IECs shall be conducted unless otherwise agreed by RDSO. RDSO might lay down the details of special tests other than those specified that will be required to be conducted at the manufactures works. The tests which will come under this category may include:
i) ii)
Effect of electrical stresses. Special type of endurance tests on Contactors, relays, master controller and such other equipment which may impose mechanical operation and electrical loading simultaneously for a large number of cycles of operation. Stress measurements and fatigue life estimations of parts subjected to alternating stresses, rotating parts like blower impellers, rotors etc. Special load simulation tests. Tests to establish satisfactory performance over the entire range of variable system conditions like voltage, temperature, humidity, salt & dust etc. The components of inverter and converter shall not be subjected to type tests but its test certificate shall be submitted to RDSO by the Contractor. It may be open for RDSO to waive some of these tests in the case of equipment/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. In such a case, manufacturer shall submit complete test reports along with necessary certification. The tests as defined in the relevant IECs as optional shall also be carried by the contractor, if so desired by RDSO. 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/raw materials not manufactured in the manufacturers works, but purchased by him. The contractor shall, in addition to the test specified in the material specification and such tests as the inspecting officer may desire, carry out the following tests on the electrical equipment The test shall be carried out in the presence of the Inspecting Officer and to his satisfaction.
iii) iv) v) vi) vii)
viii) 6.3.2
6.3.3
Cables: All cables shall be tested against the requirements as laid down in the relevant IEC /UIC specifications. Cables shall also be tested for ensuring its Fire Characteristics. Details shall be worked out during the design stage. Traction Motor Tests: The traction motor shall be subjected to all the prototype & routine tests in line with IEC 349 of 1991 & IEC 349-2 of 1993 or latest. Prototype tests shall include continuous temperature rise test, short time rating tests, characteristic tests, over speed, power factor, efficiency, dielectric & torque measurement tests. Special tests on traction motor: The following special tests on traction motor shall be carried out :
6.3.4
6.3.5
i)
Tests on speed / temperature sensors
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ii) iii) iv) v)
Motorette test on insulation system adopted (refer Clause no. 4.7.2 of Chapter 2) Polarization index test Tan delta test Measurement of waveforms of the inverter voltage & current, motor torque & space vector flux under different ranges of operation during heat run & characteristics test on inverter supply. Vibration test Traction motor roller bearing test Roller suspension bearing tests The hot spot measurements shall be done during prototype tests on traction motor by embedding thermocouples in the stator winding. Details of the test requirements are as per Chapter 4.
vi) vii) viii)
6.3.5.1
Traction motor drive system: The working order and the suitability of the entire Traction motor drive consisting of traction motor, gear and suspension including axle should be proved in a type test. The type test program should be provided during the design approval stage. Tests On Control Electronics: Control Electronics shall tested as per IEC 60571 and 61373 including both compulsory and optional tests. Following tests shall be done carried out on the electronics PCBs over and above those specified by IEC 60571. DRY HEAT test: Dry Heat test shall be done at 800C.Alongwith the testing for the satisfactory performance, temperature stickers shall be put on the critical ICs, Controllers & capacitors etc. for monitoring the maximum temperature of these components during dry heat tests. It shall be confirmed that the specified operating /surface temperature of these components do not exceed the temperature recorded during dry heat test as above. Cyclic Humidity test: The tests shall be done for 2 cycles of 24 hours each and components shall be examined for the performance tests and physical damage if any. Salt Mist Test: The test duration shall be 48 hours and after the tests the performance test shall be done. There shall be no physical damage, rusting or deterioration of the varnish /lacquer coating. Dust & Sand Test & Mould growth test: The tests to determine the performance of the electronics in Sand and Dust ambient shall be carried out with the dust settlement rate of 6gm/m 2/day.The dust particle size shall not be larger than 100 m. Further details shall be worked out at design stage. The reference IEC shall be IEC 68;test Dust and Sand and IEC721-2-5 test Dust and Sand. The component shall be protected against mould/fungal growth. The test scheme shall be finalised during design stage. Further to the above, investigative tests for determining the limits the thermal limit of failure of the PCB and limit shocks and vibrations shall also be carried out. AUXILIARY APPARATUS All auxiliary apparatus shall be subjected to such tests as the Inspection Officer may direct to ensure that it will meet the working conditions. All auxiliary machines including the motor driven compressor shall be tested in accordance with the relevant IEC specifications. Train equipment: The train equipment apparatus shall be subjected to such tests as may be directed by the Inspecting Officer to ensure that it will fulfil the requirements of
6.3.6 i)
ii)
iii) iv)
v)
vi) 6.3.7
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the IEC 77 or 1133 specification and the specified working conditions. After erection, the complete equipment shall satisfactorily withstand the dielectric voltages as specified in the IEC specification. 6.3.8 Sequence test : Connection shall be made to the 750 V DC system and all parts of the control and main power circuit shall be tested out to ensure correct sequence of operation, all interlock cut-out switches shall then be tested. Tests to determine levels of interference with Signal and Telecommunication equipment to prove that these are within the acceptable limits. Contractor shall arrange complete set of calibrated equipments / instruments for carrying-out these tests and trials. TEST ON COMBINED TEST BED: The test shall be carried out as per IEC 61133.As far as possible the actual equipment shall be connected as per the actual configuration and system performance shall be verified and witnessed by RDSO. The detail test specification shall be finalised during design discussions. Tender shall enclose details of the test facilities available with him in respect to equipment testing and Combined Test Bed for system performance testing. The document shall include the extent of loading feasible on the test bed vis-a-vis the actual equipment loading. 6.3.11 Vibration and shock values: The equipment used in the cars shall conform to IEC 61373 for shocks and vibrations as specified on the basis of the location and mounting of the equipment. The tests shall also cover Endurance tests included herein. Witness of tests: Type tests on major electrical equipment like transformer, traction motor, converter, inverter, control electronics, compressor and any other item as desired by RDSO shall be witnessed by representative of purchaser. PERFORMANCE TEST The Metro performance shall be demonstrated in test runs and shall meet the target figures elsewhere in the specification. 6.4.1 6.4.1.1 Test Runs: Test runs shall be made on the Dumdum - Garia and/or any other sections on which the stock is to operate with sufficient number of trains to ensure that the train equipment meets the operating conditions. The duration and location of stoppages shall be selected in accordance with the scheduled time table stoppages. The contractor shall obtain records of speed, voltage, current, energy consumption and tractive effort as the purchaser may require. The temperature of the various parts of the electrical equipment shall be taken at convenient time during the test and as soon as possible after their conclusion. Trains formed by coupling two or three units shall then be run at the maximum speeds permitted and on the heaviest gradient in such a manner as to prove that the equipment meets the requirements of the specification. For further details refer Chapter 4. 6.4.1.2 The contractor shall supervise and carry out the above tests both at the works and at the site and shall provide all equipment necessary for such tests and such special consumable stores as oil, grease etc, for the first filling and for trial runs. Special measuring instruments shall be provided by the contractor. During the tests acceleration, deceleration, speed on straight level track and the energy consumption for a round trip shall be measured. In all cases, a 8 coach dense crush loaded train shall be tested with an average line voltage of 675 V DC.
6.3.9
6.3.10
6.3.12
6.4.0
6.4.1.3
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Purchaser statement giving route profile and speed restrictions is enclosed herewith in Annexure 5. 6.4.14 Acceleration & Deceleration: The acceleration / deceleration will be calculated from the time taken to reach the stipulated final speed from the instant master controller is switched at stipulated initial speed for acceleration / braking. The speed shall be determined from the reading indicated by the speedometer, which shall be calibrated prior to test. The deceleration test shall be taken after preliminary runs of 200 miles (320 km) in order to bed in the brake blocks. Tests will be conducted to confirm acceleration / deceleration performance according to values specified in chapter 2 with tolerance of 3%. The test shall be taken on dry rail and the average of three tests will be taken as the final figure. Test results shall also be recorded for wet rail condition. The permissible tolerance for achieving balancing speed of 80 Km/h shall be 3%.
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List of Annexure
Annexure 1 A Annexure 1 B Annexure 1 C Annexure 2 Annexure 3 Annexure 4 Annexure 5 A Annexure 5 B Annexure 6 A Annexure 6 B
Scope of supply Spl. Tools mandatory list Unit exchange spares mandatory list Standard Specifications Design details to be submitted with offer MMD & Static profile Route Profile Permanent speed restrictions Interference current limit Broad details of communication equipment
1 page 1 page 1 page 1 page 4 pages 2 pages 3 pages 1 page 1 page 1 page
Annexure
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ANNEXURE 1A
SN 1 2. 3.
Scope of Supply Metro Rolling Stock rakes (of 8 coaches each) Metro Rolling Stock rake as bank of spare Maintenance spares for three years running and operation of MRS Lubricant and Oil ----rakes ---- rakes -----Set
4.
Lump sum
Annexure 1A
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ANNEXURE 1B MANDATORY LIST OF SPECIAL TOOLS AND INSTRUMENTS FOR MAINTENANCE
SN 1. 2. 3. 4. 5.
Description Laptop computers and Hand held terminals with necessary interfacing equipment and driving software Set-up for testing and trouble shooting of main inverter and auxiliary converter/inverter and control electronics Jigs and fixture for repair of main inverter/ auxiliary converter/inverter power semiconductor Necessary software tools for carrying our modifications by purchase in future Jigs fixtures and lifting frames for mounting, dismounting and lifting / lowering of all equipments needing special facilities, including bearing mounting / dismounting tool. Kit for testing of transmission and communication signals, multiplexing etc throughout the train length Repair kit for dampers, axle box, air dryer, air control equipment etc Repair kit for ferritic steel cladding and coach interiors VVVF Inverter Tester. Any other equipment which shall be required during maintenance.
Qty. 4 sets 1 set 2 sets 1 set 2 set
Rate
Total
6. 7. 8. 9. 10.
1 set 1 set 1 set 2 set
Annexure 1B
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ANNEXURE 1C MANDATORY LIST OF UNIT EXCHANGE SPARES SN 1. 2. 3. 4. 5. Description Lightning Arrestors for 750 V DC High Speed Circuit Breaker Third Rail Current Collector complete with mounting arrangement Complete main Traction Inverter equipments, with any DC link, contactors, filters required for harmonic suppression etc. Traction Motors with Roller Bearing Suspension complete with pinion, Gear, Gear Case, Nose Suspension block and its hardware, air bellows and speed & temperature sensors Combined master & brake controller with accessories Complete Auxiliary Converter/inverter Head light, Tail light, Flasher light, illumination lights and other lights & Fans Set of auxiliary machines including air blower Set of brake equipment including specific electronic cards, BECU etc. & parking brakes. Earthing switches with interlocking box Complete Main compressor with motor and accessories Set of air filters Set of diagnostic display units along with set of switches and inter connecting cables etc. Set of MCBs , contactors , cab meters, switches and relays for propulsion , auxiliary & control ckt. Set of seals for doors & windows Set of bearings Set of primary & secondary springs, dampers, spheriblocks etc., if used. Set of consummables e.g. lubricants, cooling oils, brake pads, fasteners etc. Bogie complete with wheel sets Set of coach interiors including light fittings Set of roller suspension bearings , gear pinion & gear case Set of complete PCBs of Main inverter and Aux. Converter/inverter including gate unit and of electronics. Train Information & Management System, Multiplexing System/ equipment for inter-coach data transmission & control and all other accessories incl. multiplexing Cables and inter coach coupler. RMPU with Control Panel. Driver cab equipments Qty. 2 nos. 2 nos. 2 unit sets 2 unit sets 12 nos. Rate Total
6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.
2 nos. 2 nos. 1 rake set 1 rake set 2 unit sets 2 nos. 4 nos. 1 rake set 1 rake set 1 rake set 1 rake set 1 unit sets 1 unit sets 1 rake set 1 unit sets rake set 1 unit sets 2 unit sets 1 rake set
25. 26.
1 rake set 1 unit set
NOTES: 1. SET shall mean number of equipment in one coach as applicable. 2. The items quoted by the tenderer shall be in the formats as per the bid. 3. Tenderer shall quote separately unit price of each of these items including any other item, as deemed fit. 4. 1 unit set means 1MC+1TC or 1MC+1 DTC 5. 1 rake set means equipment for one complete rake.
Annexure 1C
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ANNEXURE - 2 INTERNATIONAL STANDARDS SN STANDARD IEC 60077 Part I Part II IEC 60034 1 (1996) amendment 1 (1997) IEC 61133 (1992) TITLE Electric equipment for rolling stock Electro technical components General Rules Rules for DC Circuit Breakers Rotating electrical machines rating & performance Electric Traction: Rolling Stock: Test method for electric and thermal/electric rolling stock on completion of construction and before entry into service. General service conditions and general rules for electric equipment for rolling stock Shock and vibration requirements for rolling stock equipment Surge arrestors, parts 1,3 or 4 as applicable Cables
IEC 61376 IEC 61373 IEC 60099 (1990,91) IEC 60332-1(1993); 60332-3(1992); 60754-2 (1991) amendment 1 (1997); 61034-2 UIC 895, UIC 541-2, UITP Part 2 VDE 0298 T3 IEC 60158 Part 2 (1982) Part 3 (1985) IEC 60947 5 (1990) IEC 60571 (1998) IEC 60310 (1991) IEC 60747 IEC 61287 (1995) IEC 61377 (1996) IEC 61881 IEC 60349 (1991) Part 2 (1993) Part 3 (1995) UIC 651
Cables Cables Low voltage control gear: Semi conductor contactor (solid state contactors) Additional requirements for conductors subject to certification Control switches (low voltage switching devices for control and auxiliary circuits, including contactor relays) Rules for Electronic equipment used on rail vehicles. Traction transformer and inductors. Semi conductor devices: Discrete devices and integrated circuits. Power converters installed on board rolling stock Electric traction rolling stock combined testing of inverter fed alternating current motors and their control. Power electronic capacitors used on rail vehicles. Electric traction rotating electrical machines for rail and road vehicles. Electronic converter fed alternating current motors. Determination of the total losses by converter fed alternating current motors by summation of the component losses. Layout of drivers cabs in locomotives, railcars, MU trains and driving trailers.
Annexure 2
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ANNEXURE 3 SALIENT DESIGN DETAILS TO BE SUBMITTED WITH THE OFFER 1. Inverter and Auxiliary Converter/Inverter Input voltage Input current Output voltage Power rating (KVA) Number of IGBTs (with technical data sheet) and mode of connectivity / configuration Number of diodes (with technical data sheet) Type of control Switching frequency Noise level Number of modules per motor coach Power factor at rated power (with technical data sheet) Type of cooling with the coiling circuit, system details with relative merits and demerits Weight Overall dimensions DC link(bus) voltage No. of motors controlled per inverter Generation of Harmonics and Interference currents No. and type of harmonic filters FFT analysis of primary current of transformer Any other details considered necessary Maximum power rating Current rating Dielectric strength Data sheets for power devices and their characteristic curves
2. Auxiliary converter / inverter No. of converter/inverters (The following technical details for the auxiliary inverter shall be furnished for each of the auxiliary converter / inverter offered) Input voltage Input current No. of phases and output voltage Output current Power rating (kVA) & its break up Efficiency Type / No. of devices used with rating Type of control Carrier frequency Type of cooling Type of enclosure 3. Traction motor Continuous rating power voltage current frequency
Annexure 3
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4. 4.1 4.2
slip at full load shaft output power factor rpm 1 hour rating power voltage current frequency slip shaft output power factor rpm Motor efficiency at rated power Maximum frequency Gear ratio Type of suspension Class of insulation Weight of traction motor with pinion, gear wheel and gear case without pinion, gear wheel and gear case Type of cooling Maximum temperature index of winding insulation Temperature rise of winding Overall dimensions Suspension type Material of gear and pinion Roller bearing type and number Constructional details viz. Rotor bar and rotor end ring arrangement, overhang to terminal box connection etc Any other details considered necessary as per the respective clauses of the specification Auxiliary machines Blowers (Data to be furnished for each type) KW rating / blower capacity (CMH) Voltage Rated current Insulation class Efficiency Weight Mounting Compressor Type of motor KW rating Voltage Rated current Insulation class Efficiency Mounting Type of compress reciprocating /screw/scroll Capacity of compressor in lit / min, pressure
Annexure 3
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5.
Noise level Air intake / filter sytem Type of lubrication Third Rail Current Collector Type no. Make Maximum current capability with complete technical details Has it been in use elsewhere details Overall dimensions Weight
6. High speed circuit breaker Make and type MVA rating, normal and fault current making and breaking capacity & time etc. Overall dimensions Weight
7. Lightning arrestors Metal oxide gapless 8. 9. 10. Type Make Rated voltage and current Overall dimensions Weight Battery charger Rating Input No. of phases voltage Output voltage / current Line and load regulation Type and no. of devices used % ripple content in output Overall dimension Weight Combined Master cum brake controller Type no. Complete technical details, including use of other Railways Weight Multiplexing system and communication protocols Optimisation ( minimisation) of cable/jumper requirement Provision of interoperability of different makes of stocks covered under the spec. Scope of the system offered
11. Control electronics and displays Details of control electronics, PCBs Redundancy adopted at various levels Protection level against dust, moisture, corrosion and salty atmosphere Types of displays, protection level against dust, moisture and comparative advantages
Annexure 3
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12.
Devices for Log In journey details PA system and Display equipment in the coaches and head codes Cables Power and control cables Source Specification Properties
13. Credentials Details of credentials including supplies of similar propulsion systems made so far, period of service, configuration, experience of Railways to which supplies have been made, type of cooling, designed load incl. Speed, acceleration ,ambient conditions, passenger loading and other comparable parameters. Similar credentials shall be submitted for the items proposed to be supplied by subsuppliers. Tenderer shall enclose detail performance of each equipment and certifications regarding the number of units supplied , year of supply, country, no. of years of operation, ratings and other relevant details. 15. Any other details considered necessary as per the respective Clauses of the specification and not covered as above.
Annexure 3
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ANNEXURE 4 (1/2)
Annexure 4
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ANNEXURE 4 (2/2)
Annexure 4
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ANNEXURE 5A (1/3)
Annexure 5A
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ANNEXURE 5A (2/3)
Annexure 5A
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ANNEXURE 5A (3/3)
Annexure 5B
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ANNEXURE - 5B Permanent Speed Restrictions
SN 1.
Section On 8.55 curve between SHY-SHO from km.4/156-4/403 on UP line and km. 4/145-4/403 on DN line On 8.75 curve between CWC-CEN from km.7/129-7/967 on UP line and km. 7/737-7/956 on DN line
Max. permissible speed 45 kmph
Booked speed ---
2.
45 kmph
---
Annexure 5B
Page 111 of 112
ANNEXURE - 6 A Acceptance limits for harmonic interference due to one 8 car rake to S & T equipment
Sl.No. 1 2 3
Details of harmonics Psophometric current Second Harmonic (100 Hz.) A.F. Range: Frequencies: 1650 1750 Hz. 1950 2050 Hz. 2250 2350 Hz. 2550 2650 Hz. H.F. Range: Frequency: 5050 5100 Hz. 50 Hz. Component (50 2 Hz with 3dB band))
Acceptable limits 2.0 Amp. 8.5 Amp. 400 milli Amp.
270 milli Amp.
0.5 Amp. per motor coach (As recommended by M/s. JARTS)
--------------------------------------------
Annexure 6 A
Page 112 of 112
ANNEXURE - 6B Telecommunication System Important features of the telecom system are listed here under: (i) Electronic Exchange at Metro Bhawan ---- 600 lines Electronic Exchange at Tollygunge ---- 300 lines Electronic Exchange at Dum Dum ---- 300 lines All the stations are provided with Rly. & DOT Telephones in addition to Section Control and Traction Power Control. Bare wire emergency control for hooking on emergency telephone is also being maintained. Train Radio communication (160 MHz) between Central Control and motorman and maintenance staff (at night) covers the entire stretch of Metro Railway. Public Address (PA) Systems provided at stations cover the platforms, concourse and mezzanine. It is possible to make announcements for Central Control to all the stations. PA system is also provided on train for announcement by Conducting Motorman to passengers through pre-recorded tape. The system also provides intercommunication between Conduction Motorman and Driving Motorman. Digital Tape Recorders have been provided in all the cabs on Metro Railway. These Digital Tape Recorders will have additional facility of direct announcement on trains from the Central Control. Closed Circuit Television System is provided for conducting motorman to see the doors of a train. The system is also used for surveillance of important locations both at stations and at Central Control. Centralised Clock System is provided to display uniform timings at the locations connected with train operations. ----------------------
(ii)
(iii) (iv) (v)
(vi)
(vii)
(viii)
Annexure 6B

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Specification No. RDSO/PE/SPEC/EMU/0030-2003 (Rev.

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Specification No. RDSO/PE/SPEC/EMU/0030-2003 (Rev. 1) of April 2009

CHAPTER 1 GENERAL DESCRIPTION AND CONTRACTORS RESPONSIBILITIES

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High Dense crush load 2.2.2

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DECELERATION ON LEVEL TANGENT TRACK Service braking deceleration

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