specification of three phase ac (igbt based) electrics...

Ref. CG-WI - 4.2.1-1,Ver.1.0 Page: 1 of 132 Date of issue: December 2014 Spec. No. RDSO/2014/CG/…(Rev:0)

DRAFTGOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

SPECIFICATIONOF

THREE PHASE AC (IGBT BASED) ELECTRICS

FORMAINLINE ELECTRICAL MULTIPLE UNITS (MEMUs)

Sl. No Month / Year of issue Revision /Amendment

Page No Reason forAmendment

1 December, 2014 First Issue NA NA

SPECIFICATION NO: RDSO/2014/CG/**(Rev:0)

RESEARCH, DESIGNS & STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW – 226011

Ref. CG-WI - 4.2.1-1,Ver.1.0 Page: 2 of132 Date of issue: December 2014 Spec. No. RDSO/2014/CG/--(Rev:0)

Contents

Glossary……………………………………………………………………………7

Chapter 1 (Definitions and Interpretation) …………………………………..9

Chapter 2 (General Technical Requirements) .……………………………11

2.1 General…………………………………………………………….………11

2.2 References to various standards……………………………….…….11

2.3 General Requirements………………………………………….……….12

2.4 Engineering Philosophy and Requirements…………………..…….14

2.5 Reliability, Availability, Maintainability and Safety (RAMS)……..…15

2.6 Clause by Clause Comments…………………………………..…..…..16

2.7 Infringement to Patent Rights……………………………………..…...16

2.8 Fire Prevention …………………………………………………………...16

2.9 Scope of Supply…………………………………………………………..17

2.10 Suppliers Responsibilities ……………………………..………………17

2.11 Approval of design……………………………………………………….18

Chapter 3 (Operating, Service Conditions and Design Constraints) ..…21

3.1 Operating Routes…………………………………………………..…….21

3.2 Payload………………………………………………………………..……21

3.3 Track Geometry……………………………………………………….….21

3.4 Gauge and Moving Dimensions…………………………………….…22

3.5 Station Platforms…………………………………………………….…..23

3.6 Power Supply System – Electrical Characteristics…………….….23

3.7 Power Supply System – Mechanical Characteristics……….…….24

3.8 Climatic and Environmental Conditions……………….……………24

3.9 Signal and Telecommunication Installations……………………….25

3.10 Telecommunication Cables……………………………………….…..26

Chapter 4 (Performance Requirements) ..…………………………….…….28

4.1 Key Dimensions………………………………………………………….28


4.2 Maximum Service Speed……………………………………..……......28

4.3 Traction Performance………………………………………………......28

4.4 Brake System Performance……………………………………………30

4.5 Jerk Limit………………………………………………………………….31

4.6 Train Weight…………………………………………………………..….31

4.7 Auxiliary power.………………………………………………………….31

4.8 Power Factor……………………………………………………………..31

4.9 Efficiency………………………………………………………………….31

4.10 Regenerated Energy…………………………………………………….32

4.11 Deleted…………………………..…………………………………….…..32

4.12 Coupling Within an MEMU Train…………………………….….…….32

4.13 Continuous Operating Equipment………………………….…….….32

4.14 Reliability…………………………………………………………………32

4.15 Environmental Noise Standards……………………………….…….33

4.16 Duty Cycle………………………………………………………………..33

4.17 Electro-magnetic Compatibility Requirements………………..….33

4.18 Design Life………………………………………………………….……33

4.19 Maintenance………………………………………………………….….33

4.20 Adhesion Limit………………………………………………….………34

Chapter 5 (Technical Requirements)……………………..………………..35

5.1 Overall Requirement……..……………………………………………35

5.2 Environmental Protection…………………………………………….35

5.3 Operating Environment……………………………………………….36

5.4 Railcar Design……………………………………………….………….36

5.5 Bogies, Ride and Track Interaction…………………………………43

5.6 Draw and Buffing Gear……………………………………….……….48

5.7 Train Line Cables, Inter Vehicular Electrical Couplers………....49

5.8 Gangways………………………………………………………….……50


5.9 Railcar Interior…………………………………………………….……51

5.10 Body Side Doors………………………………………………….……54

5.11 Side Windows……………………………………………………….….55

5.12 Deleted……………………………………………………..……………56

5.13 Communication System………………………………………………57

5.14 Public Address System……………………………………………….58

5.15 Automatic Voice Announcement System…………………….……58

5.16 Passenger Information System………………………………….…..59

5.17 Operation of Passenger Information and Automatic AnnouncementSystem……………………………………………………………….…...60

5.18 Passenger Alarm Signal Apparatus……………………………..…..61

5.19 Passenger Railcar Surveillance System ………….………………..61

5.20 Head Light, Flasher, Marker, Tail Lights and Step lights…..……62

5.21 Driving Cabs………………………………………………………..……63

5.22 Driving Controls………………………………………………………...65

5.23 Display Panel (HMI)…………………………………………………….69

5.24 Functionality of MEMU Train…………………………………………69

5.25 Event recorder…………………………………………………………..71

5.26 Brake System……………………………………………………………72

5.27 Compressed Air System………………………………………………76

5.28 Marking…………………………………………………………….….....79

5.29 Electrical system……………………………………………………….79

5.30 Electronic Systems…………………………………………………….87

5.31 Auxiliary Systems………………………………………………………87

5.32 Wiring and Cabling……………………………………………………..89

5.33 Control Equipment……………………………………………….……..90

5.34 Automatic Phase Changeover (APC) System……….……….…....91

5.35 Safety measures…………………………………….…………………..91

5.36 Mobile / Laptop Charging Point………………………………………93


Chapter 6 (Test and Trials) ……………………….……………………….94

6.1 General……………….……..…………………………………………94

6.2 Inspection………………….……………………………………….….94

6.3 Inspection Hold Points…….……………………………………..….95

6.4 Test Planning and Procedure ……………………………….….….96

6.5 Obligatory Test on Prototype……………………………………….96

6.6 Special Test………………………………………………….…….......98

6.7 Vehicle Body Shell………………………………………………..…..98

6.8 Bogie Test………….….………………………………………..………98

6.9 Passenger Door, Type Test …………………….……………………99

6.10 Passenger Door, Routine Tests………………………………….….99

6.11 Cab Type Test ………………………………………..……………..…99

6.12 Brake Equipment Type Test………………………..……………..…99

6.13 Complete Brake System Type Test……………………………..….100

6.14 Complete Brake System Routine Test………………………..……100

6.15 Noise and Vibration Verification…………………………..………..101

6.16 Fire Performance Verification….………………………..…………..101

6.17 Electrical Test...…………………………………..…………..….…….101

6.18 Service Trials…………………………………….……………..………103

6.19 Performance Test (on Prototype Rake Only)…………..…………103

6.20 Energy Consumption..………………………………………..………104

6.21 Routine Tests on sub-Systems……………………………...……...104

6.22 Commissioning of MEMUs …………………………………...……..105

6.23 Acceptance Certificate………………………………………………..105

ANNEXURE A1 ………………………………………………… ……. 106

ANNEXURE- A2………………………………………………………. 108

ANNEXURE- A3………………………………………………………. 109

ANNEXURE- A4………………………………………………………. 110


ANNEXURE- A5……………………………………………….………. 112

ANNEXURE-A6 ……………………………………………..…………..117

ANNEXURE-A7 ……………………………………………………...….121


Glossary

The following abbreviations are used in this Specifications:

Abbreviation Full Name

AAR Association of American Railroads

AC Alternating Current

ASIC Application Specific Integrated Circuit

ASHRAE American Society of Heating, Refrigeration and Air-conditioningEngineers

ADD Automatic Dropping Devices

ATP Automatic Train Protection

BG Broad Gauge

BS British Standards

IR Indian Railway

DC Direct Current

EMC Electro-magnetic Compatibility

EMI Electro-magnetic Interference

EN Euro Norm (European Standard)

MEMU Mainline Electrical Multiple Unit

EP Electro Pneumatic

FEM Finite Element Method

FOB Foot Over Bridge

GPS Global Positioning System

GSM Global System for Mobile

GSM-R Global System for Mobile – Railways

HT High Tension voltage as defined in Indian Electricity Rules

HMI Human Machine Interface

IC Integrated Circuit

ICF Integral Coach Factory

IEC International Electrotechnical Commission


IEEE Institution of Electrical and Electronics Engineers

IGBT Insulated Gate Bipolar Transistor

IPR Intellectual Property Right

IR Indian Railways

IS Indian Standard

ISO International Standards Organization

km/h Kilometers per hour

LED Light Emitting Diode

MCB Miniature Circuit Breaker

OCS Overhead Catenary System

OEM Original Equipment Manufacturer

OHE Over Head Equipment

PCB Printed Circuit Board

PIS Public Information System

PA Public Address

RAMS Reliability, Availability, Maintainability and Safety

RDSO Research Designs & Standards Organization

ROB Road Over Bridge

DCL Dense Crush Loading

SI System International

SIL Safety Integrity level

TCMS Train Control and Management System

UHF Ultra High Frequency

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

VHF Very High Frequency

VCU Vehicle Control Unit

VCD Vigilance Control Device

IR Indian Railway


Chapter 1DEFINITIONS AND INTERPRETATION

Unless the context otherwise requires, capitalised terms not defined in this Specification, shallhave the same meaning ascribed to such terms in the Agreement. Capitalised terms which arenot defined herein or in the Agreement, shall have the same meaning ascribed to such terms inthe applicable standards. The abbreviations used in this Specification shall have the full formascribed to them in the Glossary.

In this Specification, the following words and expressions shall, unless repugnant to the contextor meaning thereof, have the meaning hereinafter respectively assigned to them:

Term Definition

Agreement shall mean the Procurement-cum-Maintenance Agreement be-tween the Purchaser and the Supplier for supply and mainten-ance of Railcars and MEMUs by the Supplier.

Availability shall mean that an MEMU train or any Railcar, equipment orsystem forming part thereof is available and fit for performingthe specified functions in accordance with the provisions of thisSpecification and the Agreement;

Bidder The firm or Company or Joint Venture who submits his offer forsupply of the goods and services against the tender

Basic unit One Driving Motor Coach and Three Trailer Coach (1 DMC + 3TC)

Driving Cab shall mean a cabin, segregated from the passenger area, andsituated at the end of a Railcar of an MEMU Train, and in-cludes the equipment and sub-systems forming part thereof;

DMC shall mean Driving Motor Coach with Driving cab & tractionmotor in bogies for propulsion.

TC shall mean Trailer Coach without traction motor in bogies

MEMU shall mean Mainline Electrical Multiple Units consisting at least1 (one) Railcars fitted with traction motor and at least 3 (three)Railcar not fitted with traction motors.

Engineer An official of Indian Railways

MEMURake/MEMU Train

shall mean composition of 4 (four) or max. 5 units of MEMUs

IP or Ingress Pro-tection

shall mean the degree of protection provided by enclosures inaccordance with IEC 60529;

Inspecting Officer The person nominated by Purchaser/RDSO/IR to inspect thegoods on their behalf

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

Maintainability shall mean the probability that a maintenance action for aequipment or system, under specified conditions of use, can becarried out at a specified time interval when the maintenance is


undertaken in normal conditions and following Good IndustryPractice;

Maintenance shall include visual inspection, adjustment, replacement or re-pair carried out on any equipment, sub-system or system,which results in such equipment, sub-system or system beingpreserved within maintenance tolerances or returned to its de-sign tolerances;

Propulsion Equip-ment

shall mean and include a transformer, traction and auxiliaryconverters, employing IGBT technology, and three phaseasynchronous traction motors etc.;

Railcar/Car/Coach shall mean a passenger carrying railcar, which is 3,250 (threethousand two hundred and fifty) mm wide, built in conformitywith the provisions of this specification;

Rail Level The plane which passes through the top of the cross-sectionalcentre line of both running rails.

Reliability shall mean a high degree of probability that an equipment orsystem can perform a required function under specified condi-tions and for a specified period, in conformity with the opera-tional parameters specified in this Specification and theAgreement;

Service shall mean the railway service available for the use of passen-gers;

Specification shall mean the specification relating to the quality, quantity,capacity and requirements for the MEMU Trains comprisingthe Railcars and the equipment, sub-systems or systems the-reof, as set forth in this Specification;

Supplier/Contractor The firm or Company or Joint venture with whom the order forsupply of the goods and services has been placed

Sub-Supplier Any firm or Company from whom the Supplier may obtain anymaterial, service or fittings to be used for the goods

DCL Dense Crush Loading (8 passengers per sq. m.)

Sub-system shall mean and include all equipment(s) forming part of suchsub-system;

Train Operator(TO)/Driver/Motorman

shall mean the person in the Driving Cab who in control of theoperation of an MEMU Train ;

Transmission andSuspension Sys-tem

Shall mean system comprising traction gears, gear case, trac-tion rod arrangement (if any), primary and secondary suspen-sion springs, dampers with bogie frame etc.;


Chapter 2General Technical Requirements

2.1 General

2.1.1 The MEMUs shall be designed, manufactured, tested and commissioned by thesupplier as per the Specifications and Standards set forth herein.

2.1.2 The MEMUs shall conform to the design requirements set out in this Specificationwhich are the minimum prescribed. The Supplier shall be solely responsible for un-dertaking all the surveys, investigations and detailed designs in accordance withGood Industry Practice and shall have no claim against IR for any loss, damage,risks, costs, liabilities or obligations arising out of or in relation to such surveys, in-vestigations and designs.

2.1.3 Where practical and unless otherwise stated, all requirements in this Specificationshall apply together simultaneously.

2.1.4 Wherever MEMU or MEMUs is mentioned in this specification, respective require-ments shall also be applicable to the MEMU Rake.

2.2 References to various standards

2.2.1 In addition to the provisions of this Specification, the codes, standards applicablefor design of the MEMUs and for their operation and maintenance are:

a) Indian Standards;

b) IEC publications;

c) EN;

d) UIC;

e) AAR;

f) IEEE;

g) BS; and

h) ISO etc.

2.2.2 In case of any conflict or inconsistency between the provisions of the codes speci-fied in Clause 2.2 above and the provisions contained in this Specification, the pro-visions contained in this Specification shall apply.

2.2.3 The MEMUs and their sub system and system thereof shall comply with the stan-dards as mentioned in Annexure – A4.

2.2.4 The latest version of the aforesaid codes and standards which have been publishedat least 120 (one hundred and twenty) days before the last date of bid submissionshall be considered applicable.

2.2.5 The codes and standards stipulated in this Specification are the minimum. TheSupplier may adopt alternative internationally recognized codes, standards andspecifications, if it can demonstrate to IR that such alternative is superior or morepertinent to the MEMUs than the specifications and standards provided in this


Specification. The Supplier shall seek prior written approval of IR for any alternativespecifications and standards proposed to be used.

2.3 General Requirements

2.3.1 In their production, operational performance and maintenance, the MEMUs shallbe:

Safe; environment friendly; integrated to the climatic conditions prevailing in India, including protective

measures against humidity, storms and other local climatic conditions; reliable; efficient; user friendly; aesthetic; and accessible to the physically challenged.

Notwithstanding the generality of the foregoing, where specific standards or speci-fications are prescribed in relation to any of the foregoing, the Supplier shall com-ply, at the minimum, with such specific standards and/or specifications.

2.3.2 References to “manufacturing” and “production” include, unless the contextotherwise requires, design, engineering, procurement, delivery, transportation, in-stallation, testing and commissioning and other activities incidental to the manufac-turing, and “manufacture” and “produce” shall be construed accordingly.

2.3.3 All materials (including surface coatings, metals, insulants, adhesives, fluids,grease etc.) used in the manufacturing of the MEMUs shall not give rise to healthhazards for the users, crew and staff.

2.3.4 In developing the detailed design, the Bidder will acquaint himself and takenote of the passenger loading especially during the peak time, the route conditionsand environmental operating conditions under heavy monsoon & track floodingconditions, saline, humid and dusty atmosphere etc. It shall be advisable for theBidder to visit the Indian Railway to assess the actual site conditions.

2.3.5 General Design Requirements:

2.3.5.1 The entire MEMU rake shall be designed to ensure satisfactory and safe op-eration under the running conditions specified in Chapter 3 and especially undersudden variations of load and electric supply as may arise under working condi-tions due to faulty operation and short circuits.

2.3.5.2 All working parts of the control and auxiliary circuit specifically electronics andPCBs, shall be suitably covered to keep them free from moisture and dust. Theprotection level shall be furnished by the supplier during design approval.

2.3.5.3 All the electrical equipments shall comply with the latest edition of IEC specifica-tions unless otherwise specified. The temperature rise shall be measured accord-ing to the procedure stipulated by IEC and shall comply with the limits specifiedand the ambient conditions defined in this specification. Specified temperature riseof equipment shall be calculated after taking into account at least 25 % choking ofair filters and radiator fins etc. The supplier shall give traction motor air duct designand co-ordinate with car builder for interfacing.

2.3.5.4 All equipments shall be adequately earthed, insulated, screened or enclosed. Theyshall be provided with essential interlocks and keys as may be adequate to ensure


the protection of the equipment and the safety of those concerned with its opera-tion and maintenance.

2.3.5.5 Supplier shall study the currently available lubricants/cooling oils in India and em-ploy these as far as possible. Full lubrication scheme and schedule for the equip-ment shall be submitted. Wherever imported lubricants or cooling oil are used,Supplier shall study and furnish details of equivalent Indian lubricants/oil.

2.3.5.6 The complete system shall be compatible with the Auxiliary Warning System TheAWS System, Type ZUB –100, is being supplied by M/s. SIEMENS India Ltd. andshall be supplied and fitted by the IR. AWS shall remain completely isolated in reardriving cab.

IR may provide Automatic Train Protection (ATP) in future. The complete systemas supplied against this tender shall be fully compatible with the ATP and shouldbe fully functional by simple interface such that in future it should be possible to in-terface the same with the ATP by simple interface catering for 4 input and 4 outputsignals. The supplier shall furnish the details of the interface arrangement so as tomake the system functional on mutually agreed terms and conditions with thepurchaser during currency of the contract.

2.3.5.7 Driving Motor coach/Trailer coaches of 3-phase drive equipment of same makeshall be interchangeable from one rake to another rake in any position in theformation of rake and vice-versa.

2.3.5.8 The design shall also facilitate easy erection by means of suitable tools andequipment, inspection, maintenance and replacement of the various units compris-ing the equipment.

2.3.5.9 Software shall be written in a structured manner and fully documented during allstages of its design and development. This shall meet the requirements of EN50126-2: Dependability for Guided Transport Systems - Part 2 : Safety, EN50128 : Railway Applications : Software for Railway Control and Protection Sys-tems, and EN 50129 : Safety- related Electronic Railway Control and Protec-tion Systems. Any deviation from this requirement will need approval of RDSO indesign stage.

2.3.5.10 Logic of the Software of various sub-systems shall be approved by RDSO in con-sultation with user railways at the design approval stage. The supplier shall submitthe values of parameters, list of fault messages, their environmental data sets, hi-erarchy of fault display, fault categorization, trouble shooting of each fault, etc. forapproval of RDSO. Changes in parameters shall be demonstrated with their effecton results.

2.3.5.11 The supplier shall submit software logic diagrams with detail explanation along withcomplete software packages to be loaded in train management system before thecommissioning of the prototype rake. Parametric changes shall be possible in thesoftware in order to meet future requirements, such as change in acceleration anddeceleration, bogie and car suspension, train configurations, OHE voltage and fre-quency, etc. While listing out the values of various parameters, the contractor mustprovide a range within which any change can be done without jeopardizing thefunctionality of the system.

2.3.5.12 Software shall be fine tuned through simulations & real life working condi-tions based on the extensive trials, associating user railways before putting therake into commercial services. As it requires, instrumentation and expertise ofSoftware Design Professional, software expert (s) of supplier shall be based at the


work place along with commissioning engineers so that all the software related is-sues are resolved before putting the rake into commercial service.

2.3.5.13 Quality and efficacy of Trouble shooting manual, software tools and softwaredocumentation shall be validated during extensive field trials. Final version of thesedocuments shall include the changes required based on the trials and experienceof operating railways. This shall be approved by RDSO.

2.3.5.14 All the changes, thereafter, in software shall be approved by RDSO in consulta-tion with user railways before actual implementation and the supplier mustgive software release which shall include brief description of the problem, logics ,explanations, parametric changes, etc. to the satisfaction of Railways.

2.3.5.15 Software documentation shall be provided to give the full understanding of thesoftware function and operation. Documentation shall be complete, clear and con-cise, and include all modifications up to final acceptance. Documentation shall in-clude software block diagram showing signal flow, logic, and hardware interfaces.A top level flow diagram and description of detailed operation shall be provided.

2.3.5.16 Proven Equipment:

The design of equipments and components used in different system /sub- systemsshall be based on sound, proven and reliable engineering practices. The minimumquantity and service performance required for all the equipment and the compo-nents used for various subsystems shall be as per eligibility criteria mentioned inTender Document.

2.4 Engineering Philosophy and Requirements

2.4.1 The Supplier shall demonstrate, to the satisfaction of IR, that the sub-systems pro-posed to be used in the MEMUs are based on proven technology and design. Forthe avoidance of doubt, IR may require the supplier to conduct such tests and trialsas may be necessary to establish the reliability and efficiency of such technologyand designs.

2.4.2 The Supplier shall manufacture the MEMUs based on these Standards & Specifica-tions and in accordance with Good Industry Practice.

2.4.3 Adequate margin shall be built into the manufacturing to protect against high ambi-ent temperatures, seasonal humidity, corrosive conditions, and the effects of light-ning strikes, etc. prevailing in Indian Railway.

2.4.4 The design calculations of worst case temperature rise of equipment shall be madeafter taking into account 25% choking of filters and heat sink/radiator fins. A safetymargin of at least 10ºC shall be kept with respect to maximum permissible junctiontemperature of power devices declared by the manufacturer.

2.5 Reliability, Availability, Maintainability and Safety (RAMS)

2.5.1 The Supplier shall manufacture the MEMUs to meet the Reliability, Availabily,Maintainability and Safety, as specified in the Agreement.

2.5.2 The Reliability, Availability, Maintainability and Safety (RAMS) of the MEMUs shallconform to EN 50126/IEC 62278. The reliability of electronic components of theMEMUs shall conform to IEC 61709. The Supplier shall develop RAMS targetsboth for the complete system and for the major sub-systems such as transformer,traction converter, auxiliary converter, electronics, traction motor, Transmission andSuspension System, doors, high voltage equipments and other auxiliary machines,


such that it shall provide a high level of dependability and reliability in conformitywith the Agreement.

2.5.3 Where possible components critical for safety shall fall into a safe operating modein case of malfunction. If the same is not possible, the Supplier shall demonstrate,with reference to the internationally accepted norms that the design is such that thelikelihood of malfunction is reduced to an acceptable level. The system safety planshall identify and list safety critical components and this list shall be updated peri-odically.

2.5.4 The Supplier shall establish and operate a detailed RAMS assessment system insupport of the design, manufacture and subsequent testing, commissioning, opera-tion and maintenance of the MEMUs.

2.5.5 Adequate redundancy shall be provided in MEMU train, its system, sub-systemand train control & management system (TCMS) w.r.t. software logics, hardware,power supply, schematics, contacts, interlocks etc. in order to avoid MEMU andMEMU rake failure. The entire equipment shall be designed to ensure satisfactoryand safe operation under the running conditions specified in Chapter 3 and espe-cially under sudden variations of load and electric pressure as may arise underworking conditions due to faulty operation and short circuits. Details shall be final-ized at design stage.

2.5.6 Definitions:Failure is defined as “An Mainline Electrical Multiple unit (or units) on Indian Rail-way should be considered to have failed, when through some mechanical or elec-trical defect in the stock.”

The definition of MTBF & MDBF for this purpose may be considered as:MTBF = No. of equipments (Population) x Period (Time)/Total number offailures during that period. MDBF = No. of equipments (Population) x Kilometerrun (Distance)/Total number of failures during that distance

2.5.7 Reliability Targets:

The achieved level of reliability for the fleet of 12/16/20 car, shall ensure MDBFof 100,000 kms or more after initial reliability growth period of one years. The fol-lowing fleet average levels of MDBF shall be achieved after the mentioned peri-ods of time:• MDBF > 40,000 kms after 06 months• MDBF > 100,000 kms after 12 monthsFor this purpose, any train shall be counted as available for calculations only aftera stabilization period of 6 months after putting the train into revenue service.

2.5.8 Availability Requirements:

The hourly availability of the rakes calculated on weekly basis (Monday to Sunday)and considering unscheduled repairs only for the equipment under the scope ofsupply should not be less than 96%. Contractor shall assess and furnish the fig-ure for ‘total percentage ineffective’ in terms of percentage of rakes, all theequipments/sub-systems expected to be ineffective/unserviceable due to scheduleand unscheduled repairs against the total number of rakes. The figure shall becalculated on weekly basis (Monday – Sunday).

2.5.9 Maintainability:

2.5.9.1 Contractor’s shall submit the basic maintenance schedules for the proposedequipments. The minimum interval between overhauls at workshop shall not beless 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 in-spection in sheds shall not be less than 90 days.The maintenance program prepared by Contractor shall have the followingobjectives:

a) Enhancement of MRS availability

b) Minimisation of maintenance costs

c) Minimisation of coach downtime /MTTR (meantime to restore serviceability).

2.5.9.2 Modular design principles shall be employed. Requirements for adjustments aftermodule interchange shall be avoided except as required in the specification.All systems, components and structural areas serviced as part of inspectionor periodic preventive maintenance shall be readily accessible for service and in-spection.

2.6 CLAUSE BY CLAUSE COMMENTS:

The bidder shall furnish clause by clause comments on all the clauses for compli-ance of this specification. Supplier shall submit the detailed information desiredvide various clauses of the specification at the time of design stage.

The comments like ‘noted’ against the respective clauses shall be considered as‘not complied’ for the specific clause. Therefore, the bidder shall clearly indicate thecompliance or otherwise by writing ‘Complied’ or ‘Not Complied’. Annexure-A8shall be referred for submission of clause by clause compliance.

In case of any discrepancy, clause by clause compliance to the specification shallonly be considered. Other details given by bidder shall be considered only for in-dicative purpose and shall not amount to the acceptance of the de-sign/equipments/scheme.

2.7 INFRINGEMENT OF PATENT RIGHTS

Indian Railways shall not be responsible for infringement of patent rights arisingdue to similarity in design, manufacturing process, components used in design, de-velopment and manufacturing of propulsion system and any other factor which maybe a cause such dispute. The responsibility to settle any issue lies with the manu-facturer. Supplier shall submit an under taking for taking the responsibility of no In-tellectual Property Right (IPR) infringement and if there is, it shall own the respon-sibility of patent right.

2.8 FIRE PREVENTION

2.8.1 The design of equipment shall incorporate all measures to prevent fires and will besuch that should any fire take place the effects shall be minimised and no spreadof fire should take place. Established international practices and codes shall befollowed for fire prevention measures. The train shall be designed to prevent firepropagation through the use of fire barriers in the floor and in walls at the sides andends and fire resistant equipment housings. Rolling stock shall comply therequirement mentioned in clause 5.35.2


2.9 SCOPE OF SUPPLY

2.9.1 The details of scope of supply have been defined in – Schedule of Re-quirement of the Bid Document and corresponding Schedules. The scope shall alsoinclude the followings:

The supply of complete documentation for approval of design, relevant drawingsand calculations to the satisfaction of purchaser and RDSO and support documen-tation associated with the operation and maintenance of the equipment suppliedagainst this specification. The documents shall include the details as defined inClause 2.11 “Approval of Design” of this specification.

Supplier shall submit list of equipment and facilities required for maintenance andoverhaul of equipment offered. Supplier shall also interact with the consultant ap-pointed by the purchaser for finalising the layout design of construction/ modifica-tion of the existing facilities in respect of maintenance sheds/workshop.

2.10 SUPPLIER’S RESPONSIBILITIES

The supplier’s responsibilities will extend to the following:

The Supplier shall be responsible for commissioning, testing and service trials ofthe MEMU rakes in service and depute team of engineers to user Railway for pro-totype rakes and commissioning of all rakes.

The Supplier shall arrange required instrumentation and carry out detailed testsand service trials jointly with RDSO, user Railway & MEMU maintenanceshed/workshop/any other manufacturer nominated by IR as per Chapter 6 of thisspecification.

2.10.1 The Supplier shall be entirely responsible for the execution of the Contract inaccordance with the requirements of this Specification. The Supplier shall complywith the provisions of the General Conditions and the Special Conditions of theContract in scheduling, executing, and obtaining the RDSO’s approval of thedesign.

2.10.2 The Supplier shall submit a technical plan, giving details of overall system design,Project organization chart, project schedule clearly defining the start & completionof activity through PERT/Bar chart.

The software required for trouble shooting and software tools for maintenance ofequipment of MEMU rakes at module level at depot shall be supplied. Suppliershall demonstrate the procedure of trouble shooting through software.Complete information on MEMU rakes testing and commissioning at site/on train,their interface and complete system testing shall also be provided. The relevantcustomized hardware, if any, required for the purpose as above shall also be sup-plied to RDSO and user Railways.

2.10.3 Supply of drawings, operating manuals, maintenance manuals, and softwaremanuals of the supplied equipment of MEMU rakes.

2.10.4 Supply of drawings, operating manuals, maintenance manuals, and softwaremanuals of the supplied equipment of MEMU rakes.

2.10.5 In addition to the equipment of MEMU rakes and services specified in this Specifi-cation, the Supplier shall supply handling tackle, special tools and applianceswhich may be necessary for the installation, testing and commissioning of the sup-


plied equipment on the new manufacture MEMU rakes, even though such materialor work may not be specifically mentioned in this Specification.

2.10.6 The prototype rake, after the successful completion of all tests and trials and RDSOclearance shall undergo service trials for four months. The balance MEMU rakesshall be supplied by the supplier only after successful prototype trials. However, se-ries supply of rakes for the period of service trials can commence as agreed by thesupplier and purchaser so that the continuity of the production is not affected. Dur-ing the prototype tests/service trials, if any problems arise or feedback informationis obtained, which warrants a re- check of the design/manufacture/quality of theequipment and components, action will be taken as may be necessary by the Sup-plier to carry out the required investigations and to incorporate the modificationconsidered most appropriate to reach compliance with the specification withoutany extra costs to the Purchaser and in a manner approved by the RDSO on rakesalready supplied as well as those to be supplied later.

2.10.7 Before carrying out any modification, as found necessary on the basis of tests andtrials, the drawings and execution plan shall be got approved from the RDSO.

2.11 APPROVAL OF DESIGN

2.11.1 The design shall be developed based on the requirements given in this specifica-tion and sound engineering practices with specific consideration to the specifiedpassenger loading condition, route conditions and environmental conditions. Thebasic design for system and major equipments shall be supplied by the Sup-plier with required technical data and calculations to RDSO for approval. Themanufacturing will commence after the approval of the design by RDSO.

Any calculation which is evaluated on the basis of software simulations shall besupported with sample calculations. One each of hard and soft copy of RDSO ap-proved design shall be supplied to the purchaser, user Railways & MEMU mainte-nance shed/workshop of IR or any other manufacturer nominated by IR.

2.11.2 After the contract is signed, the Supplier shall furnish to RDSO and the purchaserthe detailed schedule programme for submission of design documents for approvalwhich shall be suitably staggered, to enable RDSO to plan for expeditious clear-ance.

2.11.3 The Supplier shall deliver all necessary data, designs, calculations, drawingsand specifications referred in their drawings or design documents in English lan-guage as required by RDSO for examination and shall provide explanationand clarification of the drawings for which approval is sought (Annexure A6 may beseen for reference). The submission of design document for any equipment for ap-proval by the supplier without the complete information as per the contract specifi-cation shall not be considered as submission of document. Approval or decision byRDSO shall normally be given within 3 weeks of submission of all clarifications bythe Supplier to the satisfaction of the RDSO. For this purpose, the Supplier shalldepute his technical experts to RDSO for design discussions and finalization. Afterthe final design is approved, the Supplier shall furnish complete set of applicablespecifications as mentioned in the approved drawings & documents and shall alsosubmit the list of equivalent Indian Standards wherever applicable.

Supplier shall submit technical details along with technical specification, functionalspecifications, block diagrams, schematic drawings, loading calculations, circuits,wiring diagrams, basic design of converter, inverter and other power and controlequipment, train control networking, protocols used and the connected softwaredetails for carrying out modifications as permissible and weight balancingcalculations, drawings and ratings of all sub-Supplier’s deliveries. The loading of


electronic equipment/components calculated under the ambient conditions asspecified, ventilation design, component rating etc. shall be got approved fromRDSO. While the aspects covered, as above, are not exhaustive, the Supplier shallsupply/furnish complete technical details with respect to their system and equip-ment design and to the satisfaction of RDSO at the time of design approval.

The design shall be developed in SI units.

2.11.4 The Supplier shall submit the technical specification of the components of sub-assemblies. The specification shall specifically be indicated on relevant draw-ings/documents.

2.11.5 Approval of design means approval of general design features. Notwith-standing the approval, the supplier shall wholly and completely be responsible forthe performance of the complete system and equipment supplied by him. RDSOwill not be responsible for the correctness of the dimensions indicated on the draw-ings, the materials used or the strength of parts. The Supplier shall, when submit-ting proposals or designs for approval of RDSO, draw specific attention to any de-viation or departure from the specification involved in his proposals or designs.

2.11.6 The Supplier shall be responsible for carrying out improvements and modificationsat his own expense on MEMU rakes, provided such modifications/improvementsare decided to be necessary jointly between Supplier and RDSO for meeting therequirements of reliability, performance & safety etc.

2.11.7 For the purpose of technical decisions on improvements/modifications etc. onequipment, the final authority from the purchaser’s side will be RDSO.

2.11.8 Maintenance Manual, Spare Parts Catalogue & Material Specification

The detailed maintenance and service manual shall be prepared for the variousequipments of MEMU rakes and 40 (forty) copies of the same shall be suppliedfree of charge. The draft contents of the manuals shall be submitted for approval ofthe RDSO.Detailed spare parts catalogue listing all components manufactured or purchasedby the supplier along with their rating, source & schematic position etc. (40copies) each shall also be supplied free of charge. Supplier shall furnish purchasespecification of the bought items as well.The documentation shall be provided on compact discs (Blue Ray) along with rele-vant software and complete arrangements to read them or edit them in future totake prints in colour.

2.11.9 As made drawings

Six complete sets of ‘as made’ drawings shall be supplied by the Supplier to thepurchaser/RDSO.

2.11.10 Size of drawings

i. Equipment details - full size or half size

ii. Motor assemblies - 1 : 5

iii. General assemblies - 1 : 10


The dimensions, weight, capacity, etc, shall be in SI units. All drawings shall besubmitted on CDs/DVDs along with complete setup for reading and taking prints.In case the format is not compatible with AUTOCAD necessary customized hard-ware and software shall be submitted.

2.11.11 Method of filing of drawings

To facilitate filing of drawings, it is essential that each drawing submitted for ap-proval is marked so that it can be identified. The supplier is, therefore, required toensure that all prints are marked legibly at the right hand bottom corner. The follow-ing information is required in respect of each drawing.

I Supplier’s drawing number.

II Supplier’s name and date of submission

III Contract no. given by the purchaser

IV Description of drawings

V Relevant Specifications

2.11.12 Photographs:

While the MEMU train is under manufacture, photographs shall be taken of thevarious assemblies and sub-assemblies in various stages of production. Photo-graphs shall not be less than 380 x 255 mm in size and shall be taken on non-curlfilms. The negative and three prints of each shall be furnished to the purchaser andIR. The print should be mounted on sheets to form complete sets. Photographson digital media and videos shall also be furnished.

2.11.13 Binding

Each set of tracings together with a set of photographs shall be suitably boundwithin a cover of superior quality durable materials with the title block printed on theoutside of the cover.

2.11.14 Marking of equipment

All main assemblies of the equipment shall bear serial number for identification andinitials of the purchaser. Where the sub- assemblies/components of the main as-semblies are not inter-changeable, the sub-assemblies shall also be marked withthe serial nos. of the main assembly of which they form a part.

2.11.15 Rating plate

All equipment/cubicles shall contain rating plates of anodized aluminum with em-bossed letters. The rating plate will give detailed rating specification and identifica-tion of equipment. The details of rating plate of each of the equipment shall be asapproved by RDSO.


Chapter 3Operating, Service Conditions and Design Con-

straints3.1 Operating Routes

3.1.1 The MEMU trains shall be able to operate on all electrified routes of Indian Railway.

3.2 Payload

3.2.1 The distribution of equipment on a particular railcar shall be arranged to maintainan even weight balance and shall be tested in accordance with IEC 61133 to theextent that it applies to Mainline Electrical Multiple units.

3.2.2 Passenger weight shall be assumed to be 65 kg.

3.2.3 The rake shall not exceed an axle loading of 20.32 tons in Driving Motor Coach(DMC) and 16.25 tons in Trailer Coach (TC) under maximum loading condition.

3.2.4 Standing capacity of railcar shall be taken as 8 passengers per sq. metre.

3.2.5 Rake design that minimizes weight while maintaining the required structuralstrength shall be preferred.

3.2.6 The normal passenger loading in one Railcar shall be as detailed in the table be-low:

Seating capacity(Approx.)

Standing Capacity 8passenger / Sq. m

(Approx)

Total

Driving MotorCoach (DMC) 69 138 207

Trailer Coach(TC) 80 145 225

The above passenger loading capacity is for design purpose, however actual seat-ing and standing capacity will be as per detailed layout of different type of coaches.

3.2.6.1 Layout of individual cars shall be finalised at design stage.

3.3 Track Geometry

3.3.1 Type of Tracks are as per following:i. Mainline Track - fit for operation less than 110km/h.

ii. High Speed (C&M I Volume I) Track – permitting operation upto 140 km/h.

3.3.2 The MEMU trains shall be designed to operate on Indian Broad Gauge track with aspacing of 1676 mm between the two running rails.

3.3.3 The MEMU trains shall be designed to operate where gauge widening has beenapplied as follows:


i. A variation of between -5 mm and +3 mm on curves with a radius of greaterthan 350 m (including straight track).

ii. A variation of between 0 and +10 mm on curves with a radius of less than 350m.

3.3.4 The MEMU trains shall be capable of negotiating curves of 175 meters radius andof operation on grades of 1 in 100.

3.3.5 Deleted

3.3.6 The MEMU trains shall be capable of traversing horizontal reverse curves consist-ing of two 152.4 m radius curves (one in each direction) separated by any length(including zero) of straight track.

3.3.7 On BG Main Line (track maintained to other than C&M1 volume 1 standard) theMEMU trains shall operate over track with the following characteristics:

i. An unevenness (against a 3.6 m base) of less than 15 mm.

ii. A maximum twist (against a 3.6 m base) of 2.78 mm / metre.

iii. A maximum gauge variation of ± 6 mm.

iv. An alignment (versine on 7.2 m chord) less than 5 mm.

3.3.8 On BG High Speed Route (track maintained to C&M1 volume 1 standard) theMEMU Trains shall operate over track with the following characteristics:

i. An unevenness (against a 3.6 m base) of less than 10 mm.

ii. A maximum twist (against a 3.6 m base) of 2.08 mm / metre.

iii. A maximum gauge variation of ± 3 mm.

iv. An alignment (versine on 7.2 m chord) less than 5 mm.

3.3.9 The MEMU trains shall operate through turnouts, the sharpest of which may be a6400 mm overriding switch (curved) BG (1673 mm) for 60 kg (UIC) or 52 kg rail for1 in 8½ (crossing angle, tan θ) turnout on pre stressed concrete sleepers.

3.3.10 The MEMU trains shall operate through turnouts at up to the following speeds:

i. Up to 15 km/h through a 1 in 8½ curved switch of 52 kg or 60 kg rail on prestressed concrete sleepers.

ii. Up to 30 km/h through a 1 in 8½ symmetrical split with curved switches of 52kg or 60 kg rail on pre stressed concrete sleepers.

iii. Up to 30 km/h through a 1 in 12 curved switch of 52 kg or 60 kg rail on prestressed concrete sleepers.

3.3.11 Deleted

3.4 Gauge and Moving Dimensions3.4.1 The MEMU Railcars shall conform to the Indian Railways Schedule of Dimension

(IR S.O.D.) – 1676 mm gauge revised 2004 with latest amendments. Maximummoving dimension of railcar shall be as per Diagram 1D (EDO/T-2202) of IR S.O.D.revised -2004. However the maximum height of the coach in pantograph lockeddown condition shall not be more than 4265 mm.

3.4.2 The supplier shall furnish a static vehicle profile of complete car together with Ki-nematic Envelope.


3.4.3 Supplier shall furnish detailed calculation based on which Kinematic Envelope hasbeen developed showing lateral and vertical shifts due to each factor separately.Kinematic Envelope shall be developed considering following condition:

a. All Vehicle speed between 0 to 120 kmph (test speed).

b. All vehicle loads between tare and fully loaded (based on 8 passenger per sq.m)

c. Any degree of vehicle wear between new and fully worn wheel.

d. Any degree of vehicle suspension wear or adjustment from new to fully wornincluding all service tolerances and potential variation in setting.

e. Maximum cant deficiency

f. Maximum cant excess

g. Maximum vehicle lateral and rolling movements due to wind forces with awind speed of 160 kmph.

h. Vehicle yaw and vertical movements

i. Track tolerance as defined in clause 3.3

j. Any combination of bogie air spring deflated.

3.5 Station Platforms

3.5.1 The MEMU Railcars shall allow passengers to board and alight from the train atstation platforms between 760 mm and 840 mm above Rail Level.

3.6 Power Supply System – Electrical Characteristics

3.6.1 The MEMU train shall be suitable for operation on the electrical suburban sectionsof the user Railways. The general particulars are:

i) The operating voltage : 25KV AC power supply:

ii) Normal variation : 19 KV to 27.5KV

iii) Occasional maximum ( cut off ) : 30 KV

iv) Occasional minimum : 16.5 KV

v) Cut off voltage : 16 KV

vi) Frequency variation : 47 Hz to 53 Hz

3.6.2 The power supply system shall be 25 KV, 50Hz single phase AC, 25 KV being thenominal voltage of the system. The guaranteed performance shall be availablefrom 22.5 KV to 27.5 KV.

3.6.3 The run time for all out run for 1.5 km section on levelled tangent track and DCLloaded train shall not deteriorate more than 5 % as compared to that specified inclause 4.3.8 within the variation of OHE supply in the range 21 kV to 28.5 kV andfrequency variation of 47 HZ to 53 Hz.

3.6.4 Occasionally, the power supply voltage may vary outside the normal range speci-fied in Clause 3.6.1 of this Specification, between a minimum of 16.5 kV and amaximum of 30 kV. Train operation shall be feasible beyond the specified range inclause 3.6.2 may be with restricted power. However, the full auxiliary power shallbe available for the range of 16.5 KV to 30 KV.

3.6.5 The regenerative braking system fitted to the MEMU trains shall continue to operatewhen the electrical supply voltage is in the range from 16.5 kV to 30 kV.


3.6.6 The MEMU trains shall operate in full compliance with this Specification when thefrequency of the electrical supply is between 47Hz and 53Hz inclusive.

3.7 Power Supply System – Mechanical Characteristics

3.7.1 The MEMU trains shall collect power from a polygonal type overhead line systemcomprising of 107 mm2 hard drawn grooved copper contact wire and 65 mm2 cate-nary wire with the tension in both these conductors maintained at 1000 Kgf eachwith the help of auto tensioning devices.

3.7.2 The MEMU trains shall collect power when the position of the contact wire varieslaterally (stagger) from the centre line of the track by up to ±200 mm on straighttrack and up to ±300 mm on curves.

3.7.3 The MEMU trains shall collect power when the position of the contact wire variesbetween 4.58 m and 5.8 m above rail level. The nominal height of the contact wirein mid span is 5.5 m above rail level.

3.7.4 The MEMU trains shall be compatible with the following neutral section:

A short neutral section of approximately 4.61 m and 9.6 m length having an insu-lated portion (of PTFE) on both sides and middle portion of neutral section whichis solidly earthed.

3.7.5 The MEMU trains shall continue to comply with the requirements of this Specifica-tion should the pantograph loose contact with the overhead for periods of up to 45milliseconds when the pantograph bounces.

3.8 Climatic and Environmental Conditions

3.8.1 The MEMU trains shall function in accordance with this Specification when the am-bient air temperature is in the range from 0 to 50 degrees Celsius.

3.8.2 The MEMU trains shall function in accordance with this Specification when themaximum temperature of any or all metallic surfaces on the MEMU Trains whichmay be exposed to direct sunlight is in the range from 0 to 75 degrees Celsius.

3.8.3 The MEMU trains shall function in accordance with this Specification following anyperiod when stationary at the maximum ambient temperature specified in Clause3.8.1 and in full sunlight as specified in Clause 3.8.2. The MEMU Trains shall notrequire any pre-cooling of equipment.

3.8.4 The MEMU trains shall function in accordance with this Specification over a rangeof relative humidity from 0 to 98%.

3.8.5 The MEMU trains shall function in accordance with this Specification at an altitudeof coastal area.

3.8.6 The MEMU trains shall function in accordance with this Specification when sub-jected to rainfall at any rate between 0 and 100 mm / hour.

3.8.7 The MEMU trains shall function in accordance with this Specification when sub-jected continuously to an atmosphere containing dust in concentrations up to 1.6mg / m3.

3.8.8 The MEMU trains shall function in accordance with this Specification when sub-jected continuously to a humid and salt laden atmosphere with maximum pH value


of 8.5, sulphate content of 7 mg per litre, maximum concentration of chlorine 6 mgper litres and maximum conductivity of 130 micro Siemens / cm.

3.8.9 The MEMU trains shall function in accordance with this Specification when sub-jected to high wind speed in certain areas, with wind pressure reaching 150 kg/m2.

3.8.10 The MEMU trains shall function in accordance with this Specification in the event offlooding up to 203 mm above rail level as follows:

a. In the event of flooding at any level below rail level, the MEMU Trains shall op-erate in full compliance with this Specification.

b. In the event of flooding at a height between rail level and 203 mm above raillevel, the MEMU trains shall operate in full compliance with this Specificationwith the exception that it is permissible to restrict the operation of the train to amaximum of 8 km/h.

Allowance is to be made in addition for increase in the height of water level due tothe “bow wave” effect of the MEMU Trains passing through the water. Rail Leveldoes not refer to a horizontal plane, Rail Level shall be taken as referring to thelower of the heights of the top of the centreline of the cross section of the two run-ning rails. There are certain sections of the track that get flooded with water tostanding depth of 400 mm. The traction gear and other under slung equipmentmust be completely water proof to this height above rail level. During the peak floodcondition water may reach up to the floor level. The equipment shall not get dam-aged due to such flooding and it should be possible to rejuvenate the equipmentwith minor attention without any adverse effect on their performance.

Flood proofing test shall be carried out on all the under frame mounted equipmentsby immersing up to 400 mm from rail level for 24 hours.

3.9 Signal and Telecommunication Installations

3.9.1 The MEMU Trains shall not interfere with, or degrade the operation of, the followingsignal and telecommunication installation types:

a. Single and / or double distant colour light signalling systems with relay and /orelectronic interlocking.

b. DC track circuits.

c. 83 1/3 Hz track circuits.

d. Audio frequency track circuits up to a maximum frequency of 20.7 kHz.

e. Digital axle counters (up to a frequency of 43 kHz).

f. Block instruments.

g. Point machines.

h. Auxiliary warning system (AWS).

i. Train protection and warning system (TPWS).

j. Telephone circuits.

k. Teleprinter circuits.

l. Control circuits.

m.VHF and UHF transmission systems.

n. Microwave transmission systems.


3.9.1.1 The harmonic currents injected in the electrical supply system (including the trackreturn current) shall be such as not to cause levels of interference exceeding thelevels specified below at any point in the operating envelope of one MEMU Trainon the operating routes identified in Clause 3.1 of this Specification or on adjacentlines:

SN Interference Current Overall Limit

1.0 Psophometric current AC traction 10.0 A

2.0 DC component in AC mode 4.7 A

3.0 Second Harmonic component (100 Hz) in AC traction 8.5 A

4.0 1400 Hz up to 5000 Hz 400 mA

5.0 >5000 Hz up to 32000 Hz 270 mA

6.0 39500 Hz up to 43500 Hz 270 mA

3.9.2 The Supplier shall undertake FFT (Fast Fourier Transformation) analysis of the totalcurrent from 1400Hz to 5000Hz and 5 kHz to 50 kHz separately to determine thefrequencies of high amplitude in band for both individual motor cars and completeMEMU train. In the frequency bands >32000Hz to <39500Hz and >43500Hz to50000Hz the frequencies at which the current values exceed 270mA shall be iden-tical and indicated along with their actual values. This test shall be carried out andthe results shall be provided in a Type Test report.

3.9.3 EN 50238 is currently under revision and shall include interference current limits fortrack circuits and axle counters. Where these overall interference current limits aremore onerous than those stated in Clause 3.9.2 of this Specification. These limitsshall be applied subject to provisions made in Clause 2.2.4 of this Specification.

3.9.4 The value of interference current of individual MEMU shall not differ from eachother and shall be in the same range.

3.10 Telecommunication Cables

3.10.1 Armoured Optical Fibre Cable (as per IRS: TC 55-2000) Rev.1 with AmendmentNo.1.1 using monomode fibres in 1300nm to 1550nm band) is laid along the track.Analog circuits are worked by converting analog information into digital (by usingPrimary Digital Multiplexers) and transmitting the information on OFC using STM-1(SDH heirachy). OFC cable is used in all the Sub-urban section of Indian Railways.

Following important circuits are provided on the OFC:-

a) Various Control Circuits for Train Operation

b) PRS, UTS, FOIS and Railnet circuits

c) Inter Exchange connectivity/Extension of Auto-telephone to stations.

d) Axle counters in certain sections for BPAC/IBH

e) Hot line for Block between adjacent stations

f) Connectivity for data loggers.

g) Connectivity between Station/locations for carrying information for func-tioning of TMS on user Railway


3.10.2 In certain sections, Composite RE cable (Aluminium Sheathed Main Telecom Cableas per IRS: TC 14-75) which was laid along the track is still being used to carry cir-cuits. RE cable circuits are in voice band from 0.3 to 3.4 KHz.

3.10.3 Underground Railway Jelly Filled Quad Cable (as per IRS: TC 30-05 Amendment-IV/ RDSO/SPN/TC/72/2007 Rev.0, Amendment -1) laid along the track for provid-ing circuits. Quad cable can be used in band from 0.3 to 150 KHz.

Following important circuits are being operated on RE Quad/Cable:

a. Emergency Control Circuits

b. LC Gate Telephones

c. Block Circuits

d. BPAC (Block proving by Axle Counter)

e. Radio Communication

SYSTEM FREQUENCY RANGE REMARKS

TETRA 380-400 MHzMPT-27 330 - 360 MHzVHF –Walkie-Talkie Set 136-174 MHz

Digital Microwave 7125 – 7425 MHzGSM-R 876-880 (Up link)

921-925 (Dn link)Future system in conventionalband

Locotrol/EOTT etc 452 - 458 MHz Future system


Chapter 4Performance Requirements

4.1 Key Dimensions

4.1.1 The MEMU Trains shall have a maximum body width (the maximum dimensionacross the cross section of the Railcar body) as 3248 mm.

4.1.2 The MEMU Railcar body shall be of the length 21337 mm +/- 3 mm (excluding thelength of any coupler).

4.1.3 The MEMU trains shall be fitted with semi permanent couplers.

4.1.4 No part of the MEMU Trains, except the wheels, shall be within 102 mm of RailLevel when the wheels are at their minimum permissible diameter and the Railcarsare loaded as specified in Clause 3.2.

4.1.5 No part of the equipment attached to the under frame of the Railcar body shall bewithin 215 mm of Rail Level when the wheels are at their minimum permissible di-ameter and the train is not loaded.

4.1.6 The maximum height of the floor of the MEMU Railcars in empty condition shall be1278 mm above from Rail Level.

4.1.7 Inter railcar distance shall be 795 mm.

4.2 Maximum Service Speed

4.2.1 The MEMU Trains shall be designed to operate at a maximum service speed of 110km/h in passenger service.

4.2.2 The MEMU trains shall be designed so that they can operate safely at a maximumspeed of 120 km/h during testing.

4.3 Traction Performance

4.3.1 All the requirements specified in this Clause 4.3 of this Specification shall beachieved when the train is loaded as specified in Clause 3.2

4.3.2 All the requirements specified in this Clause 4.3 of this Specification shall also beachieved when the train has half worn wheels.

4.3.3 All the requirements specified in this Clause 4.3 of this Specification shall beachieved when the nominal overhead line voltage is 22.5 kV.

4.3.4 The MEMU Trains shall achieve a minimum acceleration from stationary of 0.54m/s2, subject to the requirements with respect to jerk rate specified in Clause 4.5and with payload as specified in Clause 3.2 of this Specification.

4.3.5 The MEMU trains shall be capable of achieving a minimum acceleration of 0.54m/s2 at any speed up to a speed of 40 km/h with payload as specified in Clause 3.2of this Specification.

4.3.6 The MEMU trains shall have load compensated tractive effort control.


4.3.7 The MEMU trains shall be capable of accelerating to a speed of 110 km/h in amaximum of 85 seconds.

4.3.8 The typical run of 8.0 Km on level tangent track for all out running i.e. full traction,full braking, without coasting and with regeneration braking for a dense crushloaded 12/16/20 railcar MEMU train (DCL) with average line voltage of 22.5 KV inAC traction and half worn wheels shall be completed in 405 seconds with brakingrates as specified.

4.3.9 Supplier shall submit the RMS current values for 8.0 Km typical run as per Clause4.3.8 The R.M.S. (root mean square) loading of the traction motor with regenera-tive braking in use for all out running for the typical run as indicated above shall notexceed the continuous rating of the traction motor.

4.3.10 Supplier shall submit detailed calculations of maximum power loading of all majorcomponents of the traction system including the maximum r.m.s. currents, tractiveeffort and motor torque for motoring. Similar calculations for maximum power load-ing of all the major components of traction system including maximum r.m.s. cur-rent, braking effort and motor torque for braking shall be submitted. During tractionmode, maximum auxiliary power shall be taken into account and during brakingmode minimum loading of auxiliary power shall be considered. While deciding theratings of equipment the supplier shall ensure that the performance of the MEMUshall conform to the conditions laid down in the Clause 3.6.

4.3.11 Calculations/simulation for temperature rise of the traction motor for repeated trac-tion cycle as specified above at clause 4.3.8 (without considering stoppage time)and the specified conditions shall be furnished by the supplier at design approvalstage. The temperature rise shall not exceed the permissible value specified inclause 5.29.7.20. All the temperatures calculated on the basis of repeatedruns/continuous duty cycles shall be deemed as stabilized temperatures.

4.3.12 The dense crush loaded 12/16/20-railcar rake with one Driving Motor coach iso-lated shall be capable of starting on a gradient of 1 in 34 and clear this section of 1Km. The temperature rise of the traction motor and other equipment shall be withinthermal rating of the respective equipment as specified. The one hour rating of theTraction Motor shall be submitted. Average line voltage during the period shall betaken 22.5 KV AC. The time, in which the section will be cleared and the maximumspeed attainable shall be furnished by the supplier. The temperature rise of propul-sion equipment shall not exceed the stipulated values. Supplier shall submit thetraction motor temperature rise

under the above conditions as per the Annexure A7.

4.3.13 For a DCL loaded 12/16/20 railcar train with one Driving Motor coach cut out, start-ing after continuous working in the sections of Indian Railway as specified in clause4.3.16, the specified thermal rating of traction motor and other equipment shall notbe exceeded for full one trip (maximum approx. 250 Km), either way starting fromone end.

4.3.14 Deleted

4.3.15 Deleted

4.3.16 Deleted

4.3.17 The variation of power/TE & BE from starting to maximum speed with the OHEvoltage of 16.5, 18, 22.5, 28.5 and 30 KV shall be submitted during design stage.


4.3.18 It should be possible to form the 12/16/20 railcar MEMU train. In each formation byaddition of the unit(s), the train control should be possible only from one end ofDriving Motor Coach occupied by motorman. All these formation shall comply therequirements of this specification. The Supplier shall also furnish performance pa-rameters with the above combination of rake formation.

4.3.19 The equipments shall be so designed that the coefficient of adhesion does not ex-ceed the optimized value during powering or braking. The supplier shall furnish theoptimized value of coefficient of adhesion and the reason thereof.

4.3.20 The protection scheme shall ensure minimum influence on the performance of thetraction system and isolation, if any, shall be limited to the affected equipment.

4.3.21 The traction system shall be designed so as to protect itself (including motor, in-verter, converter and transformer) from over temperature. This protection shall op-erate progressively giving a staged reduction in tractive effort from the affectedequipment rather than immediately disabling part of the traction system.

4.3.22 The protection/alarm/indication circuit shall normally have self correcting featuresrather than cause tripping of the traction equipment for reduction of the tractive ef-fort. If the Train Operator intervention is needed, sufficient indication shall be givento the Train Operator to enable corrective action to be taken in time. It shall bepossible for the Train Operator to take any protective action, or any other action asindicated to him through diagnostic display, on any of the Railcars fitted with trac-tion equipment in the train, if so desired, from the Driving Cab itself.

4.3.23 Train Resistance:

The supplier shall furnish the formula which have been used to determine train re-sistance and guaranteed performance as per the specification during design stage.The supplier shall also submit detail justification and reference of using the pro-posed formula. Complete details, calculation and reasons of the constant used informula shall be submitted to the satisfaction of the engineer. The adopted formulashall be validated during trials.

4.4 Brake System Performance

4.4.1 All the requirements specified in this Clause 4.4 of this Specification shall beachieved when the train load is as specified in Clause 3.2 of this Specification.

4.4.2 The MEMU Trains shall, subject to the requirements with respect to jerk rate speci-fied in Clause 4.5, achieve a minimum deceleration rate of 0.764 m/s2 from 110km/h to 50 km/h and 0.84 m/s2 from 50km/h to standstill during full service braking.

4.4.3 The MEMU trains shall have load compensated braking effort control.

4.4.4 The MEMU Trains (12/16/20 car) shall be fitted with an emergency brake which canbring the train with train load as specified in Clause 3.2 of this Specification, tostand in less than 700 m when the train is travelling at 110 km/h with average de-celeration rate of 1 m/s2 shall be considered.

4.4.5 Specified brake performance shall also be achieved in case of failure of dynamicbraking.

4.4.6 Specified brake performance shall also be achieved in case brake system of onerailcar of 12 railcar formation isolated


4.4.7 The supplier shall submit design calculations for the safe braking distances andEmergency braking distances for both dry and wet conditions as per EN: 13452-1and EN 13452 - 2 and design basis for wet condition

4.4.8 The parking brakes shall be capable of holding a stationary rake in Loading Condi-tion defined in clause 3.2 on 1 in 34 gradient for an unlimited time.

4.4.9 The pneumatic brakes shall be controlled on a per-railcar or per-bogie basis.Measures shall be taken to prevent a brake fault on one bogie from affecting brakeequipment on the other bogie.

4.4.10 Under push-out conditions with no brakes on the defective rake, the brake systemshall be capable of stopping the coupled rakes at the next station to detrain all pas-sengers and then permit the empty rakes to continue to the terminal station withoutfurther scheduled stopping. (However, the emergency brake application on bothrakes shall still be possible)

4.5 Jerk Limit

4.5.1 Under all normal operating conditions, the rate of change of Railcar acceleration ordeceleration shall be 0.70 ± 0.05 m/s³. Failure of the jerk limiting system shall notlimit braking effort. Emergency brake applications and any associated ramp downof tractive effort shall not be jerk limited. Reduction of tractive effort due to a powerinterruption (including passing through neutral sections) need not be jerk limited.

4.6 Train Weight

4.6.1 The rolling stock shall be so designed such that the total overall axle load of eachRailcar, fitted with necessary equipment and other accessories and laden as speci-fied in Clause 3.2 of this Specification does not exceed 20.32 tonnes for DrivingMotor Coach and 16.25 tonnes for Trailer Coach.

4.6.2 Axle load limitation shall be taken into account while finalising and designing theequipment layout giving due consideration to weight unbalancing during tare andpayload as per Clause 3.2 of this Specification.

4.6.3 All equipments (including auxiliary and traction equipment) shall be distributedamongst the Railcars forming an MEMU so as to optimize the weight distributionand reduce the maximum axle load within the MEMU.

4.7 Auxiliary power

4.7.1 The auxiliary power supply system (and the equipment connected to it) shall func-tion over the entire supply voltage range specified in Clause 3.6 of this Specifica-tion from the occasional minimum voltage to the occasional maximum voltage.Please refer to Clause 5.31 of this Specification for further information.

4.8 Power Factor

4.8.1 MEMU Trains shall at all times achieve a minimum power factor of 0.98 as meas-ured at the pantograph.

4.9 Efficiency

4.9.1 The efficiency of traction system, consisting of transformer, power converter (lineside converter and drive side inverter) and traction motor, of MEMU Trains shall notbe less than 87% at full load.


4.9.2 The efficiency of the auxiliary converter shall not be less than 92% at full load.

4.9.3 Efficiency at full load in the above Clauses 4.9.1 and 4.9.2 of this Specificationmeans, efficiency computed from parameters measured at conditions correspond-ing to full load and governed by IEC 60310 for transformer, IEC 61287-1 for powerconverter and auxiliary converter; and IEC 60349-2 for traction motor. The effi-ciency of the traction equipment shall be calculated taking into account any energyconsumed from auxiliary supplies (e.g. for cooling equipment – fans, pumps, etc.).

4.10 Regenerated Energy

The regenerated energy for all out running for section stopping at all stations,round trip shall not be less than 30% of the energy consumed during powering atthe specified voltage in clause 3.6. Acceleration and braking rates shall be as de-fined in Clause 4.3 & 4.4 and full auxiliary load shall be taken into account exceptemergency load. Duty cycle for the compressor and lights shall be taken as 50%and for the balance load 100% duty cycle shall be considered. The net energy con-sumed or regenerated at the pantograph shall be used for calculating percentageregeneration energy. The regenerated energy shall be utilized within the system byother trains in the same feeding zone.

4.11 Deleted

4.12 Coupling Within an MEMU Train

4.12.1 The MEMU Trains shall be designed to allow the MEMUs forming the train to beseparated and joined easily if required. Mechanical, pneumatic and electrical cou-plers and gangways shall be designed so that it is possible to separate two ME-MUs or couple two MEMUs in less than 30 minutes.

4.13 Continuous Operating Equipment

4.13.1 The capacity of the traction motors and other equipments shall be adequate topermit continuous and punctual operation in Indian Railway, with a payload as perClause 3.2.1 of this specification under the operating and service conditions speci-fied in Chapter 3 of this Specification.

4.14 Reliability

4.14.1 The MEMU Trains shall be designed to achieve a high level of Reliability, particu-larly under the extreme environmental conditions experienced in Indian Railway.

4.14.2 No single-point failure (as a minimum) shall cause complete failure of the tractionsystem or inability to control the brakes on an MEMU Train.

4.14.3 Where the system design of the equipments incorporates component redundancyas the method of reducing the consequences of a single point failure, such redun-dancy shall not allow hidden faults to remain undetected.

4.14.4 In the event of any single traction equipment failure (including failure of the highvoltage equipment) the MEMU Train shall be able to complete its journey up todestination.


4.15 Environmental Noise Standards

4.15.1 General

4.15.1.1 The noise levels emitted from the MEMU Trains shall be as low as possible and theMEMU Trains shall be designed to prevent drumming, rattles or vibrations through-out the Design Life of the MEMUs.

4.15.1.2 All noise levels specified below are in decibels referred to 20 micro Pascal asmeasured with “A” weighting network of standard Type 1 sound level meter withtime weighting F.

4.15.2 Deleted

4.15.3 Limits of Exterior Stationary Noise

4.15.3.1 The limiting value for noise emission of the Railcars shall be 68 dB (A) at a dis-tance of 7.5 m from the centre line of the track, 1.2 m and 3.5 m above the uppersurface of the rails. The measurement shall be done in accordance with the stan-dard pr EN ISO 3095.

4.15.4 Deleted

4.15.5 Deleted

4.16 Duty Cycle

4.16.1 Other than when required for Scheduled Maintenance, each MEMU train shall beavailable for operational service 24 hours per day, 365 days per year excluding thetime for Scheduled Maintenance and Unscheduled Maintenance as per the Main-tenance Requirements contained in the Agreement.

4.16.2 Each MEMU shall be capable of travelling 250,000 km in service annually withoutany detrimental effect on the performance of the MEMU.

4.17 Electro-magnetic Compatibility Requirements

4.17.1 All components on the MEMU Railcars shall be designed and constructed to fulfilthe requirements of EN 50121-3-2 and IEC 61000.

4.17.2 The complete MEMU Trains shall meet requirements of standard EN 50121-3-1.

4.18 Design Life

4.18.1 The MEMU Trains shall be designed for a life of 30 years. The structure of the carbody including shell should be suitable for stringent suburban services and have adesign life of at least 30 years in the service under dense crush loading (DCL) con-ditions with no fatigue or permanent deformation failure.

4.18.2 The MEMU Trains shall be designed so as to minimise the risks posed by obsoles-cence. In particular, equipment shall, so far as practicable be modular, with clearlydefined interfaces between modules.

4.19 Maintenance

4.19.1 The design and construction of the MEMU Trains shall allow the Maintenance Re-quirements contained in the Agreement to be satisfied.


4.19.2 Modular constructions shall be adopted and easy access for inspection and main-tenance shall be given special consideration in the design and layout of the MEMUTrains.

4.19.3 Supplier shall submit the basic maintenance schedules of the proposed MEMUstock. It may be noted that the periodicity of the present maintenance schedulesare as under:-

I ‘A’ 45 daysI ‘C’ 180 daysPOH 18 months

The maintenance programme prepared by supplier shall have the following objec-tives ascertaining the above periodicity of maintenance schedules:

a) Enhancement of MEMU availabilityb) Minimization of maintenance costsc) Minimization of car downtime /MTTS (meantime to restore serviceability).

4.19.4 Safety

4.19.5 The MEMU Trains shall operate safely over the Operating Routes identified inClause 3.1 of this Specification.

4.19.6 The design and construction of the MEMU Trains shall not introduce uncontrolledrisk to IR or any other third parties.

4.19.6.1 The MEMU Trains shall satisfy the Safety Requirements contained in the Agree-ment.

4.19.7 The risks associated with the MEMU Trains shall be to a level that is tolerable andas low as reasonably practicable. To demonstrate this, the Supplier shall apply in-ternationally recognised safety criteria and submit details of these as part of theDesigns and Drawings.

4.19.8 The Supplier shall conduct a safety assessment in accordance with the require-ments of EN 50126 to demonstrate that the safety targets and requirements de-tailed in Clause 4.19.4 to 4.19.10 of this Specification and Safety Requirementsspecified therein and contained in the Agreement have been satisfied.

4.19.9 The Supplier shall produce all necessary safety documentation to address the re-quirements of EN 50126-1 and to assist IR to ensure the safe operation and main-tenance of the MEMU Trains over their entire Design Life.

4.20 Adhesion Limit

The equipments shall be so designed that the coefficient of adhesion requirementdoes not exceed 20% during powering and 18% during braking under all require-ments of performance as specified in this Specification. The coefficient of adhesionrequirement should not exceed 16% in case of only pneumatic brake application.


Chapter 5TECHNICAL REQUIREMENTS

5.1 Overall Requirement

5.1.1 MEMU Trains shall be employed in Indian Railway having frequent stops andstarts.

5.1.2 MEMU Trains shall initially be formed into 12/16/20 Railcar formation. Each12/16/20 Railcar MEMU Train shall have 1 (one) Driving Motor Coach at each end.

5.1.3 An MEMU may have one or no Driving Motor Coach depending on its positionwithin the MEMU Train.

5.1.4 The supplier shall ensure that each MEMU has sufficient traction equipment tomeet the performance requirements enumerated in Chapter 4 of this Specification.The Supplier may at its discretion determine number, location and configuration oftraction equipment.

5.1.5 The MEMU Trains shall have the following key features:

i. A design offering high level of safety.

ii. A modern 3-phase traction system using fully suspended 3-phase asynchro-nous induction motors fed from an IGBT based micro-processor controlledconverter-inverter.

iii. Regenerative braking.

iv. An auxiliary power system using IGBT based auxiliary converters.

v. As much equipment as possible (including traction equipment) shall bemounted either on the under frame or roof so as to maximise the space avail-able to accommodate passengers. Where equipment is located inside theRailcar body, it shall be located behind panelling and shall not reduce thespace available to accommodate passengers. No equipment rooms or cubi-cles are permitted within the Railcar body. All the under slung equipment shallbe flood proof up to standing height of 400 mm from the rail level.

vi. A robust interior design.

vii. High levels of energy efficiency.

5.1.6 MEMU shall have gangways between intermediate Railcars to allow passengers towalk between them. No gangway is required at the Driving Cab end of a DrivingMotor Coach.

5.1.7 In developing the detailed design, the Supplier shall acquaint itself and take note ofpassenger loading density especially during peak time, the route, environmentaland operating conditions especially the monsoon and dusty atmosphere .

5.1.8 MEMUs shall have forced air-ventilated Railcars.

5.2 Environmental Protection

5.2.1 Use of materials likely to cause environmental damage during the manufacture,Maintenance, operation and disposal of MEMU Railcars shall be avoided. The ma-terial listed in this Clause are a minimum list of restricted material and the Supplier


shall provide adequate evidence to the Government that all materials used shallnot cause environmental damage.

The following material shall not be used:

i. Asbestos;

ii. Chlorofluorocarbons;

iii. Polychlorinated Biphenyls (PCBs);

iv. Exposed Lead and paints containing lead;

v. Chromates;

vi. Cadmium, except in Nickel Cadmium batteries; and

vii. Cyanide.

5.3 Operating Environment

5.3.1 All equipment shall be suitably protected from dust and water. As a minimum,equipment shall be sealed to the standards stated below.

Under frame mounted equipment (except traction motor): IP65

Equipment mounted inside the Railcar body: IP54

Note that it will be necessary to protect some equipment to IP 67 in order to meetthe requirements of Clause 3.8.11.

5.3.2 The equipment below the under frame sole bar shall be designed to withstand or beprotected from repeated impacts from ballast up to 75 mm at speed of up to themaximum specified speed.

5.4 Railcar Design

5.4.1 The most up-to-date, proven design philosophy and manufacturing techniques, aspresently used in the railway railcar industry shall be employed, to produce aminimum weight, monocoque structure which shall ensure fitness for the intendedpurpose. The Supplier shall demonstrate in the design of the body structure thephilosophy with respect to the following factors:

i. ease of repair;

ii. thermal and acoustic insulation;

iii. aerodynamics; for benefits of energy efficiency;

iv. sealing against the ingress of water and dirt;

v. strength of materials; and light weight, for benefits of reduced power consump-tion and overall energy efficiency;

vi. use of high recycled material content and low toxicity materials;

vii. corrosion resistance and ease of external washing and cleaning;

viii. ability to withstand repeated washing with water having high dissolved content.

5.4.2 Railcar body Structure

5.4.2.1 Features important to passenger safety and comfort and to operational require-ments on Indian Railway must govern the carbody design.


5.4.2.2 Passenger interface features and human factors, such as overall styling and aes-thetics, large window sizes and adequate lighting, threshold heights, door and aislewidths, seat width and comfort, handrail locations, rainwater diversion, climate con-trol, Indian Disability Act requirements, noise transmission, and ride quality.

5.4.2.3 Operation and maintenance concerns, such as durability, corrosion resistance,clearances, lifting points, equipment access (including access to mounting points),ease of repair and cleaning, and appropriate allowances for wear and deteriorationsuch that the design life is achieved. All under frame equipment shall be arrangedsuch that it is capable of being removed and replaced without disturbing any otherequipment and railcar lifting.

5.4.2.4 Shrouds shall be designed such that free access is provided to any equipment lo-cated directly behind the coverings.

5.4.2.5 Roof shrouding shall be designed in a manner that does not impede equipmentfunction, drainage, or duty cycle, or cause premature degradation.

5.4.2.6 The environmental operating conditions of Indian Railway identified in the specifi-cation, shall not cause undue degradation or loss of performance to the railcar.

5.4.2.7 The carbody shall be watertight with the minimum use of sealant. Watertightnessshall comply with IP-65. Metallic conduit, tubing, piping, and fittings shall not re-quire replacement for the design life of the railcar. Additionally, the carbody shall bedesigned with safety margins commonly used in the railroad industry or as detailedin this Specification.

5.4.2.8 In order to deliver structural crashworthiness the MEMUs shall be designed to meetthe requirements of EN 15227 Category C-I.

5.4.2.9 The Railcar body shall be lightweight, corrosion resistant and rugged to withstandthe tractive and braking effort as well as impact and accidental damage. The Rail-car body shall conform to ‘EN 12663:2010 – Railway applications – Structural re-quirements of railway vehicle bodies’ or any other standard as applicable to Rail-cars of an urban rail transport system Category P-II with the following deviations:

a. An increased end sill compression load of 1500 kN.

b. The Railcar body loading shall be based on the payload defined in Clause 3.2 ofthis Specification.

5.4.2.10 The Railcar body shall be designed to achieve a life as specified in Clause 4.18 ofthis Specification.

5.4.2.11 The railcar structure shall be designed and constructed to withstand a DenseCrush Load (DCL) of standing passenger at 8 person per sq. metre.

5.4.2.12 The Railcar structure shall have a fatigue life in accordance with EN 12663. TheSupplier shall demonstrate that the Railcar body-shell is capable of remaining freefrom fatigue failures over the specified Service Life.

5.4.2.13 The Railcar body shall be metallic. The Railcar body shall be constructed of Cortensteel of grade IRS: M-41 or equivalent international standard. Highly stressed com-ponents such as body bolster may be manufactured with copper bearing qualitysteel to IS:2062 Cu WC or equivalent international standards. Supplier shall bringto notice of and take prior approval, if any components of the car body are intendedto be of different material.


5.4.2.14 Where dissimilar materials are used, measures shall be provided to mitigate corro-sion in the body due to electrolytic action.

5.4.2.15 Anti climbers shall be attached to the head stock at each end railcar (except cabend of driving rail car) and shall include a minimum of three ribs. In the event of col-lision, the anti climbers on one end railcar shall mate with the anti climbers on theadjacent end railcar to prevent one railcar climbing above another. Anti climbingwith a train shall be prevented by anti climbers or couplers.

5.4.2.16 The carbody shall be constructed with a positive camber and such camber shallremain positive with the railcar at load defined in clause 3.2. Alternatively, the cam-ber of car body under load condition as per clause 3.2 shall be such that the struc-ture does not sag below the horizontal plane throughout the vehicle life. Detailedcalculations shall be submitted by the Supplier for expected deflection so as to con-firm that the deflection is within permissible limits under all conditions throughoutthe vehicle life. All equipment including side doors, shall operate without bindingdue to deflection caused by load variations between tare and gross load. Themaximum difference between the camber of each side sill, measured at the loca-tion of maximum deflection, shall not exceed 3.2 mm

5.4.2.17 Throughout design life of 30 years, the railcar body material shall not corrode or beetched by environmental conditions (see clause 3.8) to the extent that original ap-pearance of the railcar cannot be restored by normal washing

5.4.2.18 Roof Skin Structure: The roof skin structure in those areas where maintenancepersonnel are required to work shall be non-slip and sufficiently strong to support,vertical downloads of up to 2 persons at 120 kg spaced 750 mm without permanentdeformation. The roof skin may be corrugated with corrugation height not exceed-ing 13mm.

5.4.2.19 Hoisting and Jacking Loads: The railcar shall be capable of being hoisted orjacked at designated carbody and truck locations without permanent deformation,buckling, or loss of water tightness in carbody seams and joints, in order to facili-tate routine maintenance operations, emergency lifting, or re-railing. Deformation atthe door openings shall not affect the door operations.

5.4.3 Equipment Mounting

5.4.3.1 All equipment mounted in or on the Railcar body shall be capable of withstandingthe following proof loadings:

Longitudinal: +/-5.0g

Transverse: +/-2.0g

Vertical: +/-3.0g

Where ‘g’ is the acceleration due to gravity, in the vertical case the loading issuperimposed on top of that due to gravity (i.e. +4g, -2g where downwards ispositive).

5.4.3.2 All equipment mountings shall be capable of withstanding the following fatigueloadings for 107 cycles with a failure probability of no greater than 2.5%.

Longitudinal: +/-0.2g

Transverse: +/-0.4g


Vertical: +/-0.45g

5.4.4 Lifting and Jacking5.4.4.1 The Railcar body shall lend itself to repeated lifting in workshops by overhead

cranes or jacks without risk of damage.

5.4.4.2 Suitable lifting pads shall be provided and marked in a readily distinguishable man-ner on the Railcar body.

5.4.5 Appearance

5.4.5.1 MEMU Trains shall have streamlined (aerodynamic) end Driving Railcars. FRP CabMask with single piece, wide clear visibility polycarbonate wind shield shall be pro-vided and aesthetically looks good.

5.4.5.2 The exterior style of the railcar shall be subject to the Indian Railways acceptance.The final front cab end design, colour scheme shall be agreed upon during the pre-liminary design review of the cars.

5.4.5.3 The design of the Railcar exterior shall generally be aesthetically pleasing, andshall minimize build up of dirt.

5.4.5.4 The exterior and interior color schemes and interior arrangements of the railcarshall be developed by the Supplier, in consultation with RDSO, as part of the indus-trial design process and shall be submitted for approval. The coaches shall be PUpainted as per RDSO specification M&C/PCN/100/2009.

5.4.5.5 The exterior surfaces shall be flat/smooth within the following tolerances whenmeasured over a distance of one meter and in similar proportion for shorter lengthon Railcar body shell without any filler.

Sides ≤ 2 mm

Ends ≤ 2 mm

Roof radius and center part of roof ≤ 2 mm

5.4.6 Resistance to Obstacles and Projectiles

5.4.6.1 The front portion of the Driving Motor Coach shall be provided with a rugged cattleguard that can withstand collisions at the maximum service speed with animalsweighing up to 600 kg and shall be strong enough and profiled to prevent the entryof animals under the Railcar after impact. The missile protection shall be as perGMRT 2100 or equivalent UIC/EN standards for car body and roof.

5.4.7 Emergency Ingress / Egress Locations

5.4.7.1 A location shall be provided on the roof of the Railcar where emergency servicesmay cut through to gain access to the interior of a Railcar that has rolled on to itsside. This space shall be clearly labelled to enable emergency services to immedi-ately identify the appropriate space and cut lines. The location shall be adequate toenable a stretcher born patient to be removed from the Railcar. The region to be cutshall be devoid of any cables/ pipes or miscellaneous equipments that may impedeaccess.


5.4.8 External Fittings

5.4.8.1 Single piece full length Rain Gutters & Door Covers shall be provided. Gutters shallbe designed taking into account the climatic conditions prevalent in Indian Railway.While braking of MEMU train, rain water collected in these gutters should not spillover especially at the driving cab doors.

5.4.9 Stress Analysis

5.4.9.1 The Supplier shall perform and submit a stress analysis report of the carbody struc-ture and equipment supports for equipment weighing over 150 Kg prior to com-mencing manufacture of any carbody structural parts.

5.4.9.2 Stress analyses for supports for items weighing less than 68 Kg may be requestedfor review at the discretion of RDSO.

5.4.9.3 The approved stress analysis report shall be a prerequisite for approval of thestructural test procedures required by this Specification and shall be used as an aidin determining strain gauge locations.

5.4.9.4 The initial stress analysis requires some assumptions as to configuration andweights; also manufacturing and other considerations may require some designchanges. As these changes are made, the stress analysis shall be revised andsubmitted for review. The final submitted and approved stress analysis shall be forthe railcar as built

5.4.9.5 Critical connections that cannot be adequately analyzed shall be prototyped andtested to show their efficacy.

5.4.9.6 The elastic stability of plates, webs and flanges shall be calculated for memberssubject to compression and shear. The variation in the steel compression moduluswith stress shall be considered in calculating compressive stability of steel mem-bers.

5.4.9.7 The mounting fasteners and support structures for equipment weighing more than68 kg shall be analyzed using design loads specified in the applicable standards.

5.4.9.8 For any portion of the proposed design that is based on a service-proven railcar,the Supplier may provide data from previous tests, historical data from operations,or stress analyses as required to satisfy the corresponding portion of these re-quirements.

5.4.10 Stress Analysis Report

5.4.10.1 If a cited reference is not readily available to RDSO, the Supplier shall provide thereference or copies of the pertinent pages. In addition to the pages that show thecited formula or data, the pages that show the development and interpretation ofthe formula or data must be included.

5.4.10.2 The stress analysis report shall include, at a minimum:

a) Table of Contents.

b) Wherever a formula or equation is used, it must first be stated algebraically with allterms defined and the values of these terms stated, before substitution and calcu-lations are performed.

c) All quantities wherever given must have their units given with them.


d) References for all formulas, calculation procedures, buckling coefficients, materialstrengths, fatigue strengths, and other physical and mechanical properties citedwhere these items appear in the stress analysis.

e) Each page numbered, dated, and initialed by the analyst. In the event of a revision,the revision letter shall be included with revision date and initial of the analyst.

f) A structural diagram (layout) of the carbody (including sheathing) showing allmember locations and shapes, and indicating the material and thickness of each.Methods of joining shall be defined.

g) Diagrams displaying, for each load case, externally applied loads to the carbodyand points of support.

h) Diagrams displaying the FEA element numbers and node numbers divided into twosets: Set A shall show the beam elements with the beam elements and nodesnumbered. Set B shall show the plate elements with the plate elements and nodesnumbered. These drawings shall be approximately to scale, dimension, and suffi-ciently clear that every node and element number can be read.

i) An analysis showing compliance with each design load and condition.

j) Detailed calculations of stresses with Margins of Safety (MS) in all structural fram-ing members and sheathing, with a summary of the results. Locations where theMS is less than 0.20 shall be shown in a table along with the design or operatingconditions (loads) that cause the stresses.

Particular reference in the stress analysis shall be made to:

i. side sill

ii. end sill

iii. anti-climber

iv. draft sills

v. coupler supports

vi. side frame rails

vii. side frame posts

viii. doorway framing supports

ix. transverse and longitudinal sections at doorways

x. body bolster

xi. floor and floor beams collision posts

xii. corner posts

xiii. structural shelf

xiv. roof structure

xv. equipment hangers

xvi. connections between structural elements

xvii. front windshield enclosure frame

The front windshield frame shall be capable of withstanding the air pressure resulting fromtwo passing trains traveling at 100kmph in opposite directions.


k) A tabulation or diagram of calculated deflections of the carbody under full verticalloading and under combined vertical and compression loads

l) Analysis of all critical and highly loaded connections showing the joint strongerthan the weakest member being joined.

m) Analyses of the carbody structure under the torsional loading resulting from di-agonal jacking, and under torsional loadings resulting from anticipated normaloperations.

n) A tabulation of the Supplier's selection of allowable fatigue stresses, withsources, and assumed applied fatigue stress ranges for structural members thatare critical in fatigue.

o) A table showing the engineering properties of each material, and each grade andtemper of the material, used for the railcar structure. This table shall include thematerial specification, yield strength, ultimate strength, elongation, and Young'smodulus for tension, compression, and shear. These values shall be the mini-mum values shown in the material specifications for the grade and heat treat-ment of the material applied. Materials, grades and tempers not used in the car-body construction shall not be included in the tables.

p) Table(s) showing the minimum strength and fatigue strength of single and multi-ple spot welds. Values shall be given for each material, temper, weld size, andthickness combination. The source of this data must be provided.

5.4.10.3 If tests are conducted to provide the necessary data, the entire test report shall besubmitted. This report shall show the test procedure, raw data as well as reduceddata, and summary.

5.4.11 Finite Element Analysis (FEA)

5.4.11.1 The stress analysis shall include a finite element analysis (FEA) of the completecarbody. The FEA shall be a recognized computer program such as Nastran, An-sys, Algor Supersap, or approved equivalent.

5.4.11.2 The Supplier shall prepare and submit to RDSO a report on the finite elementmodel prior to performing the analysis. The element grid, all assumptions, and acomplete printed copy of the input file which includes input data, such as loads,boundary conditions, area properties and material properties, shall be included aspart of the preliminary submittal and again as part of the complete analysis. A keyto all symbols and colors shall be included.

5.4.11.3 The input and output of the FEA shall be included in the FEA.

5.4.11.4 Color plots shall be made showing the original and deflected shape of the railcarunder all loading conditions. Color contour plots shall be made showing the direc-tional stresses in the railcar or any portion of the railcar under all loading conditions.All plots (drawings) shall show the maximum and minimum values and all valueswhich are greater than 80% of the specified maximum value.

5.4.11.5 Submittal of the input file is required with the model and shall be included as part ofthe preliminary submittal, and again as part of the complete analysis. Criteria for fi-nal approval of the stress analysis shall include the Supplier's submittal of the fullyconfigured input data files as required by this paragraph.

5.4.11.6 Tables shall be prepared comparing the stresses computed in the analysis withstresses computed from the strain gauge readings of the structural tests. These ta-


bles shall be prepared for each test. A minimum of 100 strain gauges shall be usedfor comparison in each table. The tables shall be annotated to explain differencesbetween the predicted and test values. Analysis and test results shall agree within15% for at least 80% of the strain gauges and none less accurate than 30%.

5.5 Bogies, Ride and Track Interaction

5.5.1 Bogie Assembly

Bogies of Driving Motor coach and Trailer Coach shall be similar to ICF drawing no.EMU/M/ASR/0-0-001 and RCF drawing no. ET-00002 respectively or better withfollowing parameters.

5.5.1.1 Bogie Frames:

5.5.1.1.1 The frame shall be of copper bearing steel plates of approved quality, and shall befabricated by welding. Special care shall be taken in the design and construction ofall joints in the bogie frame and the attachment of heavy equipment thereto to en-sure that the connections are rigid and are of adequate strength to withstand theseverest strain under the worst operating conditions, and further that suddenchanges in section are avoided to prevent concentration of stress at or near thejoints. The top and bottom plates of the bogie side frame shall be of one piece.Fabricated bogie frame for motor and for trailer car shall meet the requirements ofUIC-615-4, 515-4 respectively and the same shall be made of weather resistanthigh quality tensile approved quality steel as per EN10155/JIS G3114.

5.5.1.1.2 Any alternative, steel equivalent to Copper bearing steel with similar chemicalcomposition and mechanical properties as regards to strength and corrosion resis-tance may be used by the supplier only with prior approval by the RDSO.

5.5.1.1.3 Safety stops shall be provided on the top of the bogie frame to match with similarblocks on the underside of the superstructure, and shall support the latter at anadequate height to prevent fouling with platforms and other fixed structures, in theevent of failure of the bolster suspension.

5.5.1.2 Bolster (in case of bolster type design): This shall be built up from copper bear-ing steel plates and any alternative material of approved quality by welding, andshall be designed to take the full load of the superstructure under dense crushloading. The existing arrangement of vertical load transfer of superstructure on bol-ster is through oil dipped side bearers. However in the new bogies oil less sidebearers with low friction interface shall be preferred.

5.5.1.2.1 The maximum transverse movement of the bolster shall be limited to 45 mm eachway.

5.5.1.2.2 The bolster shall be designed to accommodate air spring. This will have an air inletat each side of air spring and brackets for auxiliary reservoir, installation lever, ver-tical shock absorber, lateral stop etc. The side bearers for car loading, its material,lateral movement etc. shall be as specified in above clause. The bolster should bedesigned to provide required additional volume per air spring internally.

5.5.1.2.3 The bogie pivot shall guide and transmit longitudinal and lateral forces only. Thesilent block may be provided to guide the pivot pin.

5.5.1.3 Bolster-less Bogie


5.5.1.3.1 In case of bolster less bogies, the bogie design configuration giving details of loadtransfer from railcar body to the wheels, with various clearances between relativelymoving bogie components is required to be furnished, for prior approval by RDSO.

5.5.1.4 Suspension: Primary and Secondary suspension

All bogies shall have primary and secondary suspension systems designed to meetthe requirements of this section of the Technical Specifications. Suspension com-ponents shall have characteristics optimized to perform with the track geometry asdefined in this technical specification and shall achieve the ride quality identified inthis specification without causing undue rail, wheel, or railcar component wear. Theprimary suspension shall consist of helical springs or conical rubber spring withnon-linear characteristics and articulated or rigid axle guidance, with or without ex-ternal hydraulic shock absorber. Care to be taken for ballast hitting and dust seal-ing.

Elastomeric springs, if used, shall have a minimum amount of "creep". Elastomericsprings shall be subject to an approved program of preloading or exercising at as-sembly of the bogie to compensate for the deflection caused by initial "creep" of theelastomer. Provision shall be made in the bogie design to compensate for "creep"and keep the bogie properly levelled and trammelled.

If trailer bogie springs are different from motor bogie springs, they shall be clearlyand permanently marked as such. If nested coil springs are used, they shall bewound in opposite directions within the same nest.

Coil springs, if used, shall meet the requirements of EN 13298. Suspension charac-teristics shall be selected so as to avoid resonance between the various elementsof the railcar systems including the railcar body. Bogie and body frequencies shallbe suitable separated.

5.5.1.4.1 The primary suspension shall consist of elastomeric elements, such as chevrons orcoiled steel springs, or conical rubber springs. The primary suspension shall be ca-pable for sustaining track perturbations under given vertical and lateral load condi-tions up to a maximum frequency of 12.0 Hz.

5.5.1.4.2 The secondary suspension shall be of air springs, spaced as far as possible andfirmly located on the spring plank and bolster and with stops to prevent excessivedeflections due to overloading or excessive rolling of the superstructure in case ofBolster type Bogie.

5.5.1.4.3 In case of bolster less bogie, the air spring shall be placed suitably and firmly be-tween bogie frame and body bolster with additional reservoir located as near aspossible to the air spring. The anti roll bar mechanism can be incorporated to pre-vent excessive rolling of railcar body. The value of roll coefficient shall be less than0.3 as per UIC 515/4 and 615/4.

5.5.1.4.4 Springs for primary and secondary suspension shall be designed to cater for actualservice conditions and the final design of springs shall be submitted to the Engi-neers for prior approval.

5.5.1.5 Bogie to Body Connection

5.5.1.5.1 The railcar body centre pivot shall be capable of permitting the full range of bogiemovements without excessive restraint.


5.5.1.5.2 The bogie shall be attached to the railcar body in such a way as to permit lifting ofrailcar body and bogies as complete unit. The supplier shall indicate the minimumsafety factor used, taking account of the yield stress for all support members.

5.5.1.5.3 Traction linkage(s) shall be provided, and located such that the ride characteristicsof the vehicle is devoid of any pronounced fore and aft pitching motion.

5.5.1.5.4 The railcar body to bogie connection shall withstand the following loads withoutpermanent deformation:

i. A vertical load of 0.75 times the fully loaded weight of the railcar body (existingbogies).

ii. A lateral load of half fully loaded body weight subjected to an acceleration of±1.1g.

iii. A longitudinal load equivalent to the bogie mass subjected to an acceleration of±3.0g.

5.5.1.5.5 Bogie and railcar body connection shall be designed to minimise the transmissionof noise and vibration.

5.5.1.6 Bogie Mounted Equipment

1. Equipment mounted on bogie frame shall withstand without permanent deformationthe loads associated with the following accelerations acting on the mass of the itemof equipment:

(i) Vertically 10g

(ii) Transversally 3g

(iii) Longitudinally 5g

2. Equipment mounted on bogie frame shall have a fatigue life of not less than 107 cy-cles under loads associated with the following accelerations acting on the mass ofthe item of equipment:

(i) Vertically ± 5.0g

(ii) Transversally ± 1.5g

(iii) Longitudinally ± 0.2g

3. Equipment mounted on the axle box shall withstand without permanent deformationthe loads associated with the following accelerations acting on the mass of the itemof equipment:

(i) Vertically 25g

(ii) Tansversally 5g

(iii) Longitudinally 5g

4. Equipment mounted on the axle box shall have a fatigue life of not less than 107

cycles under the loads associated with the following accelerations acting on themass of the item of equipment:

(i) Vertically ± 10.0g


(ii) Tansversally ± 3.0g

(iii) Longitudinally ± 0.5g

The acceleration level specified in paragraphs 1 & 2 above will be reviewed by theEngineer, based upon International Standards or Norms followed by reputed byrailways.

5.5.1.7 Loading shall be taken as per Clause 3.2 of this specification.

5.5.1.8 Loads: In accordance with UIC 615-4 and UIC 515-4, except as noted. The Sup-plier shall insure that any other loads that may arise on the bogies due to the par-ticular configuration chosen are adequately taken into account. These additionalloads shall include, but not be confined to those caused by the effects of motor in-ertia, equipment inertial loads, damper loads, and the effect of passenger loadingand unloading.

5.5.1.9 Wheels, Axles and Roller Bearings

5.5.1.9.1 Axles shall be to IRS R – 16/95 or latest for Railcar axles not driven by tractionmotors and R – 43/92 or latest for Railcar axles driven by traction motors, providingthat wheels are in accordance with IRS R – 19/93 Pt. II (latest revision).

5.5.1.9.2 Wheels shall be in accordance with IRS R – 19/93 Pt. II (latest revision) and of 952mm diameter (new) as per RDSO’s drawing no. SKETCH – K4004 (refer Annexure- A1) for Driving Motor Coach and of 915 mm diameter (new) as per RDSO draw-ing no. W/WL-1660 for Trailer Coach (refer Annexure - A1). The wheel profile shallbe as per RDSO Sketch –SK-91146.

5.5.1.9.3 Wheel and axle dimensions shall meet the requirements of Indian RailwaysSchedule of Dimensions, 1676 mm gauge.

5.5.1.9.4 All roller bearings shall be as per RDSO Specification C-8527 (latest) and haveminimum L-10 life of 2 x 106 km, when computed as per method given in ISO Stan-dard ISO 281-2007.

5.5.2 Design Validation5.5.2.1 Approval of Design Data

The Supplier shall submit for approval the design data and calculations for all bogiecomponents including, but not limited to, the bogie frame, wheel/axle sets, bear-ings, and the primary and secondary suspension systems. The data shall include ageneral description of system operation, drawings or layouts with componentsclearly identified.

5.5.2.2 Stress Analysis Requirements

5.5.2.2.1 A structural finite element analysis of the proposed bogie design, including bogieframe, radius rods and their attachments, shall be submitted for review. This shallinclude data on stresses under static and dynamic conditions. Allowable stress val-ues including, endurance limit data for base material and connections shall beclearly identified for the material proposed. The material strength data shall besubstantiated by citation of published sources. The stress analysis shall demon-strate that the bogie frame members and structural connections comply with therequirements of Technical specifications and shall be submitted for approval beforebogie production commences.

5.5.2.2.2 Welded and bolted connections shall be analysed in detail to demonstrate compli-ance with static and fatigue strength requirements of this specification.


5.5.2.2.3 If existing bogie designs are being used, the Supplier may demonstrate the integ-rity of the bogie frames and bolsters through previously conducted stress analysesand static and fatigue testing. In such a case:

a. The Supplier shall categorically demonstrate that analyses and tests have inputload values, load combinations and allowable stress and fatigue life criteria orhigher to those proposed for the Project.

b. The Supplier shall demonstrate that the bogie assembly design is compatiblewith the collision requirements of the Technical Specifications.

5.5.2.3 Bogie Frame Stress And Fatigue Testing – Prototype Bogie frame shall be usedfor the bogie fatigue load tests and shall be performed as per UIC-515-4 and 615-4. Fatigue test shall be witnessed by RDSO official. After the test this frame shallnot be used in any case and shall be discarded or destroyed.

5.5.2.4 Bogie Strength

The mechanical strength of the bogie frame shall comply with the requirements ofUIC 615-4, UIC 515-4 or JIS E 4207 for static test under exceptional loads and fa-tigue tests. The maximum stress developed under static load shall not exceed 85%of the yield strength of the material. The dynamic effects due to the inertia of themotors and transmission shall also be simulated along with traction and brakingforces.

5.5.2.5 Bogie prototype Inspection: Prototype Bogies shall be inspected by RDSO offi-cial which shall be as under:-

1. Two Bogies each of the Driving Motor Coach and Trailer Coach.

2. Static Load deflection of Bogie Frame.

3. Load Testing of Complete Bogie along with suspensions, wheel & axles, etc. forclearances.

Only after clearance of prototype bogies, supplier may proceed for further manu-facturing.

5.5.3 Dynamic Modelling and Vehicle Dynamics Simulation:

5.5.3.1 It is mandatory for the supplier to conduct vehicle dynamic simulations on the carbogie and submit the results in the form of a report to the engineer. The Suppliershall submit a detailed dynamic model to demonstrate the running behaviour andperformance characteristics of the proposed bogie design.

5.5.3.2 The vehicle dynamics software package used for conducting simulation studiesshould be specified in the report.

5.5.3.3 The Dynamic Analysis, to evaluate the running behaviour of the cars with the pro-posed bogie design, shall be carried out by means of theoretical calculations apply-ing multi-body simulation techniques. The following parameters, at a minimum,shall be evaluated / analyzed on both straight tangent track and curves, as per re-quirement.

a. Natural frequency of the suspension

b. Stability of the railcar

c. ∆Q/Q for the track twist

d. Bogie rotational resistance at rotational speed of 0.8 degrees/second. X factorshall be equal to or less than 0.08.


e. Wheel wear index at the tread and flange

f. Derailment quotient Y/Q

g. Carbody accelerations

h. Curving capability and any tendency to hunt

i. Ride index lateral and vertical

5.5.3.4 The Supplier shall submit a proposal covering the scope of the analysis and themodel for review by RDSO.

The maximum values of acceleration measured at central pivot / Bogie Centre levelare:

i. Vertical acceleration :0.3 g

ii. Lateral acceleration :0.3 g

5.5.3.5 Ride Index shall not be greater than 3.0 at maximum operational speed + 10%speed in the above simulations. The bogies shall be rejected if they do not complywith the specified values of the ride index.

5.5.3.6 The natural frequencies of vehicle suspension in bouncing, pitching and rollingmode under tare and gross load condition as obtained by simulation / calculationalong with damping factor is to be furnished by the supplier.

5.5.3.7 The bogie suspension, in conjunction with the carbody, shall be designed to enablecars to operate satisfactorily on track with the maximum specified track twist. Themaximum off load of wheels shall not exceed 50% of nominal wheel loads in in-flated and deflated up to maximum permissible speeds during simulations calcula-tions and on track (Oscillation Trial) tests

5.5.3.8 The axles yaw stiffness and the rotational resistance of the complete bogie shall besuch that the lateral flange forces generated when negotiating the track alignmentsfor the route specified are not so high as to lead to excessive rail wear and wheelflange wear, but shall be sufficient to obviate bogie or wheel hunting.

5.5.3.9 The Supplier shall submit calculations to confirm that the derailment quotient Y/Qshall not exceed 1.0 under the most adverse conditions, where Y & Q are the in-stantaneous lateral force on the wheel flange and the instantaneous vertical load onthat wheel tread respectively under the most adverse conditions.

5.5.3.10 The Ride index of the rake at maximum operational speed + 10% shall not exceed3.0 in both vertical and horizontal directions in inflated and deflated condition of thesecondary suspension. The RI Calculations shall be done as per Para 2.1 of OREReport no.8 of C-116 using FFT method (Fast Fourier Transformation Method).

5.5.3.11 The Bogie rotational resistance shall neither cause excessive flange wear norcause any possibility of flange climbing but shall be adequate to avoid bogie hunt-ing on straight track. The Supplier shall show by analysis that no flange climbingoccurs on any curve and moving at all possible speeds.

5.6 Draw and Buffing Gear

5.6.1 The ends of the Railcars (excluding the driving end of Driving Motor coach) shall beprovided with semi permanent mechanical couplers of symmetrical, slack-free typewith pneumatic and electrical jumper cables suitable for push-pull recovery opera-tion, when necessary.


5.6.2 The design of semi-permanent coupler shall permit manual coupling without simul-taneous electrical and pneumatic connections in the event that a failed rake has anelectrical and/or pneumatic fault that may be transmitted to assisting rake.

5.6.3 The coupler shall be maintained horizontal by means of easily adjustable supportswhich shall take care of loss of coupler height within the railcar body.

5.6.4 The coupler and draw bar shall be designed and constructed to permit coupled carsto negotiate all horizontal and vertical curves. The couplers and draft gear in con-junction with the inter railcar gang way be capable of gathering, engaging and cou-pling units on all track conditions detailed in the specification. Under these trackconditions, coupling shall be achieved with most adverse mismatch of railcarheight, caused by wheel wear, passenger loading air spring deflection and servicetolerances.

5.6.5 The Driving end of Driving Railcars shall be provided with draw hook with collar toICF drawing no. MEMU-2-1-011 (refer Annexure - A2). Buffers shall be provided atthe driving end of Driving Motor coach.

5.6.6 Draw and buffing gear provided between vehicles shall resist locking. Draw andbuffing gear systems shall resist over riding and relative rotation to keep vehiclesupright.

5.6.7 Capacity of draft gear shall be adequate to meet operating requirements of the fullyloaded MEMU train up to 12/16/20 Railcars in length.

5.6.8 All couplers shall have crash worthiness features.

5.7 Train Line Cables, Inter Vehicular Electrical Couplers

5.7.1 The electrical coupler shall be capable of making all necessary electrical connec-tions between adjacent Railcars to permit controls of all Railcars in a train from theleading Driving Cab. On minimum radius curves, the covers shall not exceed theallowable clearance envelope of the Railcar. Sufficient spare contacts (at least 15%) shall be provided for catering to future needs of IR. As such multiplexing of sig-nal shall be adapted to the maximum extant possible in line with the current inter-national practices.

5.7.2 The outer cover of the electrical coupler shall be additionally strengthened to pro-tect the coupler against ballast or external hitting.

5.7.3 In order to secure the cables from external hitting, the cables connected with thecoupler shall not hang lower than the lowermost face of the coupler and shall besuitably secured to arrest dangling.

5.7.4 Electric couplers shall use a configuration so that any end of the Railcar can coupleto any end of any other Railcar (except Driving Motor coach). Contacts shall pref-erably be spring loaded, of silver surfaced alloy, shall have sufficient capacity,shape and positive action to prevent fouling in coupling, shall maintain positive con-tact under all specified operating conditions and shall be capable to work even withthe impacts to which the Railcar coupler may be subjected in service.

5.7.5 The inter-vehicular coupler arrangement for both power and control system shall beproven and shall conform to international standards.

5.7.6 The design shall cater for relative movements between the Railcars. It shall be thatthere is no disruption and sparking due to vehicle behaviour under worst conditionsof operation.


5.7.7 Couplers shall function satisfactorily with difference in head stock heights of adjoin-ing Railcars up to 75 mm. It shall be ensured that the jumper cable assemblies donot touch/rub the couplers under any circumstances.

5.7.8 Coupling of the electrical couplers between Railcars shall be capable of being ac-complished by one person and shall be practicable with longitudinal axis misalign-ment between Railcars of eight degrees and 100 millimetres difference in height.

5.7.9 All train lines and inter vehicular electrical couplers shall be so designed that theyare not susceptible to any damage due to vandalism and impact during operation.Further, adequate safety measures shall be taken to safeguard against ballast hit-ting, vandalism, rains, dust, rodents and flood water. The layout shall be such thatthey are accessible to maintenance staff only. Adequate measures shall be takento reduce the number of train lines to bare minimum.

5.7.9.1 Any inter vehicular electrical connections carrying voltages in excess of 750V ACshall be located above cant rail height.

5.7.9.2 Couplers shall allow coupled railcars to negotiate curves of radius 152.4 metresand shall be capable of passage in either direction over standard 1 in 8 ½ turn outsand shall function satisfactorily with difference in head stock heights of adjacentcoaches up to 75 mm. Supplier shall ensure that the jumper cable assemblies donot touch/rub the couplers under any circumstances.

5.7.9.3 The coupler system shall permit train operation up to 12/16/20 cars in normal ser-vice and shall enable one cab in a rake to control all other cars in a rake throughthe electric train lines.

5.8 Gangways

5.8.1 The MEMU Railcars shall have suitable gangways at each end connecting to theadjoining Railcars with the exception of the Driving Motor coach where there shallnot be a gangway at the driving end.

5.8.2 Gangways shall be completely weather, draught and vandal proof.

5.8.3 The floor plate in the inter-Railcar gangway shall be maintained as nearly as possi-ble at the same height as the rest of the Railcar floor. The height difference shall bekept to a minimum, and shall not exceed 20 mm whilst stationary or moving. Heightchanges shall be suitably ramped so as not to cause inconvenience to passengers.

5.8.4 The gangway floor shall be designed to meet the same strength requirements asthe rest of the Railcar floor. The gangway and the Railcar structure, to which it isattached, shall withstand all operating loads without permanent deformation ordamage.

5.8.5 The centre line of the gangway shall be coincidental with the centre line of the Cars.

5.8.6 There shall be no sliding movements between any mating surfaces of adjacentgangways.

5.8.7 The internal height of the gangway shall be 1900 mm and the internal width of thegangway shall be 1400 mm. The gangways provided at the ends of the MEMUshall be designed to allow the MEMU to be easily separated.

5.8.8 All inter–railcar gangway structure shall be totally interchangeable with one another.

5.8.9 The gangway shall form a sealed enclosure, free from draughts and ingress of dustand water, and external noise.


5.8.10 The gangway shall provide a safe passageway, free from protrusions, finger trapsand tripping hazards, for passengers and the Train Operator, under all operatingconditions.

5.8.11 It shall be clearly obvious from viewing at ground level that the gangway has beencorrectly coupled

5.8.12 Any split or one-piece gangway location and/or clamping device shall be easily andquickly operable at track level, without the aid of any tools. The clamping/ connec-tion mechanism shall not be capable of being operated from within the Railcar.

5.9 Railcar Interior

5.9.1 General

5.9.1.1 Nominal clear height inside the Railcar shall be 2100 mm.

5.9.1.2 Where applicable the interiors of the Railcar(s) shall meet the interior load case re-quirements given in UIC 566.

5.9.1.3 The Railcar(s) shall be provided with aesthetically designed comfortable seats witha rigid surface. The width of the seats shall not be less than 460 mm. The depthshall be minimum 670mm including leg room. Arm rest between seat places shallnot be used.

5.9.1.4 Sequence of various compartments in the rake of 12/16/20 railcar will be similar tothe rakes operating in Indian Railway. Detail layout will be finalized at design stagein consultation with RDSO.

5.9.1.5 Each bank of seat shall be capable of carrying an evenly distributed load equivalentto the number of seated passengers per seat bank times the weight of a passengertimes a load factor of two (2) without damage or permanent deformation.

5.9.1.6 The seats shall be constructed of a material having the same level of vandalismresistance as stainless steel. The seats shall be designed to prevent slipping whenthe MEMU Train accelerates and decelerates.

5.9.1.7 Deleted

5.9.1.8 The floor covering shall be anti-slip and shall have as few seams as possible. Allseams shall be fully sealed and welded and shall not create a tripping hazard. Allfloor covering material and joints shall be impervious to and chemically unaffectedby water, paint, human waste, graffiti removers, wash plant solutions, cleaning solu-tions, food and drink spills. The floor covering shall prevent the ingress of liquid intoadjacent or under floor areas within the vehicle. Floor design shall allow the floorcovering to be removed and replaced without damage to the floor sub structure.

5.9.1.9 The internal walls of the Railcar shall be of a material having the same level of van-dalism resistance as stainless steel with matt finish to enable anti graffiti propertieson the internal walls.

5.9.1.10 Grab pillars and grab rails to be of stainless steel to grade AISI 304. Grab Handle tobe of stainless steel and handle powder coated to match interiors. The grab han-dles shall be provided at a pitch of 300 mm in the passenger standing area in theRailcars.

5.9.1.11 Partitions and vestibule walls shall be aesthetic and have sufficiently good wearand tear properties. The partition wall shall be of a material having the same level


of vandalism resistance as stainless steel up to a height of 1000 mm and beyondthat it shall be a transparent material.

5.9.1.12 The wall panels shall be designed as individual, self-supporting, easily replaceablemodular units. All panel keys needs to be identical as far as possible.

5.9.1.13 All permanent notices, warnings etc., of vandalism proof design, shall be displayedat least at 4 (four) locations inside the Railcar.

5.9.1.14 Materials known to have hazardous properties shall not be used. Where it is un-avoidable to use such materials, passengers shall be shielded from the effects ofsuch materials.

5.9.1.15 Material used for interior of a Railcar shall be resistant to scratching, graffiti and theeffects of cleaning agents and materials. The Supplier shall provide a list of ac-ceptable cleaning agents and materials readily and inexpensively available in theIndian market.

5.9.1.16 Visible interior fasteners shall be minimized and shall be tamper-proof.

5.9.1.17 To the maximum extent possible all interior fasteners of the same diameter shallutilize the same tool for installation and removal.

5.9.1.18 The interior linings and moldings shall be free of undulations exceeding 1.5 mm.

5.9.1.19 The design and layout of interior linings shall minimize the size and number ofseams and moldings.

5.9.1.20 All joints shall be supported and covered with moldings in accordance with theseProvisions.

5.9.1.21 The colors of moldings on all exposed surfaces shall be coordinated with the colorsof the other materials in the railcar.

5.9.1.22 Environmental conditions for on board equipment shall conform to EN 50125 -1.

5.9.1.23 Toilet System

5.9.1.23.1 MEMU Coach which is not fitted with traction motors i.e. TC shall include two toiletsof a modular design.

5.9.1.23.2 Each toilet shall include water storage for a minimum of 465 litres of water.

5.9.2 Deleted

5.9.2.1 Deleted

5.9.3 Luggage Racks

5.9.3.1 A light weight luggage racks made up of Stainless steel shall be provided on eitherside in each Railcar at a suitable height above the passenger seats. Due care shallbe taken in its design so as to avoid any injury to passenger. These racks shall runlongitudinally along the sidewalls and securely fixed. The luggage rack shall featurerelevant longitudinal separation preventing sliding of the luggage. The luggageracks shall be of sufficient strength to adequately support luggage and resist dam-age due to vandalism.


5.9.4 Lighting

5.9.4.1 Lights shall be recessed into the ceiling panelling and fed by the auxiliary powersupply system. The light fittings shall be simple and arranged not to trap dirt, mois-ture and insects. It shall be provided along the entire length of the railcar. Light fit-tings shall be isolated from forced ventilation duct and suitable sealing protectionshall be incorporated to prevent ingress of dust etc. from the duct.

5.9.4.2 Separately protected lighting circuits shall be used, such that in the event of onetripping, the others provide evenly distributed lighting throughout the Railcar.

5.9.4.3 For lighting the interior of the Railcar, suitable lamps with colour rendering index Raof 85 or more shall be used. Ra shall be calculated as specified in the paper byNickerson and Jerome in 1965, republished by the CIE in 1995.

5.9.4.4 With the lighting illuminated, the illumination shall be not less than 300 lux at heightof 1.5 m above floor level along the entire length of the Railcar. With the exceptionof the illumination level, lighting shall be of similar or equivalent performance to EN13272:2001 – ‘Railway Application – Electrical Lighting for Rolling Stock in PublicTransport Systems’ as applicable to urban rail transport systems. Uniformity levelof 1:1.3 as per UIC 555 shall be achieved.

5.9.4.5 The lighting system shall be designed so that it is resistant to vandalism; in particu-lar it shall not be possible to damage or remove any light source without the use ofspecial tools to dismantle a protective cover.

5.9.4.6 At least 50% of lights, evenly distributed over the Railcar area, shall remain ener-gized and provide sufficient light for safety of passengers, in the event of a OHEfailure.

5.9.4.7 Light shall be available in the event of a main auxiliary power failure of MEMU.Suitable change over shall be provided to take the power from adjacent MEMU. Atleast 50% of the lights shall be made available even if the auxiliary supply of adja-cent MEMU also fails.

5.9.4.8 Lights shall perform normal when the OHE is not available; train is passing throughthe neutral section.

5.9.4.9 Railcar wise indication of healthiness/working of lights shall be provided in the Driv-ing Cab. In case it is required to changeover to emergency feed, same shall bepossible from Driving Cab. It shall be possible to isolate 50% lights of the train fromDriving Cab.

5.9.4.10 Emergency lights (50% per Railcar) shall be provided in each Railcar to be fed bybattery in case of total failure of auxiliary supplies. These emergency lights shallhave inbuilt rechargeable battery along with battery charger so that these shall con-tinue to operate even in the event that Railcars become separated from each other.

5.9.4.11 Lamps used shall be energy efficient and available in the Indian market.

5.9.4.12 The supplier shall submit service life of light during the design stage, which shall beas per the best international practices. The supplier shall also submit layout of fit-tings and control circuit at the design stage.

5.9.5 Power Sockets

5.9.5.1 Eighteen electrical sockets for charging batteries of portable electronic devices orfor powering a laptop computer shall be provided, distributed throughout each of


the Railcars. Sufficient power shall be available to provide 100VA per socket toevery socket simultaneously.

5.10 Body Side Doors

5.10.1 Design of electrically operated automatic sliding door systems shall be as per UIC-560 and EN 14752. The door operating mechanism shall be of a proven design inservice.

5.10.2 The MEMU Railcar(s) shall have minimum 08 (eight) electrically powered, sliding biparting doors, 04 (four) on each side;

5.10.3 The free passing through height of open door shall be 1900 mm minimum and theminimum door width shall be 1400 mm.

5.10.4 The door hand holds shall not project outside the Railcar profile to facilitate mecha-nized Railcar washing;

5.10.5 The doors shall be vibration free.

5.10.6 The doors shall be sealed against draughts and water. Any ingressed water shalldrain rapidly without affecting surrounding equipment or systems.

5.10.7 The doors shall be as light and rigid as possible. Each door shall have a flushbonded window having provision of air flow similar to side windows.

5.10.8 The passenger body side door shall fully open in less than 2.5 (two point five) sec-onds and shall close within 3.0 (three) seconds from the instance the Train Opera-tor operates the door.

5.10.9 The end of the closing stroke (e.g. approximately 100mm) shall be damped orcushioned to reduce impact and minimise possible injury to passengers.

5.10.10 The doors shall not lock and permit a door-closed indication if an obstruction is de-tected. The obstruction detection feature shall not permit the doors to lock eitherwhen a 15 mm wide by 100 mm long flat plate is held between the door panels orwhen a 19 mm diameter bar is held between the door panels. If an obstruction isdetected, the door shall stop. The closing force of the obstructed door shall beremoved. The door shall reopen by 50 mm (minimum 25 mm each door leaf) whenan obstruction is detected. After a specified delay (adjustable between 0 and 5s),the door shall attempt to close again. If an obstruction persists, each door leafshall stop again and the closing force of the obstructed door shall be removed.After the specified delay, the door shall attempt to close again. If the obstructionis still present the door shall reopen by 50 mm (minimum) 25 mm each door leaf)and remain stationary, reporting a fault to the TCMS..

5.10.11 The door mechanism shall have safety provision whereby the MEMU Train shall notstart unless all doors have been closed and electrically locked.

5.10.12 It shall be possible to manually push back each closed door leaf to enable en-trapped objects such as clothing and other articles, to be withdrawn, even after themechanical lock has engaged. The force required to push back each door leaf shallnot be less than 80N nor more than 120N. Expected door gap to be created bypush back during intentional operation should not exceed 15mm. Every operationof push back shall be recorded with time stamp and message shall pop up in cabHMI. The compete scheme shall be of proven type.

5.10.13 The door pitch shall be approximately equally spaced over the length of the Railcar.


5.10.14 The doors shall be designed so as to retain the passengers during all service condi-tions and shall minimise risk in the event of an accident.

5.10.15 The strength of the sliding doors shall be as per EN 14752 and the doors shall beable to resist the loads without deformation or damage.

5.10.16 Provision shall be made for passengers to open Railcar doors to permit evacuationfrom a MEMU Train in an emergency. Detail scheme shall be submitted by thesupplier at the design stage. There shall be an internal and external manual re-lease mechanism on two doors per side in each Railcar for operating doors by stafffor emergency situations.

5.10.17 A door closing warning shall be provided by audible and flashing light indication.The door closing warning shall warn the passengers inside the train as well asthose in platform about the door operation.

5.10.18 A visual door open indication on the exterior of the Railcar adjacent to each door-way shall be provided. This shall be visible both from the platform and by lookingdown the side of the train (subject to any curvature of the track).

5.10.19 It shall be possible to monitor the status of each door on the TCMS.

5.10.20 An indication confirming that all doors are closed shall be provided in the DrivingCab.

5.10.21 Door steps and hand holds shall be provided at all body side doors in all the Rail-cars. These shall be designed so that it is possible to board the train from the plat-forms (as defined in Clause 3.5). Occasionally it is necessary for passengers toboard the train from track level and the steps shall be designed to allow this.

5.10.22 Adequate safeguards shall be provided and also incorporated in control circuit toeliminate the probability of error of opening the doors on wrong side(other thanplatform side) during revenue service. Opening/closing of the doors from the cabshall be possible by simultaneous operation of two push buttons on door controlpanel on respective side using both hands.

5.11 Side Windows

5.11.1 All side windows shall be provided with lift type wide windows flush with the exteriorof the Railcar and having fixed type louver on top and movable single glazedtoughened glass window at the bottom.

5.11.2 Side windows shall be large enough to allow clear visibility to the outside surround-ings as viewed by seated passengers.

5.11.3 The glazing shall be resistant to breakage and shall minimise danger on breakage,especially from objects hitting it, taking into account the speed of the MEMU Train.The exterior glazing shall withstand aero dynamic forces.

5.11.4 All windows shall be highly resistant to acts of vandalism involving the etching orscratching of the glass and shall be easily cleaned.

5.11.5 The glazing shall be impervious to and chemically unaffected by water, paint, hu-man waste, graffiti removers, wash plant solutions, cleaning solutions, food anddrink spills.


5.11.6 All windows shall be highly resistant to damage arising from the impact of ballast.All windows shall be able to withstand without shattering impact from ballast up to75 mm in size at speeds of up to the maximum service speed.

5.11.7 Each railcar shall be provided with adequate number of emergency openable win-dow.

5.11.8 The number of different window glass shapes shall be minimized.

5.12 Deleted

5.12.1 Deleted

5.12.1.1 Deleted

5.12.2 Deleted

5.12.2.1 Deleted

5.12.2.2 Deleted

5.12.2.3 Deleted

5.12.2.4 Deleted

5.12.2.5 Deleted

5.12.2.6 Deleted

5.12.2.7 Deleted

5.12.2.8 Deleted

5.12.2.9 Deleted

5.12.2.10 Deleted

5.12.2.11 Deleted

5.12.2.12 Deleted

5.12.2.13 Deleted

5.12.2.14 Deleted

5.12.2.15 Deleted

5.12.3 Deleted

5.12.3.1 Deleted

5.12.3.2 Deleted

5.12.3.3 Deleted


5.13 COMMUNICATION SYSTEM

5.13.1 Train Communication Equipment

5.13.1.1 The following on-train communications requirements shall be provided:

i. Two-way Communication between the Operations Control Centre (OCC) andtrain operator, via train radio equipment (Supplied by Communication Supplier).

ii. Emergency passenger announcements on the train by OCC via train radio sys-tem (Supplied by Communication Supplier).

iii. Provision for the train operator to address passengers throughout the train fromthe driving and non-driving cab.

iv. An automatic voice announcement system.

v. A passenger information system

vi. Passenger Railcar surveillance system using CCTV

vii. Door opening / closing time.

5.13.2 Voice Communication System

5.13.2.1 The MEMU Trains shall provide a public address (PA) facility so that the Train Op-erator or guard can make announcements to passengers from driving and non-driving cab.

5.13.2.2 The microphone used by the Train Operator shall be common for all voice modesand priority shall be allocated to various modes. Microphone needs to be vandalproof.

5.13.2.3 The public address intercom system shall have the Train Operator-Guard and TrainOperator/Guard – passenger communication. The Train Operator shall have thefacility of adjusting the volume level from a minimum to maximum level by suitablemode provided in Train Operator’s dashboard. Emergency buttons and talk backphones shall be located near all the doors and gangways.

5.13.2.4 The communication shall be in full duplex mode and multiplexed with suitablemeasures to prevent acoustic feedback. The priorities of different functions of thepublic address system shall be defined. However, the communication betweenTrain Operator & passenger should be Half duplex with Train Operator in control.

5.13.2.5 The public address system shall be provided with active noise control to reduce theunwanted sound. A noise cancellation speaker can be co-located with the soundsource to be attenuated.

5.13.2.6 In case of failure of one unit of PA system or a passenger communication unit inone Railcar, there shall be no failure of the whole system; and all the communica-tion and control cables shall be conforming to international standards for fire retar-dant, fire survival characteristics suitable for the MEMU services.

5.13.2.7 A Train-to-OCC radio communications link (supplied by the Communication Sup-plier) shall be provided to enable:

i. Voice communication between the OCC and passengers, and between theOCC and the train operator


ii. Vehicle health data communication from TCMS to OCC at designated timesand locations. The data required to be transferred from the train to the OCCshall be finalised at the detailed design stage.

iii. The interface between the radio link and TCMS shall be provided by the sup-plier.

iv. Voice shall have priority over data communication.

v. When the OCC to passenger communication occurs, any other system set atthat time shall be overridden

vi. A radio control head, which shall be integrated with the driving console, shall besupplied by Communication Supplier.

5.13.2.8 A suitable interface shall be provided by the Supplier to enable the OCC to Pas-sengers announcements to be transmitted over the train public address system.

5.13.2.9 Adequate space and reliable battery backed power supply shall be provided tocommunication Supplier for the on-board radio system.

5.14 Public Address System

5.14.1 An integrated main communications panel shall be provided at the driving side ofthe cab by the supplier to control the public address functions, cab-to-cabcommunications, and passenger alarm communications.

5.14.2 This panel shall have a backlit LCD display with facilities for the touch screen input,capable of handling English and Hindi characters.

5.14.3 In addition, an Auxiliary communications panel, controlling functions related topublic address and cab-to-cab communications shall be provided on the non-driving side of the cab.

5.14.4 On-train public address shall be capable of being initiated from the OCC, the drivingcab or the automatic voice announcement system. The Automatic Voice Systemshall be the default public address mode (default mode).

5.14.5 The number, positioning and output of each loudspeaker and power amplifier shallbe designed such that an even sound coverage in all areas of the passengerRailcar is achieved. The loudspeaker should be separated into two groups andeach audio line should be supplied by its own amplifier.

5.14.6 The PA system shall have automatic continuous variable volume control, based onRailcar background noise level.

5.14.7 The public address amplifiers shall be protected against short circuit at the outputsof the amplifier. The through line cable inside the railcar shall be suitably insulated,screened armoured and overall outer sheathed. The cable shall be of the firesurvival type.

5.15 Automatic Voice Announcement System

5.15.1 An automatic pre-recorded message announcing system shall be provided in eachcab. Functions and features of this system shall be as follows:

i. One device shall be provided in each cab which shall be on hot standby. Incase of failure of the identified master, the device at the other cab shall auto-matically become master. The device shall be operable from the train opera-tor’s/guard’s cab.


ii. The Automatic Voice Announcement System shall be fully integrated with theon train PA system. Any failure of component which can adversely affectfunctionality shall be logged by the system itself and also be communicated toTCMS for reporting to the train operator and data logging. Full details shall besubmitted at the design stage.

iii. The pre-determined messages (voice announcements and text messages)shall be automatically triggered by train events to make an announcement.

iv. One monitor repeater shall be provided in each cab.

v. All the hardware requirements to achieve interfaces between the automaticvoice announcement system and the AWS/TPWS system shall be providedby the supplier.

vi. Voice announcements and text messages for the displays shall be prere-corded and configured into the system using the “off line” speech and routedata base editor. Messages, audio or visual or both shall be in the Hindi, Eng-lish and regional languages. Messages shall be recorded in the voice of pro-fessionals Announcers to be approved by the Purchaser. The hardware anddedicated software etc. for editing and modifying the speech and route data-base shall be supplied to IR. IR’s staff shall be associated during the editingactivity. Messages shall be digitally stored.

vii. The Automatic Voice Announcement System shall also be equipped withdisplay and announcement of computer generated messages. The Suppliershall provide equipment and means to achieve this by purchaser’s mainten-ance personnel.

viii. The comprehensive details (their format, frequency, use etc.) of message andspecial messages (to be triggered manually) shall be subject to review by en-gineer.

ix. A door close announcement shall be triggered each time the “Door Close An-nouncement” button is pressed. A door close chime shall be played and con-tinued until the “Doors Close” relay opens. Similarly, a chime shall be playedduring the door opening. The type of chime and the sound level shall be ap-proved by the Purchaser. During this time any existing auto announcementshall be aborted.

x. The system shall be capable of storing 120 minutes of pre-recorded messag-es preferably in digital MP3 format or a latest format. The memory shall beable to store Route Database for at least 200 stations. However, it shall bepossible to enhance the memory by expansion using commercially availablememory devices. Full details shall be submitted for review by the Engineer.

xi. It is proposed to provide commercial / general audio and/or visual messagesin between the announcements. The system shall be capable of playing/displaying of such advertisements. Details shall be submitted for review bythe Engineer.

5.16 Passenger Information System

5.16.1 A passenger information system (PIS) shall be provided. This shall use GPS to de-termine the MEMU Train location and shall provide automatic announcements andthe display of destination information on displays throughout the MEMU Train. Fa-cilities to allow manual announcements to be made shall also be provided.


5.16.2 The PIS shall include provision for the announcements to be made remotely bytrain controllers should suitable communication facilities are provided.

5.16.3 All elements of the PIS installation shall be designed so as to resist damage andvandalism. Loudspeakers shall be flush mounted and suitably protected by grills.Information displays shall be protected by transparent covers so as to protectagainst damage.

5.16.4 The PIS system shall be designed to provide audible announcements and informa-tion displays in Hindi, English and regional languages throughout each journey.

5.16.5 Each Railcar shall be provided with LED based passenger information displayboards inside the Railcar. These displays shall show current location of the MEMUTrain, class of car, next approaching station, next interchange points, platform side,passenger related safety information; and any other important information. It shallbe capable of displaying and automatically updating a clock showing Indian Stan-dard Time (IST) and also displaying the Vehicle position (1, 2, 3, 4…etc) within theTrain formation.

5.16.6 The display screen shall be designed against vandalism, water and dust ingression.Display should be capable of displaying multicolour (more than 2 colours) adver-tisements also. Data input shall be from the driver’s console as a part of setting upprocedure from both the driving cars preferably by guard but also possible by thedriver. Minimum six displays shall be provided in each railcar. Locations of displayboards in view of improved visibility from different positions shall be decided duringthe design approval stage. Unless otherwise stated above, it shall be possible forsomeone of normal vision to read any display from a distance of 20 metres underall lighting conditions. Size of the display shall be 600 mm x 150 mm x 75mm(Single sided for end walls and double sided for middle fixing displays). Theviewing angle for the internal displays shall be 60 degree for uniform intensity and 90 de-gree with slight reduction in intensity.

5.16.7 Each Driving Railcar shall be provided with a destination indicator on each of theDriving Railcar face. The destination indicator shall be mounted inside the Railcarbehind the windscreen and flush with the Driving Cab interior. A modern high reso-lution LED display board in Amber or Suitable colour shall be provided which shallbe visible clearly from the platform from the distance of 50 meters minimum (inbright day light) while the MEMU Train is approaching the platform. Head code dis-play shall include Destination, Rake formation etc. The viewing angle for the desti-nation indicators shall be such that it is visible to the person standing on platform,as such angle from his eyes to the destination board shall be 60 degree minimum.There shall be provision of Manual override feature for setting the head code dis-play in the event of failure of Passenger information system electronics.

5.16.8 PA/PIS system shall be interfaced Train Control & Management System.

5.17 Operation of Passenger Information and Automatic AnnouncementSystem

5.17.1 Automatic Operation of Passenger Information System

5.17.1.1 The system shall be capable of automatic operation throughout. At train set up, thetrain number entered by train operator (guard/driver) shall automatically select theroute to initialise the passenger information system by selecting the appropriate in-formation from the train equipment and transmitting it to speakers and displays.

5.17.1.2 The system shall update the journey information by accessing the train location in-formation. The Automatic Announcement and the Passenger Information System


systems shall at all times provide the same route, destination and next stop infor-mation to the passengers. The Automatic Announcement and the Passenger In-formation System shall indicate which side of the railcar that the doors will open atthe next station stop.

5.17.1.3 The system shall be capable of receiving real time information from the control cen-tre relating to delays and other relevant information. The system shall be capableof automatically updating the information being presented at the time to include thereal time information received without the train operator’s intervention.

5.17.2 Manual System

5.17.2.1 In addition to automatic operation, visual and audio information shall be capable ofbeing originated from the train operator’s cab. The system shall be capable of mak-ing pre-recorded announcements (both audio and visual) by manual triggering frommain communications panel in the event positional information is not available. Un-der such circumstances, messages shall operate automatically for the route fromthe TCMS information. Messages and announcements shall be triggered based ondistance travelled and door operations. Manual override shall be provided to allowfor station skipping. The train operator shall be able to override the automatic sys-tem and select message to be broadcasted randomly. Activation criteria shall besubmitted for review at design stage.

5.17.2.2 In case of system degradation, train operator shall be able to make manual an-nouncements through microphone from the cab.

5.18 Passenger Alarm Signal Apparatus

5.18.1 Passenger alarm pulls shall be provided in the compartments of the Railcars.

5.18.2 Provision shall be made for a warning audio visual signal to be given to the TrainOperator and/or guard in the event of passenger alarm being pulled in any Railcar.

5.18.3 The operation of the alarm pull by a passenger shall not act directly on the trainbrakes but the brake operation shall be left to the decision of the Train Opera-tor/guard.

5.18.4 Views from surveillance cameras provided near the location of activated PassengerAlarm shall be displayed on the monitor inside cab and a visual indication on theexterior of the Railcar shall advise station staff from where the alarm pull has beenoperated.

5.19 Passenger Railcar Surveillance System

5.19.1 The Passenger Railcar Surveillance System (PSSS) shall comprise a close circuittelevision (CCTV) network using surveillance cameras, routers and cables, moni-tors and other accessories..

5.19.2 Each railcar shall be provided with sufficient number of surveillance camera devicesat appropriate location to cover the maximum passenger Railcar area for surveil-lance. So that there is no blind spot exist inside the railcar. Additionally one camerashall be placed in cab for gathering front end view, track and OCS conditions etc.The camera shall be suitably selected in respect of resolution, clarity of images, il-lumination conditions for on-train applications and shall be of proven design.Mounting of camera shall be unobtrusive, flushed with, or recessed into the interiorpanel. Additional camera(s) shall be placed on outer sides per MEMU as minimum forgathering rear view of the platform. Selection of type and number of cameras shall be final-ized during design and shall ensure clear view of passengers on platform to Train Operator


before start at each station till train leaves the platform completely The system shall auto-matically switch to rear view when the train stops and will go back to default mode after thetrain leaves the platform .

5.19.3 Each operator cab shall be provided with one monitor screen of appropriate size. Aseparate monitor screen shall be provided for the passenger Railcar surveillancesystem. It shall be so placed in the cab that normally it does not cause distractionto the train operator but it shall be easily viewable by the train operator whenneeded.

5.19.4 Under normal operation, the views gathered from each of the camera located in thetrain shall be sequentially played in the monitor screens of both the cabs. Adequatecontrols shall be provided for necessary surveillance requirements and priorities.

5.19.5 In case of activation of Passenger Alarm in any of the cars, the views from cameraprovided near the location of activated Passenger Alarm shall be displayed in themonitors. However, the train operator shall be able to select any other camera, asrequired.

5.19.6 The visual images from each camera shall be recorded in non-volatile memory.Each camera shall have recording capacity for at least 8 hours. The memory shallbe expandable. The records shall be easily downloadable. The supplier shall pro-vide equipment and means for the same.

5.20 Head Light, Flasher, Marker, Tail Lights and Step lights

5.20.1 General: All vehicle end lighting shall be supplied from the battery supply and shalloperate normally through neutral sections.

5.20.2 Headlights and Auxiliary Head Light

5.20.2.1 The front end of each Driving Motor Coach shall be provided with twin beam headlights with double filament (bright/dim).

5.20.2.2 Two auxiliary head light cum tail light shall be provided on each Driving MotorCoach.

5.20.2.3 The headlights shall use 24 V halogen lamps or better having two filaments.

5.20.2.4 The headlight units shall be pre-focused, capable of giving minimum 3.2 lux at adistance of 305 meters. The beam spread shall be symmetrical and angle of beamshall not be less than 7 degrees. During routine/acceptance test, illuminationmeasurements will be done on headlight at a distance of 8 meter for not less than4800 Lux.

5.20.2.5 The design of the headlights shall provide for easy replacement of bulb.

5.20.2.6 Arrangements shall be provided for dimming the headlight output when required.

5.20.2.7 The head lights shall be provided in suitable waterproof enclosures conforming toIP 65.

5.20.3 Tail Lights

5.20.3.1 Tail light shall be a part auxiliary head light cum tail light assembly. Tail light shallbe steady on one side of the driving cab face whereas it will be blinking on theother side.


5.20.3.2 Tail light shall be of LED type and shall be of international standards. The steadytail light shall be red in colour and blinking tail light shall be amber in color.

5.20.3.3 The tail light shall flash at a rate of 55-65 flashes per minute in operation.

5.20.3.4 The clear visibility of tail light in clear daylight shall not be less than 1.6 kilometresalong the longitudinal axis and 100 meters at 6 degree angular displacement fromlongitudinal axis.

5.20.3.5 The tail light shall be provided in suitable waterproof enclosures conforming to IP65.

5.20.4 Flasher Light

5.20.4.1 A flasher light system shall be provided in accordance with Indian Railways prac-tice.

5.20.4.2 The flasher light shall be amber in colour.

5.20.4.3 The flasher light shall flash at the rate of 40 +/- 5 flashes per minute.

5.20.4.4 The clear visibility of the flasher light shall not be less than 2 kilometres in cleardaylight and shall not be affected by sunlight glare.

5.20.4.5 The flasher light shall be provided in suitable waterproof enclosures conforming toIP 65.

5.20.5 LED based step light with IP65 protection & antitheft arrangement having unbreak-able cover along with switch shall be provided.

5.21 Driving Cabs

5.21.1 General Requirements

5.21.1.1 A streamlined (aerodynamic) end Driving Cab shall be provided in the Driving MotorCoach at each end of the MEMU Train.

5.21.1.2 The Driving Cab shall be adequately insulated against noise, vibration, heat, in-gress of water and dust.

5.21.1.3 Driving Cab shall be adequately reinforced and connected with the main underframe at the Driving Cab ends.

5.21.1.4 The Driving Cab shall be ergonomically designed for convenience and to minimizefatigue of the Train Operator.

5.21.1.5 The visibility diagram shall be in accordance with UIC 651.

5.21.1.6 The Driving Cab shall be sufficiently large to accommodate four people.

5.21.1.7 The layout of the Driving Cab and the driving position shall be ergonomically soundenabling the Train Operator, in the interest of safety, to concentrate his attentionoutside of the Driving Cab to observe line side signals and instructions as applica-ble.

5.21.1.8 The Train Operator shall be able to undertake his task in both seated as well asstanding position.


5.21.1.9 Two suitable adjustable seats shall be provided in the Driving Cab.

5.21.1.10 Suitable air circulation system on battery supply shall be provided for driver’s/guardin cab.

5.21.1.11 Ergonomic and human engineering aspects of the Driving Cab design shall becompatible with the range 5th percentile Indian adult female to 95th percentile In-dian adult male.

5.21.1.12 Suitable lighting shall be provided in the Driving Cab. The Driving Cab shall be pro-vided with ceiling lights designed to provide 200 lux at 1 meter above floor level.There shall also be provision that during running of the MEMU Train only, TrainOperator’s desk, timetable and caution order area shall be illuminated without caus-ing any hindrance to the visibility of Train Operators.

5.21.1.13 Ergonomically designed driver’s desk/console taking into account necessary trac-tion controls, safety controls and passenger amenities items etc. shall be a part ofthe complete driver’s.

5.21.2 Driving Cab windows

5.21.2.1 All windows, rear view mirror and door glasses shall be of shatterproof type lami-nated glass, set in sun and heat resisting synthetic rubber sections.

5.21.2.2 The front windscreen shall be laminated and shall comply with EN15152:2007. TheDriving Cab windscreen shall be provided with electric, windscreen wipers withwashers.

5.21.2.3 Roller blinds and sun visors shall be provided on the windscreens.

5.21.2.4 An opening window shall be provided on each side of the Driving Cab. This shallbe sufficiently large to allow a Train Operator to look back down the train.

5.21.3 Driving Cab doors

5.21.3.1 Access to the Driving Cab shall be from either side of the Driving Cab by means ofsliding or inward opening doors having minimum height of 1900 mm and minimumwidth of 650 mm. The Driving Cab access doors shall be provided with lock andkey. The position of hand holds provided for Driving Cab entry shall be so as to en-able the climbing into the Driving Cab from ballast level.

5.21.3.2 Door steps and hand holds shall be provided for access to the Driving Cab. Thefootsteps shall be designed so that access is possible from track level.

5.21.4 Horns (Whistles)

5.21.4.1 Dual tone (low tone and high tone) pneumatic horns without rubber parts shall beprovided facing outwards at each Driving Cab roof.

5.21.4.2 The horns shall be of sufficient size and power to provide sound level of 125 dB ata distance of 5 meters from the Driving Cab.

5.21.4.3 Controls shall be provided in close proximity to the Train Operator permitting theTrain Operator to operate either horn individually or both horns simultaneously.

5.21.4.4 The high tone horn shall have fundamental frequency of 390 +/- 25 Hz and the lowtone horn shall have fundamental frequency of 290 +/- 25 Hz.


5.21.4.5 The sound level of horn as measured in associated Driving Cab shall not exceed 92dB.

5.21.5 Driving Cab Equipment

5.21.5.1 In addition to above, each Driving Cab shall be provided with the following:

i. Two cabinets in the rear and locker for toolbox;

ii. One LED based rechargeable torch with socket and charger.

iii. Space / room for installation of wireless set and automatic train protection / aux-iliary warning system / train protection warning system equipments. The ap-proximate sizes of the equipments are as under:

1. Cab equipment (WxHxD): 450mm x 150mm x 360mm

2. On board equipments (WxHxD): 640mm x 1500mm x 575mm

iv. Suitable trays with clamps for working time table, caution orders, walkie-talkieetc.

5.22 Driving Controls

5.22.1 General

5.22.1.1 All necessary controls and instrumentation shall be presented in a manner thatshall aid the correct reflex action from the Train Operator in both normal and emer-gency situations.

5.22.1.2 The driving position shall be on the left side of the Driving Cab and the brake han-dles shall be located on the left hand side of the Train Operator in the forward run-ning direction.

5.22.1.3 The relative positions of Driving Cab equipments shall be similar to those availableon existing MEMUs.

5.22.2 Speed Indicating and Recording Equipment

The speed indicating-cum-recording equipment shall be provided in each DrivingCab. The speed indicating-cum-recording equipments with electrical/electronictype of drive shall be used. The equipment shall also incorporate the feature of in-dicating and recording kilometres travelled by the MEMU. The equipment shallsuitably be interfaced with the controls to incorporate the wheel diameter correctionand also take protective action in case of over speeding. Speed indicating and re-cording equipment shall communicate with TCMS.

5.22.3 Master cum Brake Controller

5.22.3.1 A combined master cum brake controller, integrated into a single unit shall beused.

5.22.3.2 The master cum brake controller shall be designed so that the brake is applied bypulling the handle towards the Train Operator.

5.22.3.3 The master cum brake controller shall be of step less type.


5.22.3.4 The master controller shall be provided with a vigilance device which shall have tobe remained activated manually and consciously by the Train Operator. In theevent that the Train Operator becomes incapacitated and the device is released,the emergency brakes shall apply.

5.22.3.5 A separate control shall be provided to allow the brakes to be applied and tractioncontrol to allow the train to be moved in the event of failure of the master cumbrake controller. There should be single position for traction and braking each.

5.22.3.6 The master controller shall be suitable to ensure controlled speed. For the purposeof wheel slip and slide control, the 3-phase drive traction/braking control systemshall supervise the following condition and take corrective action:-

-- Excessive acceleration

-- Differential speed between axles

-- Over-speed control

5.22.3.7 Suitable forward/reverse interlocks shall be incorporated. The traction and brakingshall be possible only from the active cab.

5.22.3.8 Railcar fitted with traction motors (without driving cab) shall have provision forshunting. Driving equipment in railcar can be used for limited movement duringshunting.

5.22.4 Shunting Mode of Operation

5.22.4.1 There shall be a provision of shunting mode switch in Driving Cab. The speed ofthe MEMU Train shall be restricted to maximum 15 km/h by operation of this shunt-ing mode switch.

5.22.5 Train Control and Management System

5.22.5.1 The MEMU Train shall be fitted with a computerised Train Control and Manage-ment System (TCMS) that as a minimum is capable of the following functions:

a. Receiving status and fault information from train sub-systems including as aminimum the traction system, brake system Air Spring auxiliary power supplysystem, PA & PIS, lighting system, ventilation & air circulation system and doorclosing/opening system;

b. providing the above status information to the Train Operator ;

c. providing fault information to the Train Operator, faults shall be suitably priori-tised and filtered so that the Train Operator and maintenance staff receive in-formation appropriate to their roles;

d. recording all fault information and status indications as necessary to assist main-tenance staff;

e. supporting maintenance staff by identifying repair work required or defectiveequipment; and providing location, fault and status information to a centralserver.

5.22.5.2 The TCMS (and where appropriate the monitoring functions in sub-systems) shalldifferentiate between a fault in the monitoring equipment and the equipment beingmonitored.


5.22.5.3 The TCMS shall be interfaced with the brake system. The Automatic flasher opera-tion (in case of train parting) and vigilance control functionality shall also be imple-mented in TCMS.

5.22.5.4 The TCMS (and where appropriate the monitoring functions in sub-systems) shallenable fault finding to be carried out at module or card level as appropriate.

5.22.5.5 For each fault, the following data shall be recorded:

a. Details of the fault itself;

b. Location of fault (e.g. vehicle, subsystem, module, etc.);

c. any background data necessary to allow subsequent investigation;

d. the time and date that the fault occurred; and the GPS location of the train.

5.22.5.6 The TCMS shall provide the facility to capture post trigger and pre-trigger back-ground information on the occurrence of specific faults.

5.22.5.7 The TCMS shall store all faults recorded for a minimum of 20 days in non-volatilestorage. Overwriting shall be such that the latest information is retained.

5.22.5.8 The TCMS shall provide on-line, context sensitive trouble shooting assistance tothe Train Operator in case of any fault, through the Train Operator’s display. Thefault display to Train Operator shall also accompany the standard trouble shootinginstructions in simple English language. It shall be possible to download the faultdata from driving cab for all railcars in MEMU trains. Details of trouble shooting di-rectory (TSD) shall be decided during design and revenue service period. Based onoperational requirements, the directory shall be regularly upgraded during the con-tract period. The TSD shall be editable by authorised maintenance personnel. Ex-tensive use of graphics shall be made in TSD for better understanding of drivers

5.22.5.9 In the event the fault identified by the TCMS has occurred as a consequence of theactions of the Train Operator, this shall be identified and logged.

5.22.5.10 Where possible and appropriate, train control systems shall be integrated into theTCMS so as to reduce hardware and cables. Where control functions are inte-grated into the TCMS, the requirements of EN 50126 and EN 50128 shall be ap-plied. In particular the risks associated with the integration of any control functionshall be assessed and the design of the TCMS (e.g. the SIL according to EN50128) shall reflect the level of risk identified. Supplier has to submit the safetyanalysis duly audited by the independent certified agency. TCMS system shall pro-vide for real time distributed control and modular processing of sub-systems in aredundant manner with high reliability and availability. It would be desirable for thetrain control data bus and the control processor to be duplicated.

5.22.5.11 Features of self-check, calibration and plausibility checks shall be incorporated inthe design of the TCMS so as to aid the identification of faults.

5.22.5.12 Control and communication shall be based on open control architecture and com-pliant to IEC-61375 “Train Communication Network” protocol or any other equiva-lent, internationally published protocol. The programmable devices should be pro-grammed using language compliant to IEC-61131.

5.22.5.13 The TCMS shall include a communications interface which shall (providing thecommunications channel is available) provide the following data to a central server(provided by the Supplier) via GSM or GSM-R:


immediate indication that a critical fault has occurred; and details of all faults re-corded.

5.22.5.14 The Train Operator shall be provided with a user interface to the TCMS in the Driv-ing Cab.

5.22.5.15 The TCMS user interface shall include a suitable high resolution coloured graphicsdisplay incorporating the following features:

a. Suitable illumination to achieve clear visibility in all lighting conditions withoutcausing a distraction to the Train Operator at night;

b. a wide viewing angle so that it can be readily observed by anyone in the DrivingCab; protection against vandalism, impact, rough handling and damage; andIP54 protected as a minimum.

5.22.5.16 There shall be a suitable means of input to the TCMS.

5.22.5.17 It shall be possible to access all the processors of propulsion equipments of all theRailcar (s) in an MEMU Train, from the Driving Railcars, in accordance with the in-ternationally published protocol, using a standard laptop connected to one of theports provided in the Driving Cab. Such access is needed for visualization of proc-ess parameters and also force or record the same and downloading the diagnosticdata. Necessary software for functionality mentioned above shall also be providedby the supplier.

5.22.5.18 Each Driving Cab shall include an interface so as to allow fault data to bedownloaded to a standard laptop, without the installation of any special interfacecards. It shall be possible to download the fault data from driving cab for all railcarsin MEMU train.

5.22.5.19 Where data is held in connected subsystems (e.g. pre and post trigger backgrounddata), it shall be possible to download this data through the interface describedabove and visualise it by means of the application software described below.

5.22.5.20 Software shall be provided to facilitate the fault diagnosis and the analysis ofequipment failures. The steps required for investigation to be done, shall be dis-played in simple language along with background information. Such software shallbe compatible for working on commercially available operating systems viz. Win-dows 7 or higher. All the software used for user interfaces shall be compatible withlatest windows version.

5.22.5.21 It shall be possible for IR to execute parametric changes in the software viz: modi-fying some of the permissible parameters like current and voltage sensor settings,temperature sensor setting, pressure sensor setting, maximum speed of the MEMUTrain, traction motor, earth fault detection, acceleration, deceleration, supervisiontime, wheel diameter, main reservoir pressure setting for loading and unloading ofcompressor and maximum tractive effort etc., for adjusting the characteristic withinpermissible range, changing preset values, limits and behaviour of the MEMUTrain in general, and add/alter the protection features, in order to improve the op-eration of MEMU Train. This shall be possible either through use of the TCMS dis-play or by means of a laptop connected via the interface specified above. All con-figuration parameters shall be protected against unauthorised modification bymeans of a password.

5.22.5.22 Supplier shall submit details of the communication protocols used in their design atdifferent levels clearly indicating how the above requirements are complied with.Further details along with any hardware/software tools required shall be submitted/


supplied during design stage so as to enable IR to implement permissible modifica-tions and interface compatible equipment.

5.22.5.23 It shall be possible to down load the major diagnostic messages of the rake fromthe Driving Railcar. There shall be arrangement of online downloading of fault di-agnostic messages through GSM or other suitable links from train to maintenancerailcar sheds / depots. The communication link shall be responsibility ofIR; however integration shall be responsibility of the supplier. It shall be possibleto down load the faults of any defective motor railcar from this motor railcar itself.

5.22.6 Instruments and gauges

5.22.6.1 The following information shall be made available to the Train Operator:

a. Pressure in the main reservoir pipe [*].

b. Pressure in the brake cylinders [*].

c. Pressure in the brake pipe [*].

d. Pressure of Parking brake cylinder [*]

e. Status indication shall be provide on HMI viz. Lights, ventilation, Air circulation,brake system, PA & PIS, Auxiliary supply system, OHE line voltage, Batteryvoltage, Speed, VCB open & closed, Pantograph raised/down, compressors,Tractive/braking efforts, Energy consumed / regenerated, MR/BP Pressure ofboth driving cab and brake cylinder pressures of all cars etc. Graphical repre-sentation for status of different sub-system viz. brake system, auxiliary supply,PA & PIS, TCMS and Propulsion system etc. shall be provided on HMI.

f. Other indication considered important / relevant for the Train Operator shall befinalised during design approval stage.

Items marked [*] above shall be continually displayed to the Train Operator via atraditional gauge, other items may be displayed on the HMI.

5.23 Display Panel (HMI)

A suitable LCD display with interactive touch screen with backlit illumination orother better arrangement with high resolution, wide viewing angle, suitably de-signed against vandalism, high impact, rough handling, ingress of water & dust andIP 54 protected robust & heavy duty input/output system as per the available tech-nology, shall be provided on driver’s desk to display fault status, energy values &status of various important parameters as selected by driver/ maintenance staff oras required for the satisfactory system operation. The selection of the display panelshall be liberal and details shall be worked out during design stage. Supplier shallsubmit options available. The display system shall be protected against dust andmoisture. Display shall have light/glare intensity control (auto/specification). Displayshall have provision of accepting commands via touch screen.

5.24 Functionality of MEMU Train

5.24.1 The leading Driving Cab of the MEMU Train shall control the entire train formation.Necessary provision shall be made for acquisition and transmission of data re-quired for leading Driving Cab and the controlled equipment on other Railcars.Necessary measures shall be taken to ensure that any type of interference doesnot distort the control signals.

5.24.2 Emergency Off Button – There shall be an emergency off button located on theTrain Operator’s desk that shall open the VCB & lower the pantograph. The button


shall be sited such that it is within the reach of the Train Operator but shall not besusceptible to accidental or inadvertent operation.

5.24.3 Emergency Brake Activation – The emergency brake shall be activated by thefollowing:

I. vigilance equipment activated;II. maximum specified speed being exceeded by more than 10%,

III. moving the brake controller to the EMERGENCY position;IV. activation of the emergency brake on the guard’s side;V. Activation of emergency brake by the auto brake controller,VI. a door opens when the MEMU Train is in motion; and

VII. train parting (where the emergency brake shall apply on both portions of theMEMU Train).

5.24.4 Parking brake control –Application of parking brake shall be only possible if trainspeed is less than 10 km/h. The parking brake shall be released automatically iftrain speed is higher than 10 km/h. There is one push button for release and onefor apply. Parking brake apply shall be possible from both the driving cabs how-ever, release shall be possible only from the active cab.

5.24.5 Control of lighting - The Driving Cab and Railcar lighting shall be controlled by theTrain Operator. Railcar lighting control shall be possible from both the cabs.

5.24.6 The head light, auxiliary head light and tail light shall be controlled by the Train Op-erator.

5.24.7 Flasher light – In the event of the train parting the flasher light shall be automaticallyactivated. The flasher light shall also be designed to be activated manually by theTrain Operator by operating a switch provided.

5.24.8 All controls for the air-ventilation and air circulation systems shall be provided in theDriving Cab and shall be controlled by the Train Operator from both the cabs.However if the fans are provided for air circulation then switching on and off controlof the individual fans shall be provided in the Railcars.

5.24.9 An energy metering function shall be integrated in the control software this shall re-cord:

i. Total energy drawn from the overhead line.

ii. Total energy returned to the overhead line.

iii. Net energy consumed.

iv. Energy consumed by the auxiliary supply system.

Energy data shall be available trip wise, train operator wise and for the selected pe-riod and distance travelled.

5.24.10 Bell system shall be provided for communication between two driving cabs of theMEMU train. System shall be provided redundant with two independent bell sys-tems.

5.24.11 All the above functionalities of the MEMU Train mentioned in this Clause 5.24 areminimum essential requirements. The Supplier shall provide all functionality re-quired for the satisfactory train operation and shall be finalized at the design stage.

5.24.12 All the functions essential for the train operation shall have redundancy to avoid atleast single point of failure.


5.25 Event recorder

5.25.1 The event recorder shall monitor and record various events so that data is availablefor analysis to assist in determining the cause of accident, incident or operating ir-regularities. The equipment shall be designed in such a way so as to provide an intel-ligence based recording of the following parameters against the time axis (time inter-val shall be decided by recorder itself whenever there is a change in the respectiveparameter). Most recent data for below mentioned events for a minimum of the last24 hours in loop form shall be recorded. Recorded data should be readable ingraphic and tabulated form in Windows 7 or higher.

5.25.2 The following parameters shall be recorded:

i. Speed in km/h;

ii. OHE voltage;

iii. OHE current;

iv. tractive/braking effort;

v. battery voltage;

vi. brake pipe pressure;

vii. status of penalty brake application (application of the vigilance system);

viii. Brake Cylinder Pressure

ix. Condition of Air Spring

x. pantograph up/down position;

xi. status of main circuit breaker i.e., open/close;

xii. mode of operation i.e., traction mode/braking mode;

xiii. Position of Master controller

xiv. direction of travel i.e., forward/reverse with respect to activated Driving Cab;

xv. head light status on/off;

xvi. flasher light status on/off;

xvii. horn status on/off;

xviii. wiper on/off; and

xix. Interface signals between AWS/TPWS and rolling stock

xx. Door open/Close information

xxi. Stuck doors information

xxii. Fire or smoke

xxiii. Occurence of slip/sliding

xxiv. Operation of passenger alarm

xxv. Status of brake application(Service/Emergency) brake by TPWS/AWS

xxvi. Isolated bogies/coaches

xxvii. any other parameter agreed at the design stage.

5.25.3 The event recorder shall be designed to:

i. Permit rapid extraction and analysis of data for the purpose of monitoring TrainOperator or MEMU Train.


ii. Assist retrieval of data after an incident or accident; and mitigate the effects onrecorded data of foreseeable impact or derailment.

5.25.4 The event recorder shall be designed and constructed to ensure the integrity of therecorded data and the ability to extract data following an incident. The event re-corder shall be tested in accordance with a recognised international standard suchas the UK Railway Group Standard GM/RT 2472.

5.26 Brake System

5.26.1 The complete brake system shall be of similar performance as EN 13452-1:2003 –‘Railway Application – Braking – Mass Transit Brake System Performance Re-quirements’ or equivalent standard. Testing of the brake system shall be in accor-dance with EN13452-2.

5.26.2 The cars shall be designed for Tread Brake Units. Train braking performance shallbe as specified in Clause 4.4 and shall be designed for 120 KMPH. The operationalspeed shall be 110 KMPH.

5.26.3 The brake system shall be complete in each four-railcar unit, and shall con-sist of:

i. A micro-processor controlled electro-pneumatic friction brake system (EP).ii. An electric regenerative brake system.iii. Provision of smooth and continuous blending of EP and regenerative braking.iv. An spring applied air-release parking brake.v. Brake pipe controlled backup brake system.

5.26.4 The EP brake system shall be so designed that in case of any failure of electrical &electronic equipment its control function can be taken over by the other controlelements without affecting the train performance.

5.26.5 The friction braking shall be achieved by bogie mounted brake actuator units oper-ating on the EP system. The EP service and emergency brakes shall be ap-plied by the same brake actuators. The brake actuator shall operate Tread Brakes.

5.26.6 Parking brakes shall be incorporated on one railcar per MEMU. Parking brake shallbe capable of holding a fully loaded stationary train on 1 in 34 gradient indefinitely.

5.26.7 The friction brake system shall be proven and capable of achieving all performancerequirements without the aid of electric regenerative braking.

5.26.8 When a train is at standstill there shall be sufficient retention of brakes such thatthe train does not roll back on 1 in 34 gradient. The brake application shall be re-tained while traction power is applied and the train takes forward movement.

5.26.9 It shall be possible to isolate the friction brake system individually on each bogie.The isolation device shall be located inside the passenger Railcar area (duly pro-tected by a lockable cover) and also on the under frame adjacent to the bogie andbe readily accessible. The isolation shall be readily discernible to operation andmaintenance staff.

5.26.10 If due to any reason parting of train is being perceived without actual taking place,the service brakes of the portion of the train which perceived parting shall auto-matically get applied.

5.26.11 It should be possible to move the train further by isolating the bogie brakes of thisportion of the train. In such situation, the control system shall automatically impose


restriction on the maximum speed. The level of the speed will be decided duringthe design stage.

5.26.12 All devices capable of isolating a portion of the brake system shall be located andprotected to avoid inadvertent or malicious operation. The operation of such isola-tion device shall be clearly visible to maintenance staff once operated.

5.26.13 Brake friction materials shall not contaminate the tracks adversely so as to affecttrain detection by the Signalling system.

5.26.14 Brake Block shall be of composite material and shall contain no toxic material.Heating by the brake Block shall in no case cause the wheel disc material to ex-ceed its permissible temperature limits.

5.26.15 Brake Block shall be proven in MEMU application. The friction characteristics of thebrake block material shall be tested on brake dynamometer, in both and wet condi-tions in the range of 0-120 kmph under various designed brake forces. The testscheme and acceptance criterion shall be submitted for review by the RDSO. Thebidder shall furnish brief description of the proposed brake system along with theexpected life of brake blocks based upon experience of other Railways.

5.26.16 The calculation for emergency braking distances under dry and wet conditions shallbe submitted. Braking distances for normal service braking with electric brakeblending shall also be submitted.

5.26.17 All the pneumatic control equipment and valves for one railcar shall be mounted inthe enclosed lockable boxes, made of stainless steel.

5.26.18 The air supply and distribution systems shall be arranged such that any single typefailure can be readily isolated such that full performance capabilities are main-tained.

5.26.19 Electric Regenerative Brake and Electric/Pneumatic Brake Blending

5.26.19.1 Priority shall be given to the electric regenerative brake whenever a brake com-mand is initiated. The electric regenerative brake shall also be load weighed to en-sure consistent performance. The use of electric regenerative brakes shall bemaximized in all service modes, and shall make full use of the adhesive weight onall motor railcar axles.

5.26.19.2 Brake blending logic shall ensure priority of electric regenerative braking overpneumatic braking. If the demanded brake effort is not achievable solely by theelectric regenerative brakes, the pneumatic brake system on the non motor cars,shall provide supplementary brake effort. The Supplier shall submit full proposal forreview. Electric regenerative brake fades out shall occur above 5 kmph. After thespeed is reduced to a very low speed, holding brakes shall be applied to preventthe train from rolling backwards at station stops and gradient.

5.26.19.3 The electric regenerative brake shall be independent for each bogie and faults onone bogie should not affect the braking performance on the other.

5.26.19.4 In the event of failure of electric regenerative brake, the friction brake shall be ca-pable of carrying out full braking duty. Smooth and safe changeover from regenera-tive to EP brakes in case of failure of regenerative brakes shall be ensured.

5.26.19.5 The Supplier shall submit brake effort vs. speed characteristics showing the contri-bution of regenerative braking and electro-pneumatic braking separately over theentire speed range and at different loading conditions of the cars.


5.26.20 Parking Brake

5.26.20.1 Parking brakes shall be applied in the event of loss of the main compressed airsupply. The parking brakes shall be capable of release from within the cab whenthe compressed air supply is present. With no compressed air supply available, itshall be possible to release individual parking brake actuators manually from tracklevel. Application of parking brakes shall also be controllable from the cab. Unin-tended parking brake application due to air leakage from parking brake line will bedetected and displayed on TCMS as fault indication.

5.26.20.2 The design shall be such that the parking brakes will take effect prior to fade off ofservice brake and shall ensure that the combined brake effect of the pneumaticbrake and parking brake is never less than the full brake effort of the parking brakealone.

5.26.20.3 Status of train parking brake shall be displayed in the active cab.

5.26.21 Emergency Braking

5.26.21.1 Emergency braking shall be applied by de-energisation of an emergency magnetvalve as a consequence of break in emergency brake loop wire. The break can becaused by the train operator intentionally or by opening of contacts of safety de-vices in the brake loop, provided in the design, to avoid unsafe conditions. Twobrake loops shall be provided; one normal and the other redundant.

5.26.21.2 Emergency brake is applied by friction brake system. Electric regenerative brakeshall be isolated during emergency braking. The Emergency braking shall be loadweighed. Emergency braking rate as specified in Clause 4.4 shall be achieved from110 kmph to 0 kmph upto fully loaded train on level tangent track.

5.26.21.3 Two emergency brake push-buttons shall be installed in each cab in the train. Acti-vation of the buttons, including that of non-active cabs, shall apply the emergencybrakes under all conditions.

5.26.21.4 Unintended parting of the train shall result in an emergency brake application onboth halves of the train.

5.26.21.5 Activation of the emergency brake by any means shall result in the propulsion sys-tem being disabled in a safe critical manner. The propulsion system shall not be re-enabled until the train is at zero speed and the emergency condition has been re-set.

5.26.21.6 The Supplier shall furnish emergency braking distances to standstill, for a fullyloaded train from speeds, starting from 10 kmph to 120 kmph in increments of 10kmph

5.26.21.7 The friction brake system shall be rated to and have sufficient thermal capacity tosafely complete three successive acceleration and emergency brake cycles with nointerval between each cycle. Each cycle shall comprise a full acceleration fromstandstill to 110 kmph followed by the application of emergency brake to standstill.On the completion of the three cycles, the brake system shall show no abnormali-ties. The requirement shall be demonstrated during testing.

5.26.21.8 The Supplier shall furnish the maximum braking distance from a speed of 110 kmphto stop, under emergency brake application.

5.26.22 Brake Control System


5.26.22.1 Separate Brake Electronic Control Unit (BECU) of proven design shall be providedto ensure redundancies and shall perform the functions as defined in sub-clausesof this clause.

5.26.22.2 A high integrity fast response closed loop digital brake control system shall be pro-vided, with the brake regulation rate at ±5% of the deceleration demanded. TheSupplier shall ensure that the brake system is so designed that failure of any singlecontrol component shall not result in loss of net braking effort of the train. All cir-cuits and controls essential for braking equipment shall be a failsafe, double breakcircuits, and shall have high integrity ‘hard’ wire feeds and inputs. These feeds andinputs shall be duplicated. A microprocessor based brake control system shall beoffered.

5.26.22.3 The Supplier shall submit the details of the brake control system interfaces with thevehicle control circuits. The brake control system logic shall have adequate redun-dancy and back-up.

5.26.22.4 A Deadman device shall be incorporated into the Master Controller Handle. Activa-tion of the same shall cause emergency brake application.

5.26.22.5 A Load Weighing Signal, proportional to the passenger load shall be applied to thecontrol system for the rates of acceleration and braking, and for ensuring correctadjustment of the railcar body by the secondary air springs.

5.26.22.6 A sufficient degree of redundancy without adversely affecting system reliability maybe used to achieve the degree of fail-safe operational required.

5.26.23 Jerk Limitation for Service Brake

5.26.23.1 The build-up of pneumatic brake force shall be jerk limited (for changes in brakedemand) to increase passenger comfort. The jerk limitation is adjustable between0.70 ± 0.05 m/s3.

5.26.23.2 Jerk rate control shall be applicable to braking as well as propulsion.

5.26.24 Brake Operating Timing

5.26.24.1 The following maximum brake operating timing shall be achieved on all cars of atrain. The maximum time for a brake application from full application to 90% of fullBrake Cylinder Pressure (BCP) and for brake release from full Brake Cylinderpressure to 10% shall not exceed the following:-

i. Service Brake Application : 2.0s

ii. Emergency Brake Application : 1.5s (max.)

iii. Service and Emergency Brake Release : 2.5 s.

5.26.25 Any Malfunction of brake control system, which can cause an unsafe operation,shall result in an emergency brake application.

5.26.26 Brake Pipe (BP) Controlled Back-up Brake System

5.26.26.1 A BP controlled back-up system including a separate pneumatic control unit shallbe provided in order to take over the control function in case of failure of electronicor electric control elements in the brake system. In case of such failure, the opera-tor can continue to control braking by using the back-up brake. This system shallalso be used to control brake system of dead train during rescue by a healthy train,transit of cars and shunting operation.


5.26.26.2 The back-up brake control unit shall be ergonomically placed on operator’s consoleand shall have three positions for application, charging and lap modes.

5.26.26.3 During the operation of this mode, the dynamic brakes shall be isolated and thepneumatic brake application shall be resorted to.

5.26.27 Failure Management

5.26.27.1 It shall be possible to recover a dead train (i.e. one having no traction power and nomeans of generating further compressed air, but with the air brake system intact)using only an air connection from the rescue train or locomotive. The emergencybrake application of the dead train shall be possible by its operator. The detailedscheme shall be subject to the RDSO’s review.

5.26.28 Wheel Slide Protection

5.26.28.1 Wheel slide protection with gradual slide correction shall be provided in all brakingmodes, on all cars. Slide detection shall be on a per axle basis with correction on aper bogie basis. The slide protection scheme provided shall be capable of detect-ing the severity of the slide and provide the appropriate level of slide correction.The WSP Unit is to be approved by U1C and is to meet the corresponding re-quirements especially UIC 541-05.

5.26.28.2 The wheel slide system shall detect the onset of slide by either (a) an axle decel-eration exceeding a pre-set parameter, or 9b) detection of a difference between therelative speeds of the axles of any one bogie. A proven speed sensor mounted onthe cover of each axle box shall be provided to detect the speed of associatedwheel for implementing wheel slide protection scheme. Wheel slide indication shallbe displayed through TCMS in the driving cab. The Supplier shall submit full detailsof wheel slide protection scheme and equipment.

5.26.28.3 Engineer shall be able to adjust/change Brake Cylinder Pressure and other outputparameters of Brake System. Any hardware/software tool required for this purposeshall also be provided. The documentation including but not restricted to flowcharts (for complete software), signal flows, and interpretation of signal etc. shallbe provided. Engineer shall be fully trained and made fully conversant by the sup-plier for this purpose.

5.26.28.4 The system shall provide adequate protection against brake binding and give indi-cation to the driver.

5.26.29 Monitoring

5.26.29.1 The performance of brake system shall be monitored by the train integrated man-agement system (TCMS) and displayed in the train operator’s cab.

5.27 Compressed Air System

5.27.1 General

5.27.1.1 The compressed air system shall comprise of air compressor, compatible air dryerand filters so as to ensure delivery of the compressed air complying with air qualityclass specified in ISO-8573.

5.27.1.2 The MEMU Trains shall be designed so that they can continue in normal servicefollowing the failure of a single compressor. No failure of a single compressor shallimmobilize the rake. In the event of a failure of one compressor, the remainingcompressor on that rake shall have sufficient capacity to allow the rake to continue


to operate through the rush hour period and in a safe condition with full pneumaticbrake pipe pressure and controls until the rake can be taken out of service.

5.27.1.3 All piping shall be of stainless steel conforming to the requirements of ISO 9329-4and ISO 9330-6 or equivalent with flared compression fittings. The pipe fittingsshall conform to the requirements of DIN 2353 or approved equal.

5.27.1.4 The working pressures of the compressed air system shall be sufficient to meet allthe requirements for the associated components that require the supply of com-pressed air

5.27.1.5 It is preferable that sizes of pipes are limited to a minimum. Sharp bends shall beavoided and standard connections shall be used as far as possible

5.27.1.6 All branches from the main reservoir pipe or control system shall be fed via cockswith or without vent and electrical switches as appropriate. Magnet valves, reduc-ing valves, check valves, silencer and drain plugs etc. shall be incorporated as re-quired.

5.27.1.7 Flexible hoses shall be kept to a minimum, and be proven in metro train operation.The Supplier shall submit proposals to increase the integrity of the air supply sys-tem against rupturing of inter-railcar flexible hoses. Burst hose protection shall, ifapplicable, be provided for hoses

5.27.1.8 Foreign matter shall be removed from all pipes prior to installation

5.27.1.9 Suitable color coding shall be applied to all pipe-work for identification. The pro-posed color coding shall be reviewed during the under frame Equipment LayoutMock-up review

5.27.1.10 All pipes shall be installed by means of clamps with integral, molded vibrationdamping inserts to prevent any rattling in service. Clamps shall not be welded tothe pipe. The Supplier shall submit the colour coding scheme for pipe work

5.27.1.11 Where piping passes through holes in the floor, structure member etc, it shall berigidly clamped immediately adjacent to the hole to prevent contact to the edge ofthe hole

5.27.1.12 All necessary pneumatic sub-systems shall be supplied from the main reservoirpipeline. An isolating valve shall be fitted between the air compressor system andthe main reservoir pipeline

5.27.1.13 The compressor and associated pneumatic equipment shall be positioned to facili-tate access for maintenance and ensure freedom from noise, vibration and discom-fort to passengers and operator

5.27.1.14 The air supply from the compressor(s) shall be controlled under all operating condi-tions by high and low-pressure governor switches.

5.27.1.15 Equipment using compressed air shall be grouped by function. Each function shallbe capable of being isolated from the air supply.

5.27.1.16 The drive motor shall conform to the requirement of IEC 60349-2 and the tempera-ture rise of the windings of the motor shall be limited to temperature index of the in-sulation minus 70º C. The motor shall have at least IP 57(Flood proof test at motorrpm of approx. 200 rpm 24 hours, submerged in water upto the bottom level of airinlet and air outlet, whichever is lower.) protection


5.27.2 Compressor

5.27.2.1 The motor compressor unit of suitable free air delivery, shall be under slung, resil-iently mounted with a 4 - point suspension for minimizing the levels of vibrationstransmitted to the MEMU Railcar body. It shall be sized to fulfil all air requirementsof each Railcar under all operating conditions. The mounting arrangement shall beof proven design. The compressor shall be splash lubricated to avoid the need foroil pump, filter, valve, etc. The oil sump inlet shall be so designed to avoid any overfilling during service. Metallic dip stick arrangement shall be provided for checkingoil levels during service to avoid over filling.

5.27.2.2 The intake air shall be directed through a properly designed filter, suitable for thespecified dusty atmospheric conditions. The inlet air filter shall be so mounted oncompressor so that it can be easily taken out for cleaning purpose. Arrangementshall be made so that the compressor does not start against backpressure. A non-return valve shall be provided between the compressor and the main reservoirsupply line. A safety valve shall be provided to protect the compressor against ex-cess pressure.

5.27.2.3 The compressors on a rake shall be synchronously controlled, ensuring that theduty cycle for each compressor is the same

5.27.2.4 The compressor(s) shall have sufficient capacity to meet all of the following re-quirements:

The time required to charge up to full main reservoir line pressure of any rakeconsist with all reservoirs and equipment at zero pressure, shall be less thanten (10) minutes and full air suspension inflation shall be achieved in a furtherfive minutes

The pneumatic system shall be maintained within its service working pressurerange when operating in normal operation, with all air operated equipment inuse and at the most severe condition of loading and station frequency

During normal operation the duty cycle shall not be more than 50% of runningtime at a declared rate of leakage, based upon the brake and auxiliary air re-quirements of the rake, where duty cycle is determined as:

Duty Cycle = Total compressor running time on load x 100%Total rake service time

The Supplier shall submit the duty cycle calculations for review and ap-proval

5.27.3 Air Dryer

5.27.3.1 The air delivered to the pneumatic system shall be clean and dry, free from watervapour, oil and particles. A heatless regenerative type air dryer of matched capacityshall be provided between the air compressor and the main reservoir so as to pro-vide dry compressed air to the MEMU brake system. The air dryer shall be pre-ceded by automatic drain valve and oil separator, which collects and dischargesbulk of the moisture and oil present in the compressed air, before it enters the airdryer. Air drier shall be so located /protected in under frame to avoid any hitting dur-ing run.

5.27.3.2 Air shall be cleaned by a dry-type air-filter. The filter element shall be heavy-dutytype and shall be specifically designed for high level of dust and debris as found inthe vicinity of tracks in India. In any case, there should not be any need for cleaningthe filter before the Schedule examination in the shed. Supplier shall declare the


time period after which the filter shall require cleaning. Suitable mechanism shall beprovided to indicate the quality of the air.

5.27.3.3 Under the ambient conditions, no condensation shall take place. Air quality test foroil contents & solid particle contents shall pass class-1 be preceded by an auto-matic drain valve to collect and discharge the bulk of moisture in the compressedair before it enters the air dryer.

5.27.3.4 The working of the air dryer shall be monitored and displayed in the driver’s cab. Incase of any malfunctioning of the dryer requiring isolation of the dryer, the systemshall take suitable protective action without any interference from the driver how-ever, status shall be indicated on the HMI

5.27.4 Air Reservoirs

5.27.4.1 Reservoirs of adequate capacity and in numbers, made of stainless steel, shall beprovided with provision of suitable safety valve and automatic drain valve.

5.28 Marking

5.28.1 The Railcar number shall be applied on both sides of each Railcar, both externallyand internally and also inside the Driving Cab to be easily visible to the Train Op-erator and maintenance personnel.

5.29 Electrical system

5.29.1 Pantographs

5.29.1.1 Each MEMU shall be fitted with one pantograph for current collection.

5.29.1.2 Pantograph bouncing as detailed in Clause 3.7.5 of this Specification shall not ad-versely affect the performance of propulsion equipment.

5.29.1.3 Efficient current collection while traversing the OHE shall be ensured at all speeds.The maximum limit of contact loss shall not be more than 0.2 percent in the regu-lated OHE. The current collection test under the actual field conditions shall be theresponsibility of the supplier. The output report in soft copy shall be supplied forcontinuous/selective viewing location having abnormal behaviour and in hard copywith exception report of spark image, location wise for the section decided by IRshall be submitted. The raising or lowering of the pantograph, with the MEMU Trainin motion, shall not cause any undue disturbance to OHE.

5.29.1.4 The profile of the pantograph shall generally be in accordance with the drawing no.SKEL-3871 enclosed as Annexure-A3. Metalized carbon strip in accordance withRDSO’s specification No: RDSO/2009/EL/SPEC/0097, Rev. ‘1’ or suitable for ADDsystem shall be used on the pantograph. In case of other design metallised carbonstrips are required suitable for ADD system, complete details shall be submitted forapproval.

5.29.1.5 The pantograph shall be air spring/bellow operated type and suitable to work in ar-eas having high wind pressure as specified in Clause 3.8 of this Specification.

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

5.29.1.7 The pantograph shall have over reach detection function to drop the pantographautomatically when excessive height is detected.


5.29.1.8 The pantograph shall also have auto drop function in case of worn current collec-tion strip or damaged pan head. The pantograph offered shall be complete all partsand accessories including Auto drop device as per Clause 4.9 of IEC 60494-1-2002 and over reach detection device necessary for its efficient operation.

5.29.1.9 The current drawn by the MEMU Train shall be limited such that there shall be noadverse effect on the pantograph or the OHE whilst the MEMU Train is at standstill.

5.29.1.10 In addition to the main air supply arrangements, a 110 V DC battery operated auxil-iary compressor set having adequate capacity, shall be provided in each MEMU forfeeding the auxiliary air reservoir for operation of the pantograph and main circuitbreaker during the preparation of the MEMU Train for service.

5.29.2 Main Circuit Breaker

5.29.2.1 Each Railcar fitted with a pantograph shall be provided with a minimum of onemain circuit breaker as per RDSO specification.

5.29.3 Lightning Arrestor

5.29.3.1 Two metal oxide gapless lightning arrestors shall be fitted to the roof of each Rail-car fitted with a pantograph for protection against the line voltage transients causedby lightning and system switching. One lightning arrestor shall be connected to thehigh voltage circuit between the pantograph and the main circuit breaker and theother shall be connected to the high voltage circuit between the main circuitbreaker and the transformer. Housing of the lightning arrester shall be of polymerbased to avoid violent shattering of porcelain based housing in case of bursting oflightning arrester. Panto mounting & roof bar insulators shall be of composite hous-ing owing to its technical advantages for lighter weight, unbreakable & easy han-dling during maintenance.

5.29.4 Traction Transformer

5.29.4.1 A fixed ratio transformer shall be provided with multi traction windings suiting therequirements of IGBT based power converter-inverters to meet the load of three-phase propulsion equipments and all auxiliary system loads. There will be provisionof separate winding for individual converter.

5.29.4.2 The transformer shall be designed to accommodate the maximum loading imposedby the auxiliary supply system (particularly in the event of failure of auxiliary supplyequipment fed from other transformers) and traction requirement as specified. KVArating of the transformer shall be specified at a line voltage of 22.5 KV.

5.29.4.3 The transformer shall be designed taking into account the duty imposed by full useof the dynamic brake.

5.29.4.4 The transformer shall be designed to conform to IEC 60310 and temperature riselimits of the windings and oil shall correspond to IEC 60310 minus 200C under allconditions of operations.

5.29.4.5 The secondary windings shall have a very high magnetic de coupling.

5.29.4.6 The transformer shall be complete with oil pump and radiator with blower, conser-vator and protection equipment assembled in single module. Provision shall bemade for letting out the oil from transformer to the underside of the Railcar in theevent of any fault/electrical disturbance in the transformer causing oil to rush out.


No part of the transformer shall protrude above floor level. Adequate care shall betaken in design in view of the high humidity for long duration (in coastal areas).

5.29.4.7 The cooling agent for the transformer shall be arc resistant and shall have highflash point.

5.29.4.8 The transformer shall be under slung. The lower portion of the tank shall be ofadequately strong so as to protect against hitting by extraneous objects while onrun.

5.29.5 High Voltage Cable Assembly

5.29.5.1 High voltage cable assembly, conforming to the external application for running onthe roof under the ambient conditions as per the specification from the roof of theRailcar to traction transformer of adequate size having interface with transformerbushing at the transformer end and with cable head termination bushing fitted atthe Railcar roof, shall be provided in accordance with the Good Industry Practice.The enclosure and the termination of the cable shall be protected against rain wa-ter & wear. 45 KV grade 120 sqmm XLPE cable shall be used for roof bar assem-bly in place of bare copper pipe roof bar assembly. High Voltage cable as roof barassembly will provide protection against earth fault from kite rope, undesired for-eign material thrown from ROB/FOB etc.

5.29.6 Power Converter

5.29.6.1 The four quadrant power converter shall be IGBT based with PWM control to en-sure regeneration and the power factor to near unity.

5.29.6.2 The power converter may be natural/forced air/water cooled. If forced air cooling isadopted for the power converter then a proper method of dust filtration shall be en-sured. Periodicity of filter cleaning shall be minimum 45 days and it will be part ofthe maintenance schedule.

5.29.6.3 The wheel slip detection and correction system shall be an integral part of theMEMU Train control system and if necessary also of the power converters-inverterwhich shall capture any excessive acceleration, differential speeds between axles,over speed and any other parameter considered necessary to maximize adhesionand minimize wheel slipping / skidding.

5.29.6.4 The power converter shall be capable of withstanding the maximum short circuitcurrent under fault conditions, in accordance with Good Industry Practice. The con-verter and inverter system shall also be designed to withstand extreme distur-bances like short-circuit / open circuit at all points of input / output interfaces withMEMU Train, with minimised effects/damages. This shall be according to the rele-vant provisions of the IEC 61287.

5.29.6.5 The protection scheme shall ensure minimum influence on the performance of thetraction system and isolation, if any, shall be limited to the affected equipment.

5.29.6.6 Only dry type capacitors (having self healing property) shall be used for DC link /harmonic filter / resonant circuits.

5.29.6.7 The motor converter output current ripple shall be such as to keep the torque pul-sations and traction motor heating to a minimum.

5.29.6.8 The voltage rating of IGBT shall be so chosen that at least 25% margin is availableafter taking into consideration the DC link voltage and voltage jump on account ofinductance and capacitances in the circuit. The current rating of IGBT shall be


such that the junction temperature has the minimum thermal margin of 10ºC in theworst loading conditions and under the ambient conditions as specified.

5.29.6.9 Suitable margin shall be provided in the equipment rating such that under emer-gency condition with isolation of single traction unit such as converter, traction mo-tor etc., there shall be no necessity to withdraw the rake from service and journeyis completed satisfactorily. The one hour rating/thermal rating as specified herein ofthe equipment will not be exceeded under such operation. For such purpose, shorttime rating of the major electrical equipment such as main transformer, power con-verter, auxiliary converter/inverter and traction motor etc. will be furnished by thesupplier.

5.29.6.10 Selective isolation of individual bogies i.e. two motors, shall be ensured by provid-ing individual and independent inverter for each bogie of motorised railcar. Thepropulsion equipment shall ensure the guaranteed performance for wheel diameterdifferences for at least up to 6 mm within any bogie and up to 13 mm between bo-gies without any adverse affect on any equipment. If the wheel diameter tolerancesexceed the above limits then no damage shall occur to any equipment. Suppliershall also furnish the permissible diameter difference between the wheels of thesame bogie and those on different bogies of the same car as affected by the con-trol of individual motors, individual bogies or of complete motorised railcar.

5.29.7 Traction Motor

5.29.7.1 Three phase asynchronous type of traction motor shall be fully suspended. Thereshall not be any cardon drive or hollow shaft arrangement for mounting of tractionmotors. The motor shall be mounted on the bogie frame via flexible coupling andgear unit, which shall be totally enclosed and free from lubricant leakage. The cou-pling design and the motor to gear unit mounting arrangement shall minimize cou-pling dynamic angular displacement. The motor shall be dynamic balanced.

5.29.7.2 The traction motor shall be suitably rated according to the Indian Railway MEMUperformance requirements.

5.29.7.3 In determining the ratings, design parameters and construction of the traction mo-tor, full consideration shall be given to the duties imposed by requirement of regen-erative braking.

5.29.7.4 Details for the interference fit of bearings should be furnished during design ap-proval. The suitability of the entire drive consisting of traction motor, gear and sus-pension including axle should be proved in type test.

5.29.7.5 With regard to the system of insulation adopted and the climatic and environmentalconditions, the Supplier shall provide maximum possible margins in the tempera-ture rise, for prolonged life of the traction motors.

5.29.7.6 The operational and environmental factors viz. prevalence of high temperature andhumidity and highly dusty environments for most part of the year shall also be keptin view in the design of the motor:

5.29.7.7 The traction motor shall operate satisfactorily over the entire range of loading, withharmonics/ripples imposed from the supply system comprising of transformer, con-verter and inverter, both during motoring and regenerative braking conditions. TheSupplier shall conduct necessary tests on the traction motor to establish compli-ance with this requirement.


5.29.7.8 Various components of traction motor shall be manufactured with such tolerancesso as to enable complete inter changeability of components from one motor to an-other of same design.

5.29.7.9 The lubricant shall be so chosen that the viscosity of the lubricant is not lost evenat highest temperature during operation. Supplier shall study the currently availablelubricants / cooling oils in India and employ these as far as possible. Full lubricationscheme and schedule for the equipment shall be submitted. Wherever imported lu-bricants or cooling oil are used, Supplier shall study and furnish details of equiva-lent Indian lubricants/oil.

5.29.7.10 Three Phase asynchronous type of traction motor compatible with IGBT basedtraction converter/inverter shall be used. The general design and manufacture ofthe motor will be done to the standard IEC 60349-2 in accordance with the moderntraction practices. The design will include all those features which are known tohave worked well in the tropical climatic conditions.

5.29.7.11 The motor will be rated as per the performance requirements for the most severeservice operation as defined in IEC 60563. It shall withstand safely with adequatedesign margins to work satisfactorily at maximum power operating point under mo-toring & regenerating. Calculations for maximum power loading shall be furnishedby the supplier taking into account gear efficiency.

5.29.7.12 The motor will be capable of withstanding transients such as line voltage fluctua-tions, switching surges caused by stalling and wheel-slips.

5.29.7.13 It should be possible to absorb the stresses resulting from short circuit so as tohave sufficient safety against damage or loosening of electrical connections. Thesafety factors should be furnished during design review for approval. The suppliershall also comment on the design adequacy of the construction of the motor for themaximum to continuous tractive effort ratio and the specified speed. The suppliershall also submit a detailed note on the robustness of rotor bar construction withend rings, precautions against loosening of bar in slots, overheating etc. from thefull life cycle point of view. IR has experienced the failure of brazing joints of statorwinding overhangs. In view of this, additional measures shall be taken for ensuringthe adequate support arrangement of stator winding overhang. In this respect, thesupplier shall furnish the detailed note during the design and suitable test schemefor ensuring the efficacy of the design.

Stator winding overhangs shall be suitably supported to the stator frame and rotordesign shall take care torsional vibration, thermal and centrifugal stresses encoun-tered during actual service conditions. Material of rotor bars shall be able to main-tain its minimum values of properties with safety limits over the complete operatingrange of temperature and have high fatigue strength.

5.29.7.14 The following operational and environmental factor will be specially kept in view inthe design of the motor:

5.29.7.15 Because of track irregularities, level of shocks and vibrations to which traction mo-tors are exposed are far more than actually given in IEC 61373 for TM mounting ar-rangement. Supplier can obtain the data of vibration trial from IR. However, sup-plier must carry out instrumented trials on existing stock for measurement ofshocks and vibrations on Indian tracks in consultation with RDSO, at design stage,only.

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


5.29.7.17 Operation of the MEMU train over a humid and salty terrain in which the climatevaries from high rainfall for 4-5 months and extremely dusty atmosphere during restof the year.

5.29.7.18 Traction motor drive system shall be self-ventilated.

5.29.7.19 In order to validate the design of vital components of traction motors, Finite Ele-ment Analysis (FEA) for mounting, complete rotor, Stator with winding overhangs,TM Bearing cage, Ventilating fan, cages of bearings used in transmission systemand rotor shafts, along with its boundary conditions have to be provided at the de-sign stage. The boundary conditions for FEA shall be decided in consultation withRDSO.

5.29.7.20 Insulation System

5.29.7.20.1 The insulation system to be employed will be particularly designed to withstand theadverse environmental conditions as specified in specifications and standards. Im-perviousness to moisture shall be ensured.

5.29.7.20.2 The evaluation of the insulation system for thermal endurance will be made withfabricated test models by way of accelerated ageing test as per the test pro-gramme drawn up in accordance with the norms specified in IEC: 60034-18 andIEC 60505/1999.

5.29.7.20.3 Various ageing parameters such as heat, vibration, mechanical / compressivestresses, special environmental effects of humidity with water immersion test, dust,metallic dust from bake shoes, etc. will be incorporated to simulate the actual work-ing conditions as closely as possible.

5.29.7.20.4 The temperature at which an extrapolated life of 20,000 hours is obtained shall betreated as the thermal endurance limit (Temperature Index) of the insulation sys-tem.

5.29.7.20.5 With regard to the system of insulation adopted and the climatic and environmentalconditions, the supplier shall provide maximum possible margins in the tempera-ture rise, for the prolonged life of the traction motors.

5.29.7.20.6 Maximum temperature rise of traction motor winding shall be limited to TI – 70 de-gree Celsius, considering 25% choking of filters. Thermal simulation of temperaturerise in stator and rotor with given duty cycle of the MEMU train operation shall becarried out to establish maximum temperature rise shall be within TI – 70. Thesimulation result shall be provided as part of Design Package. The temperaturerise in stator and rotor winding shall be validated through physical measurement ontraction motors during the Type Tests.

5.29.7.20.7 The motor will be designed in such a way that the “hot spot” temperature underconditions such as one hour, short-time and continuous rating of loading in anywinding (stator and rotor) does not exceed the average temperature of that windingmeasured by resistance method by more than 30°C.

5.29.7.20.8 With regard to the system of insulation adopted and the environmental condi-tions the maximum temperature rise in the traction motors will be less than thetemperature index minus 70°C under all operating conditions including emergencyoperations.

5.29.7.21 The mechanical design of traction motor, its mounting arrangement , transmissionsystem (pinions and gears, gear case etc.) shall be designed considering themeasured data of shock and vibration, as mentioned in Para 5.29.7.15. Various


components of traction motors shall be manufactured with such tolerances so as toenable complete interchangeability of components from one motor to another ofsame design.

5.29.7.22 Harmonic/Ripple Factor: The traction motor will operate satisfactorily over theentire range of loading, with harmonic/ripples imposed on from the IGBT basedsupply system (comprising transformer and converter/inverter both during motoringand regeneration braking conditions). With the harmonics/ripples generated by theconverter, temperature rise in traction motor shall be in accordance with that men-tioned in Para 5.29.7.20.7. With regard to the system of insulation adopted and theclimatic and environmental conditions, the supplier shall provide maximum marginsin the temperature rise, for the prolonged life of the traction motors. The manufac-turer shall conduct necessary tests on the traction motor to establish compliancewith this requirement.

5.29.7.23 Criteria for selection of the traction motor bearings (equivalent dynamic and staticloading of the system with respect to those of bearings, limiting speed, referencespeed, etc.) and its lubrication system (thermal stability) should be brought out andall the calculations must be provided at the time of design stage. For vibration dataPara 5.29.7.15 may please be referred.

The designed L10 life should be at least 2.5 million KM. If the insulated bearing isused, then the reason for the same should be specified in the design. For calcula-tion of L-10 life, calculation of equivalent dynamic loading for the proposed tractionmotor bearing shall be provided to RDSO for evaluation.

Standard and proven bearings with at least one year successful service experi-ence in rolling stock application shall only be used.

5.29.7.24 The rotor shaft should be removable from rotor. The rotor should be reus-able/repairable in case the rotor shaft gets defective.

5.29.7.25 While considering the design of cooling fans, vibration data of para 5.29.7.15 mayplease be referred. IR has got experience of breakage of these fans and so ade-quate design analysis, along with FEA shall be provided in support of the design.

5.29.7.26 The speed sensing device for control purposes, if necessary, shall be mounted onthe traction motor itself.

5.29.7.27 Suitable provision shall be made to detect traction motor over temperature for en-suring timely protection to the traction motor before any damage occurs. Suppliershall substantiate the compliance. If any thermal model is used for temperaturemeasurement, it shall be validated during prototype testing.

5.29.7.28 Speed sensing device and the temperature probe should be made accessible fromthe maintenance pit in the Depot/Railcar shed and should also be replaceable. Themounting arrangement of the speed sensing device and temperature probe shallconsider the protection of these sensors against breakages during the train opera-tion. Their maintenance/replacement shall not require lifting of the motor car. Thearrangement should correspond to the flood-proofing requirement. The connectingleads should be protected from mechanical damages and should be fastened tothe motor at least at one point. The end shields shall be provided with suitable pro-tection arrangement to protect the windings from any damage due to flying ballastduring run.

5.29.7.29 Design shall provide for the screened motor cables for control purpose. Thescreening should be grounded at the motor. The terminal markings should be legi-ble permanently on the cables.


5.29.7.30 Traction Motor Tests: The traction motor shall be subjected to all the prototype &routine tests in line with IEC 60349-2. Prototype tests shall include continuoustemperature rise test, short time rating tests, characteristics tests, over speed,power factor, efficiency, dielectric & torque measurement tests.

5.29.7.31 Special tests on traction motor:

The following special tests on traction motor shall be carried out along with thosespecified in IEC 60349-2:-

I. Flood proofing tests: Traction motor fitted with gear box running at 200 r.p.m(without gear, axle roller bearing housing & other attachment parts) to beimmersed up to 760 mm from rail level for 24 hours. Following test parame-ters shall be recorded:

a. Insulation resistance before immersion testb. Insulation resistance after immersion testc. Visual inspection regarding seepage of water inside the gear box and motor

II. Tests on speed/temperature sensors - in case of proven items, certified testreports shall be acceptable.

III. Measurement of waveforms of the motor converter voltage, motor convertercurrent, motor torque & space vector flux under different ranges of operationduring heat run & characteristics test on converter supply.

IV. Vibration test as per IEC 60349-2.

V. Traction motor roller bearing test for adequacy of sealing of lubricants.

5.29.7.32 Traction Motor Drive

The torque transmission arrangement from traction motor to axle shall be simpleand suitable for both traction and braking forces. The tractive/braking effort shall bedirectly transferred from the traction motor to the gear through a flexible coupling.The complete arrangement shall be of proven design for same or higher trac-tion/braking torque transmission. However, special care shall be taken in designwith respect to high track vibrations as mentioned in Para 5.29.7.15. Supplier shallsubmit relevant details in this regard along with the special measures taken in viewof the specified track data and environmental conditions.Details for the interferencefit of bearings should be furnished during design approval. The suitability of the en-tire drive consisting of traction motor, gear and suspension including axle should beproved in a type test.

5.29.7.33 Gear case shall be made of cast steel and shall have sufficient mechanicalstrength so as not to get damaged due to hitting by ballast or any other foreign ob-jects. Aluminum shall not be used anywhere in the under frame. The design of gearcase shall ensure minimum loss of lubricant during run. The Use of helicals in thethreaded holes for fastening of bolts shall not be permissible.

5.29.7.34 Traction Gear: All traction gears will be case hardened alloy steel of approvedquality. The MTBF for the pinion should at least be 1 million Km and for the gearwheel at least 2 million Km. Pinion and gear wheel should be produced from casehardened alloy steel. The gear case design shall be furnished and finalized duringdesign approval. Supplier shall submit proof of stability for gear tooth forming andtotal design, description of the gear tooth forming, provided materials, manufactur-ing and hardening procedures with corresponding specifications, oil types and lu-brication intervals.


5.30 Electronic Systems

5.30.1 The general provisions of this Clause shall also be applicable to the electronicsused for power and auxiliary converters. The electronics used shall conform to IEC-60571.

5.30.2 All electronic equipment shall be designed so that it functions correctly when theMEMU Trains have been standing stationary in full sunlight at the maximum ambi-ent air temperature (please refer to Clause 3.8). As a minimum, electronic equip-ment shall be designed to operate at ambient air temperatures of up to 70 degreesCelsius under these conditions. There shall be no requirement of pre-cooling ofthe electronics on MEMU Trains following long periods standing stationary in fullsunlight.

5.30.3 All electronic equipment shall be designed so that it functions correctly when theMEMU Trains are in service and the ambient air temperature for electronic equip-ment is up to 65 degrees Celsius.

5.30.4 The electronic control equipments shall be protected against EMI as specified in therelevant standards.

5.30.5 The electronics or the cubicles where electronics are installed shall be sealed so asto ensure that there is no dust ingress whatsoever in to the electronics. The cool-ing arrangement of the electronics of the power converter, auxiliary converter andthe TCMS shall be designed so that atleast 20 deg Celsius margin is maintainedbetween temperature adjacent to the electronics cards and the maximum tempera-ture allowed adjacent to the electronic cards for industrial grade components suit-able for 85 degree Celsius environment.

5.30.6 Use of Application Specific Integrated Circuits (ASICs) shall be avoided. Circuitboards shall use general purpose ICs to the extent possible.

5.30.7 The electronic cards shall be polarized or suitably designed to ensure that insertionof card in wrong slot is not possible.

5.30.8 Capacitors shall be suitably rated, keeping in view the high ambient temperaturespecified, vibrations of electric rolling stock and electrical surges expected duringoperation. High failure rates of electrolytic capacitors mounted on PCBs of elec-tronic cards are expected due to high operating temperature / voltage / current vis-à-vis designed operating temperature / voltage / current. Dry type of capacitorsshall preferably be used. Expected life of the cards, and electronics in general shallbe at least 18 years under actual working conditions.

5.31 Auxiliary Systems

5.31.1 The power supply for the auxiliaries shall be through IGBT based converter-invertersupplies.

5.31.2 If forced air cooling is adopted for the auxiliary converter(s) then a proper method ofdust filtration shall be ensured. Periodicity of filter cleaning shall be minimum 45days and it will be part of the maintenance schedule.

5.31.3 The auxiliary converter-inverters provided on each of MEMU shall cater for thecomplete auxiliary load of the MEMU. In the event of failure of an auxiliary powersupply equipment on one 3 railcar unit, the auxiliary power supply equipment of ad-jacent unit must be capable of supplying all auxiliary power on the unit on which itis installed plus all the auxiliary supply loads of defective unit. If more than one aux-iliary power supply equipment in MEMU train fails, auxiliary power shall be avail-


able in reduced mode. Details of the reduced auxiliary power modes shall be sub-mitted by the supplier during design.

5.31.4 Failure of converter-inverter of any MEMU shall not result in the loss of any func-tions on the MEMU Train and it should not lead to isolation of that MEMU.

5.31.5 While traversing the neutral section or in the event of momentary non availability ofOHE during the service, 50% emergency lights and air circulation shall work nor-mally.

5.31.6 While calculating the rating of the auxiliary converter, a provision of 10% in the aux-iliary converter capacity shall be kept for future use. Failure of auxiliary convertershould not lead to failure of motor car. The changeover shall be affected automati-cally and without any time delay through control electronics. The full power avail-ability of the auxiliary converter shall be ensured throughout the voltage limitsspecified for traction system so that the loads connected to the auxiliary convertershall not have to be reduced/adjusted in the entire voltage variation from minimumto maximum as specified in this specification.

5.31.7 All motors shall be brushless with suitable protection against over loads.

5.31.8 The supply voltage for the auxiliary machines shall be 415 V +/-- 10%, 3-phase, 50Hz, sine wave AC. The control voltage shall be 110 Volt DC.

5.31.9 Power quality of the 415 V three phase sine wave AC shall be as under:

Output Voltage : 415V ± 5%

Output Frequency : 50Hz ± 3%

Short time current overload rating : 125% for 20 sec.

Total harmonic distortion (THD) : Less than 10% in output voltage

dv/dt : Less than 10 V / Microsecond

Voltage unbalance : Less than 1 %

5.31.10 In addition to above, galvanically isolated 230 V AC and 110 V AC, single phasesupply of 1 kVA shall also be made available, in Driving Cabs, to enable poweringsmall equipment.

5.31.11 The temperature rise limits for auxiliary machines shall be reduced compared toIEC limits to take care of the higher ambient. Only insulation system of class H andhigher shall be acceptable. The permitted temperature rise for different classesshall be:

Class H:- 80 degree C

Class C:- 100 degree C

5.31.12 Vacuum pressure impregnation (VPI) of the stator winding must be done using sol-vent less varnish having thermal index above 2000C. Any other method utilized inplace of VPI may be considered provided its advantages are listed and provennessis ensured, for the environmental conditions existing in India.

5.31.13 Aluminium alloy die cast rotor construction shall be used for squirrel cage inductionmotor.

5.31.14 Totally enclosed fan cooled design is to be considered for auxiliary machines, if theuse of such machines is likely to result in freedom from dust and contamination andin general better performance. Internally ventilated auxiliary machines having en-


capsulated stator windings may also be considered for this application if consid-ered to be advantageous over totally enclosed fan cooled design.

5.31.15 L-10 life of bearings shall not be generally less than 1, 00,000 working hours whencalculated as per ISO 281/1. For motors higher than 15 KW, flange bearing hous-ing units shall be used. The bearing design shall be such that no greasing or anyintermediate attention may be required to be done for at least one and half year af-ter each greasing/adopting maintenance schedule as recommended by the manu-facturer.

5.31.16 An automatic static battery charger shall be provided. Its rating and charging char-acteristics shall be matched to the battery, by monitoring of charging current andvoltage and shall have a provision for fine adjustment and good stability to avoidovercharging or undercharging of batteries.

5.31.17 Low maintenance batteries of adequate capacity shall be provided on the MEMU.Nominal voltage of the battery shall be 110 V. The batteries shall be maintained atan adequate level of charge to satisfy the requirements as given below:

System maintained Time

Emergency ventilation 1 hour after the loss of OHE power

Communication system (PIS and PA system) 1 hour after the loss of OHE power

Emergency lighting 1 hour after the loss of OHE power

Door release of alternate doors on either side 1 hour after the loss of OHE power

Train controls (full load) 1 hour after the loss of OHE power

5.31.18 The design and control of the battery shall ensure that the battery gets discon-nected from non essential loads when the battery gets discharged, however thereshall be sufficient capacity left under all conditions to raise pantograph and topower event recorder and flasher light. When auxiliary load is reconnected, the ini-tial battery load shall not cause the battery output to oscillate.

5.31.19 Provision to charge the batteries from external battery charger shall be made tocharge the battery during rake maintenance.

5.32 Wiring and Cabling5.32.1 The cables for wiring in the MEMU Train and equipment shall use high grade elec-

trolytic copper stranded conductors tinned in accordance with Good Industry Prac-tice.

5.32.2 All power/control cables shall be electron beam irradiated, thin walled cables con-forming to International standards using low smoke, low toxicity & halogen free ma-terials suitable for MEMU applications as per RDSO specification, shall be used.The insulation/sheathing material shall be EPDM/EVA and shall be fire retardantproperties according to IEC 60332. At locations in the MEMU where high tempera-tures are likely to be encountered, special cables with fire survival type accordingto EN 50264 shall be used.

5.32.3 The layout of the cables shall be such that there is no contamination by oil. Lengthof power cables shall be kept to minimum. Cables and connections carrying differ-ent types of voltages shall be physically segregated from each other. For vital cir-cuits, adequate numbers of spare control wires shall be provided with clear identifi-cation. Cable layout shall be according to EN 50343.


i. The cables shall be de-rated to take care of the adverse ambient conditions. All de-rating factors shall be applied, together with the maximum permissible conductortemperature for the particular insulation type. De-rating of cables due to bunchingeffect and cable layout shall be taken into account during design. In no case theconductor continuous temperature shall exceed 90o C. The maximum short circuittemperature shall not exceed 250o C. The cable insulation shall be capable of with-standing these temperatures.

ii. High voltage 3-phase AC and low voltage DC cables/connections will be physicallyseparated from each other. Adequate number of standby vital spare control wireswill be provided with adequate indications.

5.32.4 The following operational and environmental factor will be specially kept in viewwhile selecting the cable:

a. Excessive vibrations that are experienced because of prevalent track maintenanceconditions.

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

c. Operation over a humid and salty terrain in which the climate varies from high rain-fall for 4-5 months and extremely dusty atmosphere during rest of the year.

5.32.5 The power cable layout shall ensure equal sharing of current in all power cables.

5.32.6 All connections shall be terminated on terminal bars manufactured in accordancewith Good Industry Practice. The terminals and wire cable ends shall be suitablymarked to facilitate correct connections.

5.32.7 Plugs/couplers and sockets shall be used to connect pre-assembled units to facili-tate maintenance and ensure a better layout.

5.32.8 Optical fibre cables, if used for control signal purposes, shall be as per internationalpractices & standards.

5.32.9 Cable layouts shall be in such as way that the EMI levels shall remain within ac-ceptable limits.

5.32.10 Equi-potential cables, shunts shall have anti theft arrangement. Material for cablesand shunts needs to be selected in a way that it is not common requirement of pub-lic.

5.33 Control Equipment

5.33.1 All control equipment, including Train Operator’s controls and indications for electri-cal, pneumatic, air pressure, brake and other circuits shall be provided. Necessaryoperational, protective and safety devices in the form of relays, contactors,switches as may be required by the circuit design shall also be incorporated forproper functioning of the power and auxiliary equipments and brakes etc.

5.33.2 The control equipments, relays and switches, and such other devices shall be inaccordance with the Good Industry Practice.

5.33.3 All vital contacts for operation of the MEMU Train shall be duplicated to provide re-dundancy where necessary. All vital functions for operation of MEMU train viz.drive command, brake command, emergency off loop, emergency brake loop, caboccupation, direction command and communication between driver & guard etc.


shall be made redundant to avoid immobility of the MEMU train in the section.Other functionalities for redundancy shall be finalised at design stage.

5.33.4 Interlocks and auxiliary contacts of relays of protective, operation, control, auxiliaryand safety circuits shall be housed in dustproof enclosures either by providing thecomplete equipment in dust-proof cabinets or by covering the contacts only bydust-proof covers.

5.33.5 The working of all relays and contactors shall be in the range –30 % / +25 % ofnominal battery voltage when the operating coils are at their rated temperature andthe contacts are subjected to normal pressure.

5.33.6 The temperature rise of the equipments shall be governed by IEC minus 30ºC.

5.33.7 Rubber components, such as pistons, ‘O’ rings etc. wherever employed in the con-trol gear, brake system and their controls shall be suitable for the specified humidand environmentally severe conditions. The life of rubber components shall not beless than six years.

5.33.8 Surge suppression circuits shall be incorporated to eliminate surges, wherever re-quired. The equipment shall be protected against Surges as per IEC 60571.

5.33.9 Endurance tests, both mechanical and electrical, shall be in accordance with IEC60947.

5.34 Automatic Phase Changeover (APC) System:

APC System shall be provided on each MEMU train for sequential operation ofVCB while negotiating the neutral sections. System shall be compatible with the ex-isting track side magnets. Alternate provision shall also be made to activate thefunctionality as described above, in case APC system is not functional.

5.35 Safety measures

5.35.1 General

5.35.1.1 All exterior components including under slung equipments shall be attached withuse of secondary restraints, redundant fixings or secondary latches as appropriateto ensure that no single point failure shall cause equipment to either physically de-tach or protrude out of gauge.

5.35.1.2 Standard protective systems shall be provided, in accordance with the Good Indus-try Practice, for protection of the electrical equipments against abnormal currents,excessive voltages, etc., with indicating facilities, so as to ensure safe and correctoperations. All equipments shall be adequately earthed, insulated, screened orenclosed and provided with essential interlocks and keys as may be appropriate toensure the protection of the equipments and safety of those concerned with its op-eration and maintenance.

5.35.1.3 A sensitive and reliable protection arrangement against earth fault shall be pro-vided in each circuit group.

5.35.1.4 All electrical circuits shall be fully insulated from the superstructure on both thepositive and negative sides and the super-structure shall not be used as a part ofany earth return circuit.


5.35.1.5 Relevant provisions stipulated in Indian Electricity Rule 1956 shall strictly be fol-lowed in the interest of safety of passengers/staff as well as for equipment’s / in-struments provided in the Railcars.

5.35.2 Fire Safety

5.35.2.1 The MEMUs shall be designed to minimize the risk of any fire.

5.35.2.2 Materials used in the manufacture of MEMUs shall be selected to reduce the heatload, rate of heat release, propensity to ignite, rate of flame spread, smoke emis-sion and toxicity of combustion gases.

5.35.2.3 The MEMU train shall be designed and constructed in accordance with BS 6853 –1999 Category II or PrEN45545 or any alternative internationally recognisedequivalent standard. Including toxicity measurements, fire safety category 2 (stan-dard currently being supplemented by requirements for toxicity; toxicity require-ments from other standards may be utilized as appropriate until the supplement iscompleted)

5.35.2.4 Supplier shall submit Fire safety plan for the complete rolling stock including all theequipments.

5.35.2.5 Currently IR is using material with following FST(fire, smoke & toxicity) properties.Material proposed to be used shall have similar or better FST properties.

SNo. Material

Resistance tospread offlame

Deteriorationof visibilitydue tosmoke

Limitingoxygen In-dex

Toxicity

1 LP sheets to RDSO Spec C- K514 Min Class B Min Class B Min 28 Less than 1

2 Fire retardant curtain fabric to RDSO SpecC-9911 Class-A or B Class-A or B Min.28 Less than 1

3 Fire retardant upholstery to RDSO Spec C-9901 Class-A or B Class-A or B Min.28 Less than 1

4 UIC Vest. to RDSO spec RDSO/2007/CG-05 Class B or / A Class B or /A Min 28 Less than

1.5

5 PU Foam to RDSO spec RDSO/2007/CG-04 Min Class B Min Class B Min 28 Less than 1

6 DTBPB to RDSO Spec C-K607 Min. Class-- B Min. Class- A Min. 28 Less than 1

7 PVC Flooring to RDSO Spec C-K604 Min Class B Min Class B Min 28 Less than 1

8 PVC Flooring to RDSO SpecRDSO/2006/CG-12 Class A Class B Min 35 Less than 1

9 NFTC Roof ceiling to RDSO Spec C-K511 Min Class B Min Class B Min 28 Less than 1

10 Compreg To RDSO Spec C-9407 (Rev.3) Min Class B Min Class B Min 28 Less than 1

11 Pre laminated shaded compreg to RDSOSpec C- K513 Min Class B Min Class B Min 28 Less than 1

12 Vinyl coated upholstery fabric to RDSOSpec RDSO/2007/CG-07 Min Class B Min Class B Min 28 Less than 1

13 FRP Windows Min Class B Min Class B Min 28 Less than1.5


5.35.3 Fire Extinguishers

5.35.3.1 Each Railcar shall be provided with two dry powder type or other appropriate fireextinguishers located at each end of each railcar. These shall be in a niche so asnot to cause injury or obstruction to people.

5.35.3.2 In addition to the fire extinguishers located inside the Railcar two fire extinguishersshall be provided in the Driving Cab.

5.36 MOBILE /LAPTOP Charging Point

Mobile/laptop charging point (4 nos. in motor coaches and 6 nos. in trailer coaches)are to be provided in the coaches. 6 Amp, 5-pin modular socket with shutter andswitch along with cover and steel plate for switch/socket fixing shall be provided formobile /laptop charging point in the coaches. The switch and socket shall be as perIS 3854 and 1293 having ISI mark, procured from ICF/RCF approved sources. Itshould also have 500 mA glass fuse in a fuse holder along with LED indication.Mobile/laptop charging points of the coaches shall be connected to 141/127 (at25/22.5 kV OHE voltage) volt AC supply. The supply shall be taken to all thecoaches of a particular unit by spare train line wire through MCB of 10 Amp rating.This MCB shall be provided in the existing MCB panel in the motor coach of thatunit. The MCB shall be procured from ICF/RCF approved sources. The mobile/laptop charging point installation layout shall be as per RCF drawing.


Chapter 6TESTS & TRIALS

6.1 General

6.1.1 Individual ra i l cars and complete trains shall be type and routine tested inaccordance with IEC 61133, and as specified below. Such tests may beperformed either at the Supplier’s works, or on site, as appropriate, and as agreedwith the Engineer.

6.1.2 The individual equipments, systems and sub-systems, shall be type- androutine- tested in accordance with detailed respective test procedures to bedrawn up by Supplier and agreed by the Purchaser which shall take intoaccount the requirements of respective IEC Publications or otherappropriate international standards listed in Annexure ‘A4’, special testsspecified in this Chapter, and tests programme drawn up by the Supplier todemonstrate that the individual equipments, sub-systems and systems meetthe other specified requirements and agreed by the Engineer.

6.1.3 All such tests shall be carried out at the Supplier’s cost, wherever performed, in thepresence of and to the satisfaction of the Engineer, who reserves the right towitness any or all of the tests.

6.1.4 Wherever any equipment, system or sub-system is not specifically covered byan internationally recognized specification or test procedure, or where the typeand routine tests prescribed by IEC or other international standard do notadequately cover the requirement, tests which are acceptable both to the Supplierand to the Engineer, shall be devised.

6.1.5 Type tests for certain equipment may be waived if these were carried out earlieron equipments of identical design, witnessed by a reputed organization, and theservice performance of such equipments was found to be reliable. TheSupplier shall submit a proposal in this regard to the Engineer for review. Thewaiver of Type Test is entirely at the discretion of the Engineer.

6.1.6 Without prejudice to any other provisions of the Contract, IR reserves the right towitness any or all of the tests, and to require submission of any or all testspecifications and reports. IR reserves the right to reasonably call for additionaltests as are considered necessary, including the quality of weldsparticularly in highly stressed areas, by non destructive testing methods.Prototype tests may be required to verify the suitability of the process orthe materials proposed.

6.1.7 The results of all tests shall be submitted to the Engineer, who will recordhis conclusions as to whether or not the equipment being tested haspassed satisfactorily.

6.2 Inspection

6.2.1 All the materials, fittings, equipment, manufacturing processes, and assemblyworkmanship shall be inspected by the Supplier, without exception and record forthe same shall be maintained and made available for review/check by Engineer.

6.2.2 The Purchaser and the Engineer shall have free access to the Supplier's andsub- suppliers’ premises, and to any other places where tests are proposed to


be carried out, throughout the contract, for the purpose of reviewing andinspecting the designs and manufacturing processes, and mock-ups. TheSupplier shall provide the Engineer full opportunity to inspect, examine, measure,and test any of the Works on site, or wherever carried out.

6.2.3 The Purchaser and the Engineer shall be at liberty to inspect the manufacturingprocess at any stage. Without prejudice to any other provision of the Contract,the Engineer reserves the right to reject all materials and workmanship, which donot fully conform to the specification.

6.2.4 Repeated rejections, at either the Supplier’s or a sub-suppliers’ facilities, shall because for the Engineer to suspend inspection. In such case, the work in questionshall also be suspended until satisfactory corrective action is taken by the Supplier.

6.2.5 The Supplier shall not be released from any liability or obligation under theContract by reason of any such inspection, testing or witnessing, nor by submissionof reports of inspection or testing to the Engineer.

6.3 Inspection Hold Points

6.3.1 The Supplier shall, propose a set of inspection hold points in the Inspection, Testingand Commissioning Plan. The hold points shall be structured so that a formal holdpoint is allowed for each significant element of the railcar’s manufacturing process. Ateach hold point the Inspecting Officer appointed by IR shall hold a formal inspection,or advise that the inspection has been waived.

6.3.2 The manufacture of each railcar or part thereof shall not proceed until the inspectionby the Inspecting Officer has been completed or waived.

6.3.3 The Engineer shall be afforded the opportunity of inspecting all cars, trains and mock-up to be delivered under the Contract before they leave the Supplier's premises. Norailcar shall be considered ready for delivery without Engineer’s endorsement inwriting.

6.3.4 The Supplier shall advise the Engineer no fewer than 30 days in advance of a railcaror train being available for inspection, and shall notify him of the tests proposed to becarried out. In case inspection is not carried out at the time agreed upon as a resultof the Engineer not being available, the Supplier shall notify the Engineerimmediately and he will deploy an Inspecting Officer within one week.

6.3.5 Once the inspection and any required remedial actions are completed to thesatisfaction of the Engineer, he shall give consent for the ‘cars’ or ‘trains' shipmentand/or dispatch.

6.4 Test Planning & Procedure

6.4.1 The Supplier shall submit detailed test procedures for each of the equipment/subsystem/system for the review of the Purchaser as part of design submissions. Thetest plan procedures shall include the following information:

Relevant specification applicable to each of the test, type, routine and special testto be carried out.

Description of the test, scheduled dates locations of the tests and test parametersto be measured.

Constraints to be applied during the test and defined pass/fail criteria. Facilities, equipment, test and measurement tools.


The testing will be done as per the detailed test procedure approved byRDSO.

6.4.2 Test procedures shall be amended, as required by the Supplier throughout theduration of the Contract, to reflect changes in system design or the identification ofadditional testing requirements.

6.4.3 The Engineer shall have the facility to monitor all tests and have access to all testrecords. Ample time shall be allowed within the testing programme for necessaryalterations to equipment, systems and designs to be undertaken, together with re-testing prior to final Commissioning.

6.4.4 Unless agreed in writing by the Engineer, personnel engaged on testing shall beindependent of those directly engaged in the design or installation of that equipment.

6.4.5 All test equipment shall carry an appropriate and valid calibration label and / orcertificate.

6.4.6 For each of the identified tests, the Supplier shall produce a test report, in threecopies and in an approved format, within an agreed period following the test, foracceptance by the Engineer. The Supplier shall sign all reports of Tests. ThePurchaser reserves the right to reasonably call for additional tests ifconsidered necessary.

6.5 Obligatory Tests on Prototype

6.5.1 For introduction of a new type of Rolling Stock in revenue service, tests are requiredto confirm that the design meets all the specified statutory requirements and the trainis fit for revenue service.

6.5.2 Before initiating service trials, one complete 12/16/20-railcar train shall be subjectedto certain tests, as specified in relevant clauses, mainly to verify and establishoperational performance, capacity and safety. The Supplier shall carry outmodifications as required, to ensure that the cars will meet the safety requirements.These tests shall be conducted both at full load, and tare conditions, with both fullyinflated and fully deflated secondary suspension air springs. The performance ofeach type of railcar will be separately evaluated.

6.5.3 The Supplier and IR shall prepare report after completion of these tests, which shallbe submitted to the competent authority, through the Commissioner of RailwaySafety, for statutory approval of the Rolling Stock for revenue operations.

6.5.4 Oscillation Trials (on prototype rake only)

After commissioning of the MEMU train by the supplier, IR shall conduct oscillationtrials. Oscillation Test shall be carried out to prove the stability and riding perform-ance of the Prototype MEMU Train. The supplier’s representative shall be presentin this trial to the extent of any problem related with the MEMU train.

The MEMU Train shall be subjected to trials to determine its compliance withSpecifications, at speeds up to 10% above maximum permissible speed as speci-fied in Clause 4.2.1 of this Standard

The trial shall be conducted on existing track as per third criteria committee.

Trial shall be conducted as per trial scheme prepared by RDSO.


6.5.5 Brief details of the tests to be evaluated during the Oscillation Tests will include, butneed not be limited to:

Table 6.1 Obligatory tests on prototypeS. No Item Condition Acceptable Value1 Maximum Vertical Acceleration

on Car BodyMeasured at cen-tre Pivot

≤0.3g

2 Maximum Lateral Accelerationon car body

Measured at cen-tre Pivot

≤0.3g

3 Damping FactorLateralVertical

By Quick releaseside pull test

Using wedge of 18mm

0.30 to 0.4

0.20 to 0.25

4 Bogie Rotational Resistance Under tare with in-flated & deflatedspring condition

<0.08 at 0.8 de-gree per secondrotational speed

5 Dynamic wheel unloading(∆Q/Qo )

--------- ≤ 0.5

6 Ride Index As per Clause5.5.3.10

3.0

In addition to the above limits, a general indication of stable running characteris-tics of the vehicle should be seen as evidenced by the movement of the bogie ona straight and curved track.

6.5.6 Braking Distance Trial (on prototype rake only)

After the completion of satisfactory oscillation trial, the braking distance trails shallbe conducted by IR for the rake formation up to 12/16/20 car rake. Exact rake for-mation shall be decided at the design stage. The supplier shall be associated withthis test in respect of the items related to MEMU train. The measurements shall berecorded in accordance with the test scheme prepared by RDSO.

6.5.7 Tests on Parking Brakes (on prototype rake only)

Parking brakes shall be tested by applying the parking brakes fully and air brake re-leased under the specified conditions as defined herein in the specification.

6.6 Special Test

6.6.1 The Supplier shall carry out the requisite tests to demonstrate the performance ofequipment, sub-system and system as per procedure mentioned in clause 6.4.

6.7 Vehicle Body Shell

6.7.1 Railcar body strength test (clause 5.4.2) shall be carried out and a lifting test shallalso be performed in accordance with UIC 566 under simulated loads as specified,as type test.

6.7.2 Squeeze test of shell

The shells of all variants coaches of MEMU Train including the end driving car shellshall be subjected to static vertical and squeeze load test. The superstructure shall besubjected to vertical loads and combination of vertical and squeeze load as specifiedin UIC – 566. The test shall be witnessed by RDSO.


6.7.3 Crashworthiness shall be proved by submission of detailed calculations anddemonstration by means of finite element analysis.

6.7.4 The strength of the railcar side wall windows and of those in the doors shall beperformed in accordance with UIC 566, as a type test.

6.7.5 The strength of the cab windscreen shall be tested in accordance with therequirements of both UIC 651 and UIC 566, also as a type test.

6.7.6 The strength of couplers and draught gear shall be carried out in accordance withinternational practice, also as a type test.

6.7.7 The carbody shall also be subjected to a vertical deflection test. All side doors,including the cab side doors, on one side of the railcar shall be installed, completewith drive mechanisms, and all sealing and weather-stripping. At each increment oftest load the doors shall be opened and closed by means of the door controls. Anyfailure to operate at the prescribed speed profile, or any indication of binding, shallrequire corrective action to be taken by the Supplier, to the railcar structure, to thedoor arrangement, or both.

6.7.8 One shell out of every 4 bare shells, to be randomly selected by the Engineer, shallbe subjected to water tightness test as per an agreed procedure based on IEC61133.

6.8 Bogie Tests

6.8.1 The bogie frame shall be subject to static as well as fatigue tests in accordance withUIC 515-4 for Trailer Coach bogie and UIC 615-4 for Driving Motor Coach bogie,with the payload as specified in Clause 3.2. This shall be a type test and shall bewitnessed by RDSO.

6.8.2 Tests for clearances in the bogie, and between bogie and body shall be carried outon straight track as a routine test.

6.8.3 Tests for clearances in the bogie, and between bogie and body shall also be carriedout by rotating the bogie to simulate a 175m radius curve. This shall be a type test.

6.8.4 The bogies rotational resistance (X factor) test under inflated and deflated airspring conditions would be carried out at the manufacturer's works undertare conditions, at rotational speed of 0.8 degrees/second. Analysis of tracktwist performance shall also be done for the leading wheel set using thewheel unloading factor ∆Q/Qo. The wheel unloading factor, ∆Q/Qo shall beequal to or less than 0.5 and the rotational resistance factor, X shall beequal to or less than 0.08. The procedure shall be as detailed in EN14363and the test shall be witnessed by RDSO official.

6.8.5 The Supplier shall perform a wheel unloading test to verify the calculationssubmitted. The test shall be conducted in the most disadvantageous combination ofunloading and suspension conditions including twist in accordance with EN14363.

6.8.6 A load deflection test and accelerated ageing tests shall be performed todemonstrate that the spring rate of the primary suspension system and the creeprate for the materials used are within the design limits.

6.8.7 These tests shall prove that the primary suspension system behaves as predictedand will not result in excessive deflection or a decrease in bogie clearance above topof rail to less than the minimum specified herein.


6.9 Passenger Door Type Test

6.9.1 The body side doors shall be tested for strength as required in Clause 5.10, forrelevant parameters which are required to be met.

6.9.2 The following type test shall be carried out on a complete double leaf door andoperating assembly equipment with its control gear.

(i) Endurance

One million operations shall be performed. A record of the velocity profile shall betaken at the beginning and the end of the test. It should also be demonstrated thatno undue wear or compression of seals has occurred. This test shall be performedunder representative dry and wet conditions.

(ii) Vibration Tests

Vibration test shall be carried out as defined in IEC 61373.

6.10 Passenger Door Routine Test

6.10.1 These will comprise functional test to verify that performance is consistent withaccepted type test results, and shall include tests to IEC 60077 for the electricalportion.

6.11 Cab Door Type tests

6.11.1 The Prototype Cab Side door shall be subjected to an endurance test of one hundredthousand (100,000) operations, during which it shall be demonstrated that nocomponent fails.

6.12 Brake Equipment Type Test

6.12.1 Following Tests shall be carried out on Tread Brake System:

(i) Functional checks such as working stroke, slack adjuster operation andparking brake action.

(ii) Recording of the relationship of brake block force to cylinder pressure over thefull working range.

(iii) Plotting of brake force against pressure curves in all conditions of operation ofbrake cylinder and parking brake.

(iv) Vibration test as defined in IEC 61373.

(v) Air leakage test.

6.12.2 Brake Lining:

The Supplier shall carry out testing of brake lining in respect of coefficient of frictionwith respect to the wheel disc under dry and wet conditions, maximum temperatureattained during braking, rate of wear etc.

6.12.3 Brake Control Equipment

Individual items of electro-pneumatic equipment shall be type tested as follows:

(i) Mechanical Operation and Endurance as defined in IEC 60077

(ii) Vibration and Shock as defined in IEC 61373.


(iii) Air Tightness generally as in IEC 60077.

(iv) Electrical Test, generally as in IEC 60077.

(v) Characteristic Tests

(vi) Each item of equipment having a pilot or transducing function, shall be tested toconfirm compliance with the Supplier’s design data. Oscillograms shall beproduced in support.

(vii) Type Tests on Electronic Equipment

The electronic equipment used in brake system shall be tested as laid down in IEC60571 and EN 50121-3-2.

6.13 Complete Brake System Type Tests

6.13.1 A complete set of brake equipment comprising all items of equipment forming theBrake System shall be assembled. These shall include the Brake Controller and atransceiver to measure force at the push rod of Brake unit. A complete series of testsshall be carried out on this rig under all service conditions to demonstrate thefunction of the brake system as a whole, both in manual and auto modes.

The Supplier may submit a proposal to combine the test of individual items with thesystem test if agreed by for review and acceptance of the Engineer.

6.13.2 Instrumented tests shall be carried out at train level both in tare and loaded condition,to establish designed performance of pneumatic/ regenerative braking. Similarlyemergency braking distance tests shall be carried out in tare and loaded conditionunder dry and wet rail conditions. Wheel Slide Protection system shall be testedunder dry and wet rail conditions. The Supplier shall submit detailed Test Procedurefor review by the Engineer.

6.13.3 The prototype train shall be used for carrying out emergency braking distance trialsunder tare and loaded conditions of the train.

6.14 Complete Brake System, Routine Tests

6.14.1 All reservoirs shall be tested to an appropriate international pressure vessel standardand necessary test certificates shall be provided from a recognized test agency.

6.15 Noise and Vibration Verification

6.15.1 The Supplier shall perform noise and vibration tests on at least one complete12/16/20-railcar train in all lines and all type of tunnels (Bored as well as cut andcover) consist on all sections (at-grade, elevated and tunnel) to demonstratecompliance with Clause 4.15. All test procedures, data and results shall besubmitted to the Engineer for acceptance.

6.16 Fire Performance Verification

6.16.1 Types tests according to the relevant ASTM, NFPA or BS shall be undertaken toestablish fire ratings for all materials proposed. However, test certificates from anyTesting Agency of international repute may be accepted in lieu by the Engineer at hissole discretion.

6.17 ELECTRICAL TESTS

6.17.1 Generally test procedures shall be followed as per the recent IECs forEquipment/Systems/Subsystems testing.


i. Along with ‘mandatory’ tests as described in the IECs, including ‘optional and in-vestigative’ tests shall also be conducted. Any other tests which become impera-tive due to the specific requirement of this specification and is categorically men-tioned in this specification shall also be carried out.

ii. RDSO may waive some of these tests in case of equipment/sub assemblieswhere the manufacturer can establish to the satisfaction of RDSO that suchtests have already been carried out earlier or where the equipment have beenproved in service. In such a case, manufacturer shall submit complete test re-ports along with necessary certification.

6.17.2 Witness of tests: Type tests on complete MEMU stock & major electrical equip-ment like transformer, traction motor, converter & inverter, auxiliary converter, con-trol electronics and TMS / TCN shall be witnessed by representative of RDSO. Anynew design of equipment offered by the supplier and accepted during the designstage shall also be type tested and witnessed by the representative of RDSO.

6.17.3 Raw material/Component and subsystem testing: RDSO may also in addition,require test results on raw materials and components of critical nature, so as to en-sure that they meet the performance and reliability stipulations. This may extend tocomponents/raw materials not manufactured in the manufacturer’s works, but pur-chased by him. For proven materials, which have been tested before, tests neednot be conducted again. Certified test report shall be submitted if so required byRDSO.

6.17.4 Subsystems like PIS, TCMS and control equipment etc. shall be supported withtests reports and certificates. However, in case such subsystems are required tomeet any special requirement specified herein, the relevant tests shall be carriedout by the supplier.

6.17.5 Cables: All cables shall be tested against the requirements as laid down in therelevant IEC/UIC specifications and relevant RDSO specifications. Cables shallalso be tested for ensuring its Fire retardant characteristics. Details shall be sub-mitted by the supplier during the design stage.

6.17.6 TRACTION MOTOR TESTS: Details of the test requirements are as per Clause5.29.7

6.17.7 TESTS ON CONTROL ELECTRONICS and PCBs:

Control Electronics shall be tested as per IEC 60571/EN50155 and IEC 61373 in-cluding both compulsory and optional tests. Following tests shall be carried out onthe electronics PCBs as per IEC 60571/EN 50155 and IEC 61373 with the modifiedparameters.

i) Dry Heat test: Dry Heat test shall be done at 800C.Alongwith the testing for thesatisfactory performance, temperature stickers shall be put on the critical ICs,Controllers & capacitors etc. for monitoring the maximum temperature of thesecomponents during dry heat tests. It shall be confirmed that the temperature rec-orded during dry heat test as above does not exceed the specified operating/surface temperature of these components. For the purpose, data sheets of suchcomponents shall be referred and submitted during testing.

ii) Cyclic Humidity test: The tests shall be done for 2 cycles of 24 hours each andcomponents shall be examined for the performance tests and physical damage ifany. The humidity cycle shall be as specified in IEC 60571.


iii) Salt Mist Test: The test duration shall be 48 hours and after the tests the perfor-mance test shall be done. There shall be no physical damage, rusting or deteriora-tion of the varnish/lacquer coating.

iv) Dust & Sand Test & Mould growth test: The tests to determine the performanceof the electronics in Sand and Dust ambient shall be carried out with the dust set-tlement rate of 6gm/m2/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 beIEC 60068; test Dust and Sand and IEC 60721-2-5 test Dust and Sand. The com-ponent shall be protected against mould/fungal growth. The test scheme shall befinalized during design stage.

v) Further to the above, investigative tests for determining the limits the thermal limitof failure of the PCB and limit shocks and vibrations shall also be carried out.

6.17.8 Power & Auxiliary converter/Inverter: Tests shall be done as per IEC 61287.

6.17.9 AUXILIARY MACHINES:

All auxiliary machines including the motor-compressor set shall be tested inaccordance with the relevant IEC specifications. All auxiliary machines not coveredin IEC shall be subjected to such tests as decided by RDSO during finalisationstage to ensure that it will meet the working conditions.

6.17.10 MEMU Train

Complete MEMU train shall be type & routine tested as per IEC 61133 and as perthe test programme agreed by RDSO. After erection, the complete equipment shallsatisfactorily withstand the dielectric voltages as specified in the IEC specification.

6.17.11 Sequence test: Connection shall be made to the 25 KV AC overhead contactsystem and all parts of the control and main power circuit shall be tested out toensure correct sequence of operation, all interlock cut-out switches shall then betested, and the pantograph shall be tested to prove the speed of raising andlowering.

6.17.12 Tests to determine levels of interference with Signal and Telecommunicationequipment to prove that these are within the acceptable limits. Supplier shallarrange complete set of calibrated equipments/instruments for carrying-out thesetests and trials.

6.17.13 Test on combined test bed:

(i) Supplier shall furnish details of the test facilities available at their works or atthe test laboratory where the system performance tests of the completeequipment is proposed to be carried out as per IEC 61377.

(ii)The supplier shall be responsible to arrange the testing of propulsionequipment on the combined test bed at manufacturer’s works as per thestipulations of IEC 61377. Both the type and investigative tests shall be done atall the specified loads including the full load and special loading conditions withreference to the maximum wheel diameter difference. This shall also includemeasurement of system efficiency and monitoring of system response in caseof failure of control signals.

(iii) Final testing of the MEMU train fitted with the supplied equipment shall bedone at the site as per the approved test programme and IEC 61133.


6.17.14 Vibration and shock values: The equipment used in the cars shall conform to IEC61373 for shocks and vibrations as specified on the basis of the location andmounting of the equipment. The tests shall also cover Endurance tests includedherein.

6.18 Service trials

After the successful commissioning tests on the prototype rakes, they will be put onservice trials of four months. Service trials are intended to prove the satisfactoryrunning performance of the supplied MEMU equipment and evaluate their reliabilityin service, ease of maintenance and operations. The performance of the completeMEMU train and their equipment shall be assessed based on the experiencegained during the service trials. Necessary modification as required and also asdesired by the RDSO shall be implemented in the series production.

6.19 PERFORMANCE TEST (on prototype rake only)

The MEMU’s performance with regard to the supplied equipment shall be demon-strated in test runs and shall meet the target figures in Chapter 4.

6.19.1 Test Runs:

(i) Test runs shall be made on the Indian Railway sections on which the stock is tooperate with sufficient number of trains to ensure that the train equipment meetsthe operating conditions. The duration and location of stoppages shall be se-lected in accordance with the scheduled time table stoppages. The Suppliershall arrange instrumentation and record speed, voltage, current, temperaturerise of various equipments, energy consumption, tractive effort and any otherrelevant parameter shall be recorded. During the test run section distance maychange subject to availability of sections.

(ii) The temperature of the various parts of the electrical equipment shall be re-corded during the test as per the standard procedure specified. Trains formed bycoupling three, four, five or six units shall then be run at the maximum speedspermitted and on the heaviest gradient in such a manner as to prove that theequipment meets the requirements of the specification.

(iii) The Supplier shall supervise and carry out the above tests both at his works oncombined test bed and also at the site of user Railway and shall provide allequipment necessary for such tests and such special consumable stores as oil,grease etc, for the first filling and for trial runs. Special measuring instrumentsshall be provided by the Supplier.

(iv) During the tests acceleration, deceleration, speed on straight level track and theenergy consumption for a round trip shall be measured. In all cases, 12/16/20-car dense crush loaded train formed by coupling three/four/five complete unitsshall be tested.

6.20 ENERGY CONSUMPTION

(i) The required values of energy saving are as per Clause 4.10. The supplier shallgive figures for a 12/16/20-MEMU train in DCL for all out running without coast-ing and with 10% coasting and on the basis of halting at all stations on thespecified section for the following modes:

a) Traction energy consumption without electrical braking.

b) Regenerated energy through electrical braking.


c) Energy consumption by auxiliaries & efficiency of overall propulsion and auxil-iary system.

(ii) Validation of SEC quoted by the bidder as per provisions in commercial biddocument will be done on test bed by RDSO.

(iii) The validation of efficiency and net energy consumption shall be done on com-bined test bed and at field as per the IEC 61377 and 61133.

(iv) Acceleration: The acceleration will be calculated from the time taken to reach aspeed of 40 km/h. The time taken shall be from the instant master controller isswitched on to the instant speed of 40 Km/h is touched.

(v) Test results shall also be recorded for wet rail condition.

(vi) Deceleration: The deceleration test shall be taken after preliminary runs of 200miles (320 km) in order to bed in the brake blocks. Deceleration shall be calcu-lated by distance formula. The velocity shall be determined from the reading in-dicated by the speedometer which shall be calibrated prior to test. The testshall be taken on dry rail and the average of three tests will be taken as the fi-nal figure for deceleration.

6.21 Routine Tests

All the routine tests specified for MEMU Train in IEC 61133 shall be conducted atthe manufacturer’s plant.

6.21.1 Routine Tests on Sub-systems

6.21.2 The individual sub-systems of the MEMU Train shall be tested in accordance withGood Industry Practice to determine their compliance with Specifications.

6.21.3 The IR may, in its discretion, require the supplier to furnish copies of the work testcertificates (WTC) of any sub-system of the MEMU Train.

6.22 Commissioning of MEMUs.

Each MEMU train shall be commissioned at user Railway by the supplier beforeputting into commercial service. The supplier will commission the prototype rakesand all series production of 12 railcar MEMU trains. The supplier shall furnish aCommissioning Schedule for the supplied MEMU train, which shall also include thefollowing:-

(i) Confirming satisfactory functioning of the all system.

(ii) Test run in for about 1500 km over 3 days to confirm specified operating pa-rameters such as acceleration, deceleration, brake blending and energy con-sumption.

(iii) Rectification replacement of any malfunctioning equipment.

(iv) Check of all safety related items.

6.23 Acceptance Certificate

Upon successful completion of Tests, RDSO shall issue an Acceptance Certificatefor the Prototype MEMU Train in accordance with the provisions of the Contractagreement.


Annexure – A1


Annexure - A2


Annexure – A3


Annexure – A4

List of Standards

1. Axle Non poweredPowered

IRS R-16/95IRS R-43/92

2. AAR approved couplers and coupler yokes M-2113. Brake system EN 13452-1:2003,

EN 13452-24. Compressed Air- Air quality class ISO 85735. Degree of protection provided by enclosures IEC 605296. Draw and buffing gear SKDL 24947. Data recorders for trains design requirements GM/RT 24728. Electronic equipment used on rail vehicles IEC-61287

IEC-61287-19. Electronic converter fed alternating current motors IEC 60349 –210. Electric railway equipment-train communication net-

workIEC 61375

11. Environmental conditions for the equipment on boardthe Railcar

EN 50125-1

12. Railway applications - Front windscreens for traincabs

EN 15152

13. Indian Electricity Rules Indian Electricity Rules-1956 (or latest)

14. Limit of second harmonic IEEE 519-199215. Layout of Train Operator’s cab in Locomotives, Rail

cars, Multiple unit trains and Driving trailersUIC 651

16. Loading of Railcar bodies and their components UIC 56617. Metallised carbon strip for pantograph Specification No:

RDSO/2009/EL/SPEC/0097, Rev. ‘1’SKEL-3871

18. Missile protection GMRT 210019. Minimum life rating of roller bearings ISO 281/120. Noise level Outside the Railcar

Inside the RailcarISO 3095ISO 3381

21. Programming languages for PLC IEC 6113122. Power converter installed on board rolling stock – Part

1: Characteristics and test methodsIEC 61287-1

23. Power converter installed on board rolling stock– Part2: Additional technical information

IEC 61287-2

24. Rotating electrical machines: Functional evaluation ofinsulation systems

IEC 60034-18

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

EN 50121-3-2/EN 50121-3-1

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

EN 50238


27. Relays, contactors and switches IEC 6094728. Railway applications – electric equipment for rolling

stockIEC 60077-1

29. Rules for installation of cabling EN 5034330. Reliability of electronic component IEC 6170931. Reliability , Availability, Maintainability and Safety

(RAMS)EN 50126/ EN 50128/ IEC62278

32. Railway applications; Body entrance systems EN 1475233. Railway applications , Methods of specifying structural

requirements of bogie framesBS EN 13749:2005

34. Railway applications, Wheel sets and bogies , Nonpowered axles, Design methods

BS EN 13103:2009

35. Railway applications, Wheel sets and bogies , Po-wered axles, Design methods

BS EN 13104:2009

36. Ride quality of the Railcar (RI) ORE report no. 8 of C 11637. Resistance to fire (Railcar interior) NFPA-130 201038. Railway rolling stock cables having special fire per-

formanceEN 50264

39. Railway application- Electrical lighting for rolling stockin public transport system

EN 13272:2001

40. “Railway Applications – Wheel sets and Bogies –Axles

EN 13261-2009

41. Railway Applications – Wheel sets and Bogies –Wheels

EN 13262-2004

42. Railway Applications – Wheel sets and Bogies – Mo-nobloc Wheels

EN 13979-1:2003+A1

43. Railway Applications – Wheel sets and Bogies -Wheel sets

EN 13260-2009

44. Specific rules concerning the electronic control part ofconverters

IEC-60571

45. Solid forged wheels ( Powered and Non-PoweredRailcars)

IRS R-19/93 Pt. II Drg. No.SKETCH-K4004

46. Schedule of Dimension for broad gauge IR Schedule Of Dimensionfor Broad Gauge, revision2004

47. Structural requirements of railway vehicle bodies EN 12663 – 201048. Safety measures NF F 16-101

NF F 16-102BS 6853-1999 DIN 5510

49. Structural crashworthiness EN 1522750. Transformer and chokes IEC 6031051. Specification for Direct Mounted Double Row Self

Aligning Spherical Roller Bearing for use on ICF typeCoil Bogies for Passenger Coaches

RDSO Specification NoC8527 (Rev-01)

52. PU paints RDSO specificationM&C/PCN/100/2009


Annexure – A5

SALIENT DESIGN DETAILS TO BE SUBMITTED BY THE SUPPLIERA. Traction transformer

i. Makeii. Continuous KVA rating at 22.5 KViii. Continuous voltageiv. No. of secondary windingsv. Voltage of secondary windings at 22.5 KV primary voltagevi. Calculation of ratingvii. Short time KVA ratingviii. Is the transformer of modular design (yes/no)ix. No. of Auxiliary windingx. % impedancexi. Type of oilxii. Protection providedxiii. Class of insulationxiv. of conductorsxv. cooling mediumxvi. Transformer losses at 22.5 KVxvii. core loss (kW)xviii. copper loss (kW)xix. total loss (kW)xx. Maximum temperature risexxi. of oilxxii. of windingxxiii. Type of coolingxxiv. Transformer overall efficiency at 22.5 KV, 100% load & unity power factorxxv. Radiator capacityxxvi. Overall dimensionsxxvii. Weight including inductors, if any.xxviii. complete weight(with oil)xxix. weight of tankxxx. weight of oilxxxi. weight of core with windingxxxii. Clearance from ground under tare & DCL loadingxxxiii. Material of transformer tankxxxiv. Noise levelxxxv. Any other details considered necessary as per the respective Clauses of

the specificationxxxvi. Auxiliary windingxxxvii. kVA ratingxxxviii. Voltage

B. Inductorsi. Makeii. Typeiii. Inductanceiv. Rated currentv. Dimensionsvi. Weight

C. Traction motor Make Type Continuous rating power


voltage current frequency 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 Temperature rise of winding Maximum frequency Gear ratio Type of suspension Class of insulation Weight of traction motor with pinion, gear wheel ,suspension tube and gear case without pinion, gear wheel and gear case Maximum temperature index of winding insulation 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 Clau Any other details considered necessary as per the respective Clauses ofthe specification

D. Converter / inverter / DC Bus Type Make Input voltage Input current Output voltage Power rating (KVA) Number of IGBTs and mode of connectivity / configuration Number of diodes (with technical data sheet) Type of control Switching frequency Noise level Number of modules per motor car Power factor at rated power (with tech, data sheet) Type of cooling with the coiling circuit, system details Weight Overall dimensions DC bus voltage


No. of motors controlled per inverter No. and type of harmonic filters Any other details considered necessary Maximum power rating Current rating Dielectric strength Data sheets for power devices and their characteristic curves Interference currents

E. Auxiliary machinesa) Transformer radiator

KW rating / blower capacity (CMH) Voltage Rated current Insulation class No. of radiator motors Efficiency Weight Overall dimensions Mounting

b) Oil Pump Motor

KW rating / blower capacity (CMH) Voltage Rated current Insulation class Efficiency Weight Overall dimensions Mounting Pump discharge rate – liters per minute & head

c) Compressor, Air dryer & filters

Type Make Referred standard References where used Type of motor KW rating Voltage Rated current Insulation class Efficiency Mounting Type of compressor Capacity of compressor in lit / min , pressure Noise level at 4.6 m.. Air intake / filter system Type of lubrication Weight Overall dimensions


d) Pantograph

Type no. Make Maximum current capability with complete technical details References where used Overall dimensions Weight Overall design parameters vis a vis specification requirements

e) Vacuum circuit breaker

Type Make Complete technical details, incl. MVA rating normal and short circuit cur-

rent, making and breaking time etc. Overall dimensions Weight

f) Lightning arrestors – Metal oxide gapless for the 25 KV AC side

Type Make Rated voltage and current Overall dimensions Weight

g) Auxiliary converter / inverter

No. of inverters (The following technical details for the auxiliary inverter shall be furnished

for each of the auxiliary converter / inverter offered) Capacity calculation 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 (on-board, IP-55 etc.) Weight Overall dimensions

h) 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 dimensions Weight

i) Combined Master cum brake controller


Type no. Complete technical details, including use of other Railways Weight. Overall dimensions

j) Train Communication Network & multiplexing

Standard followed and details of protocols Details of standard and references Maximum number of coaches that can be attached without repeater. Optimisation (minimisation) of cable requirement Details of the system Scope of the system offered No. of signals multiplexed

k) Control Electronics and Display

Details of control electronics, PCBs Redundancy adopted at various levels Protection level against dust, moisture, corrosion and salty atmosphere Types of display, protection level against dust, moisture, vandalism and

comparative advantages Devices for ‘Log In’ journey details Weight of Displays Overall dimensions of Displays

l) Passenger Information and communication System

Details of scheme and protocol No. of amplifiers and speakers, expendability, provisions / facilities Priorities incorporated Experience of the system offered Number of display per car Type of display LED/LCD Display of advertisement Weight & size of displays

m) Cables

Power and control cables Source Specifications Properties

n) Inter vehicular couplers (combined electrical – mechanical couplers)

Details of design parameters Protection against water ingression due to flooding conditions in India No. of spare contact Weight Overall dimensions, layout Protection against vandalism

Supplier shall further include any other left over item.

Supplier shall submit the performance calculations in the attached format in the following pages


Annexure –A6

PERFORMANCE SIMULATIONS TO BE SUBMITTED BY THE SUPPLIER

(Refer Chapter 4)

A. REF. CLAUSE 4.3.8 AND 4.3.9

1. Conditions:-

i) 12 railcar DCL rake

ii) Line Voltage a) 22.5 kV AC (b) 21 kV AC

iii) All out run (without stop time)

iv) 100% regeneration

2. Simulation

a) Tabulation:-

Section Run time RMS current oftraction motor

Line currentpeak

8.0 km section on leveltangent track

b) Graphical values

c) Time Vs Speed, Distance, Motor current, Line current

d) Speed Vs. time, time and distance to achieve speed of 100 kmph and 110 kmph& 120 kmph from standstill.

e)

B REF. CLAUSE 4.3.12 AND 4.3.13 – EMERGENCY OPERATION

1. Conditions:i) 12/16 railcar DCL rake with 1 Driving Motor Coach (DMC) cutout.ii) 22.5 kV ACiii) 1 round tripiv) At 80, 100 and 110kmph.v) At 80, 100 and 110 kmph.vi) All out run (without stop time)

2. Simulations:-Section Overall run time RMS current of

traction motor

Start in 1 in 34 gradient, clear thissection of 1 km (Max. speed attained)


C. SIMULATION

1. Conditions:-i) 12 railcar DCL rake.ii) 21 kV AC

2. Simulationa) Tabulation

Section Run time

b) Graphical / curves – speed Vs. Power (TE & BE) curves at the following voltages:-

i) 21 kV AC,ii) 19.5 kV ACiii) 17 kV AC

D. SUMMARY OF RESULTS FOR TEMPERATURE RISE OF TRACTION MOTOR ANDOTHER EQUIPMENT.

1. Conditions:-i) 12 railcar DCL rakeii) 22.5 kV ACiii) At 110 kmph.

2. Simulation

a) Tabulation

Section Temp. rise of traction motor(stabilized)

Typical run of 8.0 km section on level tan-gent track for repeated traction cycles.

Note: Supplier shall certify the compliance to the specification for converter, inverter and trans-former under the above operating conditions.

E. SUMMARY OF RESULTS FOR TEMPERATURE RISE OF TRACTION MOTOR ANDOTHER EQUIPMENT – EMERGENCY CONDITIONS.

REF. CLAUSE 4.3.12

1. Conditions:-i) 9/12 railcar DCL rakeii) 22.5 kV ACiii) at 110 kmphiv) All out run (without stop time)

2. Simulation

a) Tabulation

Section Final temp. rise oftraction motor



REF. CLAUSE 4.3.13

1. Conditions:i) 9/12 railcar DCL rakeii) 22.5 kV ACiii) At 110 kmph.iv) All out run (without stop time)

2. Simulation

a) Tabulation

Section Final temp.rise of traction

motor


F. REQUIREMENT OF CHARACTERISTICS AND EFFICIENCY CURVES

REF. CLAUSE 4.3.10

1. Performance curves for Motoring and regenerating.

2. Conditionsi) 22.5 kV ACii)Half worn wheeliii) Parameters to be included in the curve

Speed Vs Tractive effort / Braking effort, Train resistance, Line current, Traction Motorvoltage, Traction motor current, Traction motor power factor, Motor frequency, slip fre-quency, Balancing speed.

G. EFFICIENCY CURVES FOR MOTORING AND BRAKING

REF. CLAUSE 4.3.10

1. Conditions:

22.5 kV AC

Including following

Speed Vs. Gear efficiency, Inverter Efficiency, Converter efficiency, Transformer effi-ciency, Traction Motor efficiency, Overall system efficiency.

H. TRACTION MOTOR CHARACTERISTICS AS PER IEC 60349-2

I. SIMULATION OF LIKELY VALUES OF HARMONIC CURRENTS.


IMPORTANT: The listed requirements as above are indicative, supplier is advised to re-fer the main clause before finalising the simulations.

Note: Tenderer need to write complied or non-complied only. Any other entry or leftblank clauses, omitted clauses, and compliance against main clauses meanscompliance of all its sub-clauses.


Annexure –A7

CLAUSE BY CLAUSE COMPLIANCE OF SPECIFICATION

Clause No. Complied/

Non-complied


Non-complied


Non-complied

2.1.1 2.3.5.9 2.5.9.2

2.1.2 2.3.5.10 2.6

2.1.3 2.3.5.11 2.7

2.1.4 2.3.5.12 2.8.1

2.2.1 2.3.5.13 2.9.1

2.2.2 2.3.5.14 2.10

2.2.3 2.3.5.15 2.10.1

2.2.4 2.3.5.16 2.10.2

2.2.5 2.4.1 2.10.3

2.3.1 2.4.2 2.10.4

2.3.2 2.4.3 2.10.5

2.3.3 2.4.4 2.10.6

2.3.4 2.5.1 2.11.1

2.3.5.1 2.5.2 2.11.2

2.3.5.2 2.5.3 2.11.3

2.3.5.3 2.5.4 2.11.4

2.3.5.4 2.5.5 2.11.5

2.3.5.5 2.5.6 2.11.6

2.3.5.6 2.5.7 2.11.7

2.3.5.7 2.5.8 2.11.8

2.3.5.8 2.5.9.1 2.11.9



Non-complied


Non-complied


Non-complied

2.11.10 3.3.10 3.8.7

2.11.11 3.3.11 3.8.8

2.11.12 3.4.1 3.8.9

2.11.13 3.4.2 3.8.10

2.11.14 3.4.3 3.9.1

2.11.15 3.5.1 3.9.2

3.1.1 3.6.1 3.9.3

3.2.1 3.6.2 3.9.4

3.2.2 3.6.3 3.9.5

3.2.3 3.6.4 3.10.1

3.2.4 3.6.5 3.10.2

3.2.5 3.6.6 3.10.3

3.2.6 3.7.1 4.1.1

3.2.7 3.7.2 4.1.2

3.3.1 3.7.3 4.1.3

3.3.2 3.7.4 4.1.4

3.3.3 3.7.5 4.1.5

3.3.4 3.8.1 4.1.6

3.3.5 3.8.2 4.1.7

3.3.6 3.8.3 4.2.1

3.3.7 3.8.4 4.2.2

3.3.8 3.8.5 4.3.1

3.3.9 3.8.6 4.3.2



Non-complied


Non-complied


Non-complied

4.3.3 4.4.3 4.14.4

4.3.4 4.4.4 4.15.1.1

4.3.5 4.4.5 4.15.1.2

4.3.6 4.4.6 4.15.2.1

4.3.7 4.4.7 4.15.3.1

4.3.8 4.4.8 4.15.4.1

4.3.9 4.4.9 4.15.5.1

4.3.10 4.4.10 4.16.1

4.3.11 4.5.1 4.16.2

4.3.12 4.6.1 4.17.1

4.3.13 4.6.2 4.17.2

4.3.14 4.6.3 4.18.1

4.3.15 4.7.1 4.18.2

4.3.16 4.8.1 4.19.1

4.3.17 4.9.1 4.19.2

4.3.18 4.9.2 4.19.3

4.3.19 4.9.3 4.19.4

4.3.20 4.10 4.19.5

4.3.21 4.12.1 4.19.6

4.3.22 4.13.1 4.19.7

4.3.23 4.14.1 4.19.8

4.4.1 4.14.2 4.19.9

4.4.2 4.14.3 4.19.10



Non-complied


Non-complied


Non-complied

4.20 5.4.2.11 5.4.9.3

5.1.1 5.4.2.12 5.4.9.4

5.1.2 5.4.2.13 5.4.9.5

5.1.3 5.4.2.14 5.4.9.6

5.1.4 5.4.2.15 5.4.9.7

5.1.5 5.4.2.16 5.4.9.8

5.1.6 5.4.2.17 5.4.10.1

5.1.7 5.4.2.18 5.4.10.2 a)

5.1.8 5.4.2.19 5.4.10.2 b)

5.2.1 5.4.3.1 5.4.10.2 c)

5.3.1 5.4.3.2 5.4.10.2 d)

5.3.2 5.4.4.1 5.4.10.2 e)

5.4.1 5.4.4.2 5.4.10.2 f)

5.4.2.1 5.4.5.1 5.4.10.2 g)

5.4.2.2 5.4.5.2 5.4.10.2 h)

5.4.2.3 5.4.5.3 5.4.10.2 i)

5.4.2.4 5.4.5.4 5.4.10.2 j)

5.4.2.5 5.4.5.5 5.4.10.2 k)

5.4.2.6 5.4.6.1 5.4.10.2 l)

5.4.2.7 5.4.7.1 5.4.10.2 m)

5.4.2.8 5.4.8.1 5.4.10.2 n)

5.4.2.9 5.4.9.1 5.4.10.2 o)

5.4.2.10 5.4.9.2 5.4.10.2 p)



Non-complied


Non-complied


Non-complied

5.4.10.3 5.5.1.5.2 5.5.3.4

5.4.11.1 5.5.1.5.3 5.5.3.5

5.4.11.2 5.5.1.5.4 5.5.3.6

5.4.11.3 5.5.1.5.5 5.5.3.7

5.4.11.4 5.5.1.6 5.5.3.8

5.4.11.5 5.5.1.7 5.5.3.9

5.4.11.6 5.5.1.8 5.5.3.10

5.5.1.1.1 5.5.1.9 5.5.3.11

5.5.1.1.2 5.5.1.9.1 5.6

5.5.1.1.3 5.5.1.9.2 5.6.1

5.5.1.2 5.5.1.9.3 5.6.2

5.5.1.2.1 5.5.1.9.4 5.6.3

5.5.1.2.2 5.5.2.1 5.6.4

5.5.1.2.3 5.5.2.2.1 5.6.5

5.5.1.3 5.5.2.2.2 5.6.6

5.5.1.3.1 5.5.2.2.3 5.6.7

5.5.1.4 5.5.2.3 5.6.8

5.5.1.4.1 5.5.2.4 5.7

5.5.1.4.2 5.5.2.5 5.7.1

5.5.1.4.3 5.5.3 5.7.2

5.5.1.4.4 5.5.3.1 5.7.3

5.5.1.5 5.5.3.2 5.7.4

5.5.1.5.1 5.5.3.3 5.7.5



Non-complied


Non-complied


Non-complied

5.7.6 5.9.1.3 5.9.4.2

5.7.7 5.9.1.4 5.9.4.3

5.7.8 5.9.1.5 5.9.4.4

5.7.9 5.9.1.6 5.9.4.5

5.7.9.1 5.9.1.7 5.9.4.6

5.7.9.2 5.9.1.8 5.9.4.7

5.7.9.3 5.9.1.9 5.9.4.8

5.8 5.9.1.10 5.9.4.9

5.8.1 5.9.1.11 5.9.4.10

5.8.2 5.9.1.12 5.9.4.11

5.8.3 5.9.1.13 5.9.4.12

5.8.4 5.9.1.14 5.9.5.1

5.8.5 5.9.1.15 5.10.1

5.8.6 5.9.1.16 5.10.2

5.8.7 5.9.1.17 5.10.3

5.8.8 5.9.1.18 5.10.4

5.8.9 5.9.1.19 5.10.5

5.8.10 5.9.1.20 5.10.6

5.8.11 5.9.1.21 5.10.7

5.8.12 5.9.1.22 5.10.8

5.9 5.9.2.1 5.10.9

5.9.1.1 5.9.3.1 5.10.10

5.9.1.2 5.9.4.1 5.10.11



Non-complied


Non-complied


Non-complied

5.10.12 5.12.2.3 5.13.2.5

5.10.13 5.12.2.4 5.13.2.6

5.10.14 5.12.2.5 5.13.2.7

5.10.15 5.12.2.6 5.13.2.8

5.10.16 5.12.2.7 5.13.2.9

5.10.17 5.12.2.8 5.14.1

5.10.18 5.12.2.9 5.14.2

5.10.19 5.12.2.10 5.14.3

5.10.20 5.12.2.11 5.14.4

5.10.21 5.12.2.12 5.14.5

5.10.22 5.12.2.13 5.14.6

5.11.1 5.12.2.14 5.14.7

5.11.2 5.12.2.15 5.15.1

5.11.3 5.12.2.16 5.16.1

5.11.4 5.12.3.1 5.16.2

5.11.5 5.12.3.2 5.16.3

5.11.6 5.12.3.3 5.16.4

5.11.7 5.12.3.4 5.16.5

5.11.8 5.13.1.1 5.16.6

5.12.1.1 5.13.2.1 5.16.7

5.12.2 5.13.2.2 5.16.8

5.12.2.1 5.13.2.3 5.17.1.1

5.12.2.2 5.13.2.4 5.17.1.2



Non-complied


Non-complied


Non-complied

5.17.1.3 5.20.3.3 5.21.2.2

5.17.2.1 5.20.3.4 5.21.2.3

5.17.2.2 5.20.3.5 5.21.2.4

5.18.1 5.20.4.1 5.21.3.1

5.18.2 5.20.4.2 5.21.3.2

5.18.3 5.20.4.3 5.21.4.1

5.18.4 5.20.4.4 5.21.4.2

5.19.1 5.20.4.5 5.21.4.3

5.19.2 5.20.5 5.21.4.4

5.19.3 5.21.1.1 5.21.4.5

5.19.4 5.21.1.2 5.21.5.1

5.19.5 5.21.1.3 5.22.1.1

5.19.6 5.21.1.4 5.22.1.2

5.20.1 5.21.1.5 5.22.1.3

5.20.2.1 5.21.1.6 5.22.2

5.20.2.2 5.21.1.7 5.22.3

5.20.2.3 5.21.1.8 5.22.3.1

5.20.2.4 5.21.1.9 5.22.3.2

5.20.2.5 5.21.1.10 5.22.3.3

5.20.2.6 5.21.1.11 5.22.3.4

5.20.2.7 5.21.1.12 5.22.3.5

5.20.3.1 5.21.1.13 5.22.3.6

5.20.3.2 5.21.2.1 5.22.3.7



Non-complied


Non-complied


Non-complied

5.22.3.8 5.22.5.22 5.26.4

5.22.4.1 5.22.5.23 5.26.5

5.22.5.1 5.22.6.1 5.26.6

5.22.5.2 5.23 5.26.7

5.22.5.3 5.24.1 5.26.8

5.22.5.4 5.24.2 5.26.9

5.22.5.5 5.24.3 5.26.10

5.22.5.6 5.24.4 5.26.11

5.22.5.7 5.24.5 5.26.12

5.22.5.8 5.24.6 5.26.13

5.22.5.9 5.24.7 5.26.14

5.22.5.10 5.24.8 5.26.15

5.22.5.11 5.24.9 5.26.16

5.22.5.12 5.24.10 5.26.17

5.22.5.13 5.24.11 5.26.18

5.22.5.14 5.24.12 5.26.19.1

5.22.5.15 5.25.1 5.26.19.2

5.22.5.16 5.25.2 5.26.19.3

5.22.5.17 5.25.3 5.26.19.4

5.22.5.18 5.25.4 5.26.19.5

5.22.5.19 5.26.1 5.26.20.1

5.22.5.20 5.26.2 5.26.20.2

5.22.5.21 5.26.3 5.26.20.3



Non-complied


Non-complied


Non-complied

5.26.21.1 5.26.28.2 5.27.2.4

5.26.21.2 5.26.28.3 5.27.3.1

5.26.21.3 5.26.28.4 5.27.3.2

5.26.21.4 5.26.29.1 5.27.3.3

5.26.21.5 5.27.1.1 5.27.3.4

5.26.21.6 5.27.1.2 5.27.4.1

5.26.21.7 5.27.1.3 5.28.1

5.26.21.8 5.27.1.4 5.29.1.1

5.26.22.1 5.27.1.5 5.29.1.2

5.26.22.2 5.27.1.6 5.29.1.3

5.26.22.3 5.27.1.7 5.29.1.4

5.26.22.4 5.27.1.8 5.29.1.5

5.26.22.5 5.27.1.9 5.29.1.6

5.26.22.6 5.27.1.10 5.29.1.7

5.26.23.1 5.27.1.11 5.29.1.8

5.26.23.2 5.27.1.12 5.29.1.9

5.26.24.1 5.27.1.13 5.29.1.10

5.26.25 5.27.1.14 5.29.2.1

5.26.26.1 5.27.1.15 5.29.3.1

5.26.26.2 5.27.1.16 5.29.4.1

5.26.26.3 5.27.2.1 5.29.4.2

5.26.27.1 5.27.2.2 5.29.4.3

5.26.28.1 5.27.2.3 5.29.4.4



Non-complied


Non-complied


Non-complied

5.29.4.5 5.29.7.9 5.29.7.25

5.29.4.6 5.29.7.10 5.29.7.26

5.29.4.7 5.29.7.11 5.29.7.27

5.29.4.8 5.29.7.12 5.29.7.28

5.29.5.1 5.29.7.13 5.29.7.29

5.29.6.1 5.29.7.14 5.29.7.30

5.29.6.2 5.29.7.15 5.29.7.31

5.29.6.3 5.29.7.16 5.29.7.32

5.29.6.4 5.29.7.17 5.29.7.33

5.29.6.5 5.29.7.18 5.29.7.34

5.29.6.6 5.29.7.19 5.30.1

5.29.6.7 5.29.7.20.1 5.30.2

5.29.6.8 5.29.7.20.2 5.30.3

5.29.6.9 5.29.7.20.3 5.30.4

5.29.6.10 5.29.7.20.4 5.30.5

5.29.7.1 5.29.7.20.5 5.30.6

5.29.7.2 5.29.7.20.6 5.30.7

5.29.7.3 5.29.7.20.7 5.30.8

5.29.7.4 5.29.7.20.8 5.31.1

5.29.7.5 5.29.7.21 5.31.2

5.29.7.6 5.29.7.22 5.31.3

5.29.7.7 5.29.7.23 5.31.4

5.29.7.8 5.29.7.24 5.31.5



Non-complied


Non-complied


Non-complied

5.31.6 5.32.10 6.1.1

5.31.7 5.33.1 6.1.2

5.31.8 5.33.2 6.1.3

5.31.9 5.33.3 6.1.4

5.31.10 5.33.4 6.1.5

5.31.11 5.33.5 6.1.6

5.31.12 5.33.6 6.1.7

5.31.13 5.33.7 6.2.1

5.31.14 5.33.8 6.2.2

5.31.15 5.33.9 6.2.3

5.31.16 5.34 6.2.4

5.31.17 5.35.1.1 6.2.5

5.31.18 5.35.1.2 6.3.1

5.31.19 5.35.1.3 6.3.2

5.32.1 5.35.1.4 6.3.3

5.32.2 5.35.1.5 6.3.4

5.32.3 5.35.2.1 6.3.5

5.32.4 5.35.2.2 6.4.1

5.32.5 5.35.2.3 6.4.2

5.32.6 5.35.2.4 6.4.3

5.32.7 5.35.2.5 6.4.4

5.32.8 5.35.3.1 6.4.5

5.32.9 5.35.3.2 6.4.6


Clause No. Complied/Non-complied

Clause No. Complied/Non-complied


Non-complied

6.5.1 6.9.1 6.17.11

6.5.2 6.9.2 6.17.12

6.5.3 6.10.1 6.17.13

6.5.4 6.11.1 6.17.14

6.5.5 6.12.1 6.18

6.5.6 6.12.2 6.19

6.5.7 6.12.3 6.19.1

6.6.1 6.13.1 6.20

6.7.1 6.13.2 6.21

6.7.2 6.13.3 6.21.1

6.7.3 6.14.1 6.21.2

6.7.4 6.15.1 6.21.3

6.7.5 6.16.1 6.22

6.7.6 6.17.1 6.23

6.7.7 6.17.2

6.7.8 6.17.3

6.8.1 6.17.4

6.8.2 6.17.5

6.8.3 6.17.6

6.8.4 6.17.7

6.8.5 6.17.8

6.8.6 6.17.9

6.8.7 6.17.10

specification of three phase ac (igbt based) electrics...

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