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RDSO Specification No. MP.0.2402.25 (Rev-00)

(For official use only)

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Government Of India

Ministry of Railways

Specification For 300KW Fuel Cell Based Hybrid

BG Locomotive

Specification No. MP.0.2402.25 (Rev- 00) June - 2012

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Research Design & Standards Organisation Manak Nagar, Lucknow-226 011


Contents

Page

Schedule 3

Chapter – 1 Scope of supply 4

Chapter - 2 Design requirements 9

Chapter-3 Description of items to be retained and in the scope of supply of Indian railways

15

Chapter-4 Description of items in new scope of supply and to be procured from the tenderer

17

Chapter-5 Miscellaneous 24

Annexures

I Floor frame assembly drawing (WDM3D)

II Traction Motor characteristics

III Maximum outline dimensions


Page 2 of 33

Abbrevations

o ‘IR’ means Indian Railways.

o ‘RDSO’ means Research Designs and Standards Organization, Ministry of Railways, Manak Nagar, Lucknow-226 011.

o ‘DLW’ means Diesel Locomotive Works, Varanasi-221 004. o ‘BG’ means 1676 mm gauge, referred to as Broad Gauge.

o ‘BHEL’ means Bharat Heavy Electricals Ltd, Bhopal or any of their

works in India.

o ‘IEC’ means International Electro-technical Commission.

o ‘IS’ means Indian Standard. o ‘AAR’ means Association of American Rail-roads.

o ‘UIC’ means Union International Des Chemis defer (International Union

of Railways)

o ‘IRS’ means Indian Railway Standard.

o “US EPA” means United Stated Environmental Protection Agency o Throughout this specification the words:

o Horse Power (HP) shall be taken as metric horse Power, i.e. 75 kg metre/sec.

o Tonnes (T) shall be taken as metric tonne i.e. 1000 kg.


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Schedule

Fuel Cell based Hybrid 300 kW broad gauge locomotive having nominal axle load of 18.8 tonne, complete in all respects, shall be assembled with:

1. Under frame of new WDM3D locomotives shall be used. The firm shall

provide details of the modifications to be carried out to integrate the offered equipment on the under frame. The under frame shall be in the scope of supply of IR.

2. Bogies of WDM3D locomotive shall be used and shall be in the scope of supply of IR.

3. PEM (proton exchange membrane) based fuel cell power plant with two nos. stack modules, air delivery and cooling system. Each stack module is rated at 150 kW gross power at 624 VDC, for a total of 300 kW gross power at 624 VDC.

4. Hydrogen fuel storage system. Two modules shall be used each consisting of seven carbon fiber/aluminum tanks.

5. A lead acid battery system to provide transient power.

6. A DC/DC boost/buck converter with transformer.

7. A central control system, which consists of instrumentation, actuators, motor controllers, and a Programmable Automation Controller (PAC).

8. DC traction motors type TM4907 or equivalent.

9. Inverters to provide 230 VAC for both primary coolant pump motor and

radiator fan motors. Blower for cooling the traction motors.

10. The 360-V bus which supplies power for the air compressor motor and

inverters, and the 12-V and 24-V buses provide power to valves, actuators, control systems and sensors.

11. Extended Range dynamic braking system with Grid Current Control.

12. One electrically driven air compressor.

13. Existing IRAB1 Air brake system.

Note: Since this is a new project involving latest cutting edge technologies, a number

of technical parameters of the locomotive system such as performance data, characteristic curves etc. are still to be finalised. In this specification, such parameters are referred to as “TBD” meaning “To be decided”.


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Chapter 1

1.1 Background The fuel-cell-hybrid locomotive combines the environmental advantages of an electric locomotive with the lower infrastructure costs of a diesel-electric locomotive. Its energy source is hydrogen, which can be produced from many renewable energies and thus does not depend on imported oil. Depending on the primary energy source, it can be a totally zero-emissions locomotive. At present, based on real world utilization of the fuel-cell hybrid locomotive, use of PEM (proton exchange membrane) based hydrogen fuel-cells in the harsh rail environment has technically been proven. Fuel cell locomotives are expected to be slightly more energy efficient than diesel locomotives, and because its fuel infrastructure will be homologous to that of a diesel, it should have similar fuel infrastructure costs. Indian Railways plans to manufacture a 300 kW (with transient power well in excess of 1 MW) fuel cell based hybrid locomotive. The hybrid locomotive will be the heaviest and most powerful fuel cell locomotive manufactured yet. The manufacturing work shall be done by DMW/Patiala. Under frame of new WDM3D locomotives shall be used as the platform for the fuel cell-hybrid locomotive. The fuel cell power plant shall be imported from a leading international supplier. Lead acid battery system and roof mounted lightweight compressed hydrogen storage system shall be taken from indigenous supplier.

1.2 Scope

The scope of this specification covers the design, manufacture, testing & supply of fuel cell/battery based hybrid power module, hydrogen storage, power

electronics/controls & associated equipment including necessary engineering & supervision work for a Fuel Cell based Hybrid 300 kW broad gauge locomotive.

Complete list of the equipment to be supplied/retained along with the responsibility matrix is given in the following table:

Table -A SN Item To be

retained New

scope of

supply

Modification engineering

concept/OGA drg./Routing, Interface

etc.

Detailed drgs. for

modification/ application

Executing

agency

Remarks

1. Underframe and underframe layout

New layout needed

√ Contractor RDSO DMW New underframe of WDM3D shall be used. Softcopy of the layout can be obtained from RDSO/LKO. Tenderer shall integrate the offered equipment on this underframe and indicate modifications required on the underfame. DMW shall procure a new underframe with all the modifications needed.


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2. Hydrogen storage X √ Contractor Contractor DMW Two modules shall be mounted above the traction battery, each consisting of seven carbon fiber/aluminum tanks.

3. Piping and control, safety, sensing devices for hydrogen storage

X √ Contractor Contractor DMW The tenderer must indicate the piping arrangements and location of devices needed to supply hydrogen to the fuel cell stack.

4. Complete motorized bogie with brake rigging and fittings

√ X X RDSO DMW Bogies frames of WDM3D locomotive shall be used. Modifications needed to suit the offered design shall be indicated by the tenderer by way of detailed drawings.

5. Carbody cabling (except internal & interconnecting cables, material for scope of supply of contractor

X X

Contractor Contractor DMW Standard E-beam cables are used by IR. The same cables shall be retained. The tenderer shall make itself familiar with the design specs of these cables. IR shall procure the cables. The detailed layout of the cabling for electrical equipment shall be furnished by tenderer.

6. Cables (except carbody cables)

X √ Contractor Contractor DMW Cables attached to/part of the electrical equipment shall be supplied by contractor.

7. Fuel cell stack modules X √ Contractor Contractor DMW Details of stack modules placed at para 4.1.

8. Air delivery, and cooling for power modules

X √ Contractor Contractor DMW Piping layout/ equipment placements (that is external to the modular assembly) shall be indicated by the tender.

9. Engine hood X √ contractor contractor DMW Engine Hood to be replaced in its entirety and to be supplied by the successful contractor.

10. Battery system X √ Contractor RDSO DMW Details of existing batteries used on IR locomotives is placed at para 4.1.4. IR shall procure these.

11. Headlights √ X ----- ----- DMW All lights except the headlights will be replaced with new LED lighting. 12. Flasher light, marker

lights etc. X √ Contractor Contractor DMW

13. Carbody filter motor-blower

X √ Contractor RDSO DMW Existing filter motor-blower arrangement shall be replaced. Drawings of equipment to be supplied by contractor.

14. Superstructure X √ Contractor RDSO Contractor

Existing long hood shall be replaced. To be supplied by the successful contractor.

15. Painting and Styling √ X DMW/RDSO - DMW PU painting to be done by IR.

16. Crossover walkways, Bottom step

√ X RDSO RDSO DMW Existing shall be retained.


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17. Coupler, draft gears and pockets

√ X RDSO RDSO DMW Existing shall be retained.

18. Air Brake system and emergency brake

√ X ------- RDSO DMW Existing air brake system shall be retained. Details placed at para 3.4. The piping etc shall vary depending upon the loco design and placement of compressor, the piping layout shall be furnished by the tenderer.

19. Vigilance control device √ X Contractor RDSO DMW Contractor to integrate existing system. Specn. obtainable from RDSO.

20. Dynamic brake X √ Contractor RDSO DMW Location to be indicated by the tenderer.

21. Air compressor X √ Contractor RDSO DMW Inverter-motor driven compressor to be used. Layout of compressor and piping to be furnished by Contractor. Compressor to be supplied by contractor.

22. Main Reservoir √ X RDSO RDSO DMW Existing air reservoirs to be retained.

23. Gauges & Fittings √ √ Contractor - DMW Gauges that are specific to the design of the new loco are to be provided by contractor. Rest of the standard gauges shall be retained.

24. Sanding system √ X ------ ------ DMW Existing equipments shall be retained. Tenderer to integrate with their offered loco control system.

25. Cab & short nose X √ ----- contractor DMW Existing Cab and Short Nose to be replaced.

26. Control console X √ Contractor RDSO DMW Existing control console shall be replaced.

27. Traction motor √ X RDSO RDSO DMW Details of Traction motor placed at para 3.6.

28. DC/DC boost/buck converter

NA √ Contractor Contractor DMW Details at para 4.1

29. Auxiliary power systems with auxiliary inverter

X √ Contractor Contractor DMW Details at para 4.1

30. Microprocessor based control system with instrumentation, actuators, motor controllers, and a programmable automation controller (PAC)

X √ Contractor Contractor DMW Details at para 4.1.5

31. Event recorder and Speed indicator

√ X RDSO RDSO DMW Existing equipment shall be used. Contractor must integrate this with the offered control system.

32. Remote diagnostic system

√ X Contractor RDSO DMW Optional. Details at para 2.12

33. Air-conditioning system. X √ Contractor RDSO DMW Tenderer shall offer suitable system and integrate with the existing loco cab.


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1.2.1 The fuel cell based hybrid locomotive shall be built using a new under frame of

a WDM3D locomotive. The successful tenderer shall provide details of the modifications required to integrate the offered equipment on this underframe. The supply of this underframe shall be in the scope of IR and DMW may source it from

trade/DLW. Details of the new equipment, equipment of the existing loco to be retained as well as design scope of the tenderer has been indicated in the table given above.

1.2.2 The scope of material supply by the successful tenderer shall include the following major assemblies. Apart from supply of these items, the successful

tenderer shall be required to submit detailed engineering drawings for successful integration of offered equipment with existing loco platform.

a) Power module: The power module, which produces electric power from hydrogen and air, itself consists of three subsystems: stack modules, air delivery, and cooling (as detailed in para 4.1).

b) Hydrogen storage: Hydrogen fuel storage shall use readily available hardware and proven safety design measures.

c) A lead acid battery system to provide transient power.

d) Power electronics: A DC/DC boost/buck converter shall be used to deliver power to the locomotive high-voltage bus at the correct power and voltage levels.

e) A central microprocessor based control system, which consists of instrumentation, actuators, motor controllers, and a programmable automation controller (PAC).

f) Auxiliary power system with auxiliary machines and controls g) Dynamic braking system h) Suitable electric driven compressor.

i) Blowers for traction motor, traction control equipment. j) Gauges and meters specific to offered design. k) Drivers cab

l) Control console m) Air-conditioning system n) Internal cabling of the electrical equipment.

o) Modification/engineering/concept drawings for system integration.

The actual assembly work shall be undertaken by Indian Railways as per the

integrated drawing (indicating location/fitment of various equipment) submitted by the tenderer.

1.2.3 Tenderer shall provide a self-contained modular design of all the major equipment offered.

1.2.4 To increase the haulage capacity, the locomotive may be used in a multiple unit (MU) operation. In this case, MU couplers shall be provided by IR as per RDSO specification. The loco control system shall be programmed to establish an MU

operation with upto 3 locos. The successful tenderer shall provide the wiring details for the MU configuration.


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1.2.5 Notwithstanding what is mentioned in this specification, the firm shall have to quote and supply all the necessary equipment for satisfactory functioning of the fuel cell based hybrid locomotive except the items that are within scope of IR and

indicated at table-A.

1.2.6 All piping shall be supplied by IR, except special hose/ pipes which shall be

supplied by tenderer. The details of the special hoses should be furnished in the offer.

1.2.7 Offers from only those tenderers who are established loco builders and have experience of at least 5 years in rebuilding / manufacture of new locomotives shall be accepted. The firm shall have its own design of fuel cell based hybrid locomotive

and shall have manufactured and supplied locomotive of similar design with same or more power. Documentary evidence for the same shall be furnished by the successful tenderer himself.

1.2.8 The successful tenderer shall have its own design and manufacturing of the locomotive control system. The firm shall have complete facilities for fabrication,

assembly and commissioning of the fuel cell based locomotive control system and shall also have appropriate test facilities for the same. The facilities of the firm shall have the requisite AAR and ISO quality accreditations.

1.2.9 The successful tenderer shall also have a clear memorandum of understanding

with an Indian firm, such that;

1. The Indian firm has access to technical know how of the parent firm.

2. The Indian firm shall provide effective after sales service for the Fuel cell based

hybrid locomotive.

3. The firm shall assist / give technical support to DMW at the time of manufacture of

the locomotives.

4. The firm shall act as a single window for IR for all technical and commercial

matters.

1.2.10 The Indian firm selected for MOU must satisfy the following;

1. The firm must have an annual turnover of at least INR 250 million.

2. The firm shall be capable of absorbing technical know-how for design and

manufacture of the Fuel cell based hybrid locomotive.

3. The firm should have been involved in design and manufacture of major

equipments for the existing Diesel electric locomotives of IR.

4. The firms shall have basic infrastructure for fabrication and designing with

qualified personnel.

1.2.11 In case the Indian partner of the locomotive builder submits the offer, clause 1.2.7 to 1.2.10 must be satisfied.


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Chapter 2

Design requirements

Design factors such as weight, center of gravity, packaging and safety require,

among other features, the roof location of the lightweight compressed hydrogen storage system. Harsh operating conditions, especially shock loads during coupling to locomotives, require component mounting systems capable of absorbing high

energy. Additionally, system design shall address Indian Railway regulations governing safety and such events as derailment, side impact from yard traffic, refuelling, and maintenance. The fuel cell power plant, power converter, and cooling module shall be housed in the rear compartment of the locomotive. Already housed in the rear compartment are

the locomotive air compressor and a blower motor that provides cooling to the rear traction motors located on the locomotive trucks. Each of these service and access points – de-ionized water fill and filter, electrical panels, DC/DC converter panel,

batteries, and resin filter – can be accessed from the outer platform of the locomotive. Longer service-interval components, such as air pre-filter, air compressor belt, and air system lubricant, can be accessed from within the rear compartment. All service points shall be located on the perimeter of the fuel cell power plant to allow full

service without module removal. The power plant shall reside on the right side of the rear compartment. Because the power converter requires minimal access, it shall be located below the power plant; this allows the fuel cell stack modules to be oriented

symmetrically opposite on the same plane, thus allowing access to the stack module top covers or removal of only the stack modules. This layout also allows symmetric piping of air and coolant to both fuel cell stack modules, and this results in closely

balanced flow for the air and coolant systems, which are driven by a single compressor and pump, respectively.

The cooling module shall consist of the primary and secondary radiators, which reside in the upper left half of the rear compartment. The cooling module shall pull air from the lower half of the rear compartment and exhaust it through roof flaps.

In addition to providing airflow through the radiators, the cooling system shall provide constant airflow in the rear compartment to preclude confinement of accidentally

leaked hydrogen. For a hybrid loco to be self-sustaining, the prime mover, a hydrogen PEM in this

case, must provide continuously at least the mean power of the duty cycle. The auxiliary energy storage device, lead acid batteries in this hybrid, must store sufficient energy to provide power in excess of the continuous power rating of the

fuel cell and must do so continuously under operation of the duty cycle. This energy must be available while not exceeding a rather shallow depth of discharge, which significantly increases the size of the battery. Allowable depth of discharge is a

function of acceptable battery cycle life and recharge rate. With lead-acid batteries, depth of discharge is limited to approximately 80% of full capacity. The battery


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capacity of this locomotive shall provide the storage required for 300 kW fuel cell prime mover. The lead-acid traction battery, in parallel with fuel cell prime mover, allows transient power well in excess of 1 MW. For the power-to-grid application, the

hybrid locomotive can provide only 300 kW of net power on a continuous basis but can provide power surges in excess of 1 MW. 2.1 Environmental conditions 2.1.1 Fuel cell based hybrid locomotive shall be required to work continuously at full

load under following atmospheric conditions:

Maximum temperature (Atmospheric)

(i) 55 ºC (under sun).

(ii) 47 ºC (in shade) (Temperature inside locomotive may

reach 55 ºC.)

Minimum temperature (Atmospheric) -20 ºC.

Humidity 90 % (Up to 100% during rainy season.

Altitude

Max. 1200 meter above mean sea level

Refernce site conditions

(i) Ambient temp. 50 ºC (ii) Temp. inside engine compartment

55 ºC (iii) Altitude 160 m.

Annual rainfall Between 1750 mm to 6250 mm. The locomotive shall be designed to permit it’s running at 5 Km/h in a flood water

level of 10.2 cm above the rail level.

Dust Extremely dusty and desert terrain in certain areas. The dust content in air may reach as high a value as 1.6 mg /

m³.

Atmospheric conditions in coastal areas in humidity salt laden and corrosive atmosphere

All the equipment shall be designed to work in coastal areas in humidity salt laden and corrosive atmosphere.

(a) Maximum PH value : 8.5 (b) Sulphate : 7 mg / litre.

(c) Max. concentration of chlorine : 6 mg / litre

(d) Maximum conductivity : 130 micro

siemens / CM.


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2.1.2 Complete system shall be suitable for rugged service normally experienced for rolling stock where locomotives are expected to run up to a maximum speed of 130 km/h in varying climatic conditions existing throughout India. Locomotive control

system shall be protected from dusty environment by providing well sealed enclosures. Necessary precaution should be taken against high degree of electromagnetic pollution anticipated in the locomotive. The cooling system shall be

designed to take care of tilting and centrifugal forces which would normally be encountered in service.

2.1.3 All the equipment and their mounting arrangement shall satisfactorily withstand the vibrations and shocks as indicated below:

The maximum allowable acceleration in longitudinal, lateral, and vertical directions for the fuel-cell hardware shall be 3g (‘g’ being acceleration due to gravity). This 3g

maximum limit applies at or below the system natural frequency.

The new equipment isolation systems shall be designed with low natural frequencies, in the range of 3-7 Hz. This minimizes the potential of resonance with

on-board equipment and track input frequencies. 2.2 Major design requirements of the fuel cell based hybrid locomotive are indicated in the table ‘A’ as below: TABLE - A

Sharpest curve to be negotiated

Single unit with out buffer

Double unit with buffer

174m radius and 1 in 8½ turnout in either direction.

Locomotive weight

Nominal Axle Load

TBD

TBD

Wheel diameter (mm) 1092 mm (new)

1016 mm (condemning)

Gear ratio TBD

Maximum operating Speed. (The loco shall be tested at 135 kmph to get cleared for an operating speed of 120 kmph.)

Minimum continuous speed

Maximum designed speed

TBD

TBD

TBD (Loco to be tested at this speed)


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Starting Tractive Effort

(Minimum) at half worn wheel profile.

TBD.

TBD

Installed power under standard conditions

300 kW (at AAR conditions)

Power input to traction (under site conditions)

TBD

**Tractive effort Vs Speed characteristics

TBD (RDSO graph)

Audible Noise Requirements Shall not be more than that in existing IR locomotives.

** the successful tenderer must match these parameters or better this. 2.3 Technical requirements of all the major equipment such as fuel cell stacks, hydrogen storage system, battery, converter etc. and controls shall be governed by

relevant IEC/International standards. The vendor shall submit design data, characteristic curves & drawings of the equipment to RDSO for approval.

2.4 All the important parameters of the fuel cell stack selected such as power, voltage, current, purity, humidification, stoichiometry, pressure drop etc. of fuel & air, stack operating conditions, cooling capacity, emissions, details of controls, weight,

size etc. shall be submitted to RDSO. Stack characteristics such as power & voltage vs. current graph shall also be submitted by the vendor.

2.5 The fuel cell shall be based upon /PEM (proton exchange membrane) design. RDSO shall evaluate the various designs based upon commercial availability, maintainability, life cycle costing, dimensions/ footprint of the proposed equipment,

use in similar applications etc. The proposed cell design should be well shielded against any high internal temperatures and safe to operate and maintain. The efficiency of the cell has to be indicated and shall not be less than value accepted in

the industry. The emissions shall be minimal. 2.6 Direct hydrogen based fuel cell stack(s) shall be used. It shall be based on latest

and proven technology available in the international market. The fuel cell stack details provided as under are indicative and the tenderer may

offer similar or better configuration of fuel cells stacks;

1. PEMFC - Proton Exchange Membrane (PEM) Fuel Cells. 2. Very low maintenance cost (maintenance free for 3 years).

3. There shall be no emissions or discharge of any harmful substances such as lead etc.

4. It shall produce clean DC power with a low thermal and acoustic

signature. 5. The system shall be compact with modular construction. 6. Protection: TBD


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7. It shall incorporate advanced open cathode technology and state of the art self-humidifying membrane electrode assemblies thus eliminating the need for humidification systems and simplifying system integration.

8. The complete fuel cell stack system shall be CE, FCC & CSA certified.

9. Shall be designed to withstand vibrations as per IEC-60571

2.7 The supplier shall furnish a test protocol for the fuel cells and submit the results

to RDSO.

2.8 The hydrogen storage system shall be adequate to store hydrogen for atleast the no. of days mutually agreed between tenderer and railways . The locomotives can be

filled with hydrogen fuel at selected filling stations of Indian railways.

The operating time of the fuel cell-hybrid locomotive between fuelling operations

depends on the duty cycle. Under the most demanding duty cycles, one could expect an operating interval as short as one day, i.e., refuelling on a daily basis; in less demanding yards, the interval may be 3-5 days. A major factor in the operating interval is the amount of idle time in the duty cycle. Refuelling time from a 160 bar

tube trailer, using a hydrogen pump, should be between 10 and 45 minutes and depends largely on the throughput of the high-pressure hydrogen pump. Because of the long idle periods in the shunt locomotive duty cycle, a relatively small pump shall

be used and the refuelling time shall be around 45 minutes.

2.9 The offered hydrogen storage units shall be compact to fit in the existing space on

locomotives such that the leaked gas gets dispersed immediately. These storage units shall be sourced from proven manufactures and shall have adequate pressure rating and shall comply with the relevant international specifications. 2.10 The weight of the locomotive must be contained as indicated in the above table ‘A’ of Chapter 2 of this specification. The weight of the equipment not in the

scope of supply by the tenderer shall be approximately 70 tons. Weight breakup of all the offered equipment shall be furnished by the tenderer and the final weight of the locomotive shall have to be contained within 127 tons + 2%. Weight distribution

calculation shall be submitted by the successful tenderer to Indian Railways (RDSO) for evaluation.

2.11 The tenderer shall indicate speed potential of the locomotive, Tractive Effort vs. Speed characteristics of the locomotive, starting adhesion etc. For this purpose traction motor characteristics is placed at annexure-II. These values shall not be

less than that indicated in the above table ‘A’ of Chapter 2 of this specification. 2.12 Remote diagnostics (optional feature): Locomotive shall be equipped with

remote diagnostics wherein critical locomotive health data and other important parameters along with GPS location information as per annexure VIII should be available to maintenance depots or anyone else in the real time. It is required to

transfer the data from the locomotive microprocessor control system at regular intervals to a central database using commercially available CDMA or GSM cellular networks. Indicative list of parameters to be monitored is placed at annexure-VII.

Change in the list of parameters shall be permissible with mutual consent. The tenderer may integrate the loco control system with the existing remote diagnostics of IR (REMLOT), the specifications of which can be obtained from RDSO by the


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successful tenderer. Alternatively, the contractor may provide its own proven system of remote diagnostics with the approval of RDSO. The contractor shall have to share its communication protocols with IR.

2.13 Operator-Initiated Self Test feature shall be provided to allow verification of system operation. 2.14 Successful tenderer shall be fully responsible for proper mounting, installation and commissioning of all the offered equipment as well as satisfactory performance

of the locomotive in the field.

2.15 The tenderer shall propose a suitable system for procurement and refilling of fuel

hydrogen (H2) through an agency already engaged in this work and having a proven track record. The agency shall have to supply refilled cylinders at a defined time and place.


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Chapter 3

3.0 Description of items to be retained and in the scope of supply of Indian railways.

The items given below shall be retained in the locomotive to be converted.

These items are not in the scope of new supply and need not be quoted for by the tenderers. The tenderer shall make itself aware of the existing systems of the locomotive and shall provide the layout/integration to ensure proper

integration of the equipment offered on the existing loco platform.

3.1 General arrangement and Equipment layout (layout drawing to be given by tenderer)

Under frame of WDM3D locomotive shall be used. The tenderer shall ensure

proper mounting and mechanical integration of all the major equipment supplied. The general arrangement and equipment layout drawing of all the major equipment indicating integration with the bogie shall be submitted by

the tenderer for RDSO approval. The locomotive shall be arranged and equipped so that the short hood or cab

end is considered the front. Items that are to be retained from existing WDM2 locomotive and within

scope of IR are discussed below. These are not in the scope of new supply by the successful tenderer, who shall however, have to submit engineering drawings for any modifications required for purpose of integration.

3.2 Underframe (IR’s Scope)

New under frame of WDM3D locomotive shall be used. Floor frame assembly

drawing of WDM3D locomotive is placed at annexure-I.

3.3 Bogie (IR’s Scope)

New bogies of WDM3D locomotive (Two 3-axle bogies of the Trimount type

fully equalized) shall be used. In addition to the swivel bearing about which

bogie swings, there are two pads, one on each side; the three thus form a three point support to carry the load on each bogie. The lateral spacing of pads, affords stability on a curve and their frictional resistance prevents

nosing at high speeds. The suspension is on four groups of springs, two outer and two inner helical coils each, the inner coils working in conjunction with friction snubbers. The axle boxes are of roller bearing type. Dimensions and floor frame assembly drawing of existing WDM3D locomotive is attached at

annexure-I.

To increase the loco tractive effort, high adhesion bogies are being used.


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3.4 Air Brake System (IR’s Scope)

The existing Air Brake system i.e. IRAB1 shall be retained. Any modifications needed shall be indicated by the tenderer. Brake system details can be obtained from RDSO. All air piping shall be procured by IR, however the tenderer shall

indicate the layout of the piping required to suit the location of compressor etc. 3.5 Vigilance Control Device (IR’s Scope)

This would be as per RDSO specification No. MP.0.34.00.04 (latest revision). Successful tenderer should integrate the existing VCD with the offered locomotive

control system. 3.6 Traction Motor (IR Scope)

Existing traction motors e.g., TM4907 etc. used in WDM2 type ALCo locomotives shall be used. Performance characteristics of TM4907 traction motor is attached at

annexure-III. The successful tenderer shall have to design the control system to suit the motor

characteristics. 3.7 Painting and Styling

All doors and cover plates guarding high voltage equipment shall be marked “Danger High Voltage” or “Danger”. Style / Sandblasting and Paint Shall be in accordance

with RDSO drawing. PV painting shall be done. Exterior of locomotive to be basic painted to RDSO specifications. (Standard 3

colors). Cab interior is painted with basic enamel per RDSO specification. Control stand and interior of the short hood, long hood and components shall be painted per RDSO specification. Exterior car body surfaces shall be painted with black

polyurethane enamel.

Stencil (stick on type) to be applied to the paint, including the sides of the hood and

numbers on the cab. All decals shall be applied per RDSO paint scheme.


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Chapter 4 4.0 Description of items in new scope of supply and to be procured from the

tenderer. All electrical machines and control equipment shall generally conform to relevant IEC

publications and shall be tested as per RDSO approved test programme. The temperature rise limits of the IEC publications shall be reduced by 20°C for traction motor and by 30°C for other machines to account for higher ambient temperatures in

India. The tenderer shall acquaint itself regarding the locomotive undertaken for conversion. Apart from the new supply of items, the tenderer shall make itself aware of the existing systems of the locomotive and shall provide the layout/ integration drawings to ensure proper integration of the equipment offered on the existing loco platform. The following items under this chapter are in the scope of new supply and shall be purchased from the successful tenderer through this specification. The tenderers need to quote for the following items for successful manufacture of the proposed locomotive.

4.1. Subsystems

The locomotive’s energy and power system shall consist of four major subsystems: power module, hydrogen storage, power electronics, battery system and control.

4.1.1 Power module (new scope of supply)

The power module, which produces electric power from hydrogen and air, itself consists of three subsystems: stack modules, air delivery, and cooling. The support

systems for the stacks, such as the air system, water management, and cooling system, are referred to collectively as the “balance of plant” (BOP). 4.1.1.1 Stack modules (new scope of supply)

At the heart of the power module shall be two stack modules. Each stack module is

rated at 150 kW gross power at 624 VDC, for a total of 300 kW gross power at 624 VDC. Each stack module shall include the auxiliary components for air and hydrogen humidification, water recovery, hydrogen recirculation, and hydrogen purge.

Hydrogen shall be supplied to the stack modules at nominally 12 bara and shall be pressure regulated and re-circulated inside the stack module. 4.1.1.2 Air delivery (new scope of supply)

The air system shall operate at a maximum air pressure of ~3 bara, with a maximum

mass flow of ~300 g/s. Three bara air pressure is considered “high pressure” for a PEM type fuel cell system. Operating at higher pressure provides higher current density and hence higher power density but results in parasitic losses near 20% of

gross power (versus ~10% for a 1.5-1.8 bara air system). Some energy of


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compression in the system shall be recovered by exhausting the cathodic air through a turbine.

To attain the 3-bara operating pressure, the air system shall utilize two-stage compression. The first stage shall employ a 55-kW electric motor (360 VDC) driving a twinscrew type compressor, which provides compression up to approximately a 2.7

pressure ratio. The second stage shall be a variable vane turbo compressor that is driven only by exhaust air. Using closed loop control with an actuator, the turbo’s variable vane position shall be adjusted to change the speed and direction of air that

flows into the turbine – thus controlling system backpressure while simultaneously providing additional air pressure boost. The air system shall also incorporate a liquid-to-air intercooler between compression stages, inlet filtering before compressor, inlet

filtering before fuel cell stack, and silencers on both intake and exhaust to manage high noise levels intrinsic to screw type compressors. 4.1.1.3 Cooling (new scope of supply)

Cooling for the power module shall be achieved with two separate cooling loops. The

primary cooling loop shall provide heat rejection for the fuel cell stack and intercooler. Additionally, the primary loop shall maintain de-ionization of the 50/50 de-ionized water ethylene glycol coolant through use of a mixed bed ion exchange

resin. Because overall fuel cell power plant operating efficiency is on the order of 50%, a heat rejection rate of approximately 300 kW must be provided, mostly by the radiators. A 7 kW induction motor (230 VAC) shall drive a centrifugal pump to

provide coolant flow of up to 675 L/min. The pump shall utilize closed loop control to maintain a specified difference between the temperatures of the inlet and outlet stack coolant. Maximum operating temperature of the primary coolant loop shall be 75 C,

which is relatively low compared to a pressurized internal combustion engine system operating at over 100 C.

The secondary cooling loop system shall provide heat rejection for the air compressor drive motor/controller, fuel cell stack module condenser, DC/DC converter, and oil lube system. Rate of heat rejection shall approximately be 40 kW,

providing coolant to components at 55 C. A centrifugal pump driven by a 1/2 kW motor (24 VDC) shall provide 80 L/min of coolant at maximum power under maximum ambient conditions.

Because the ability of a radiator to reject heat is proportional to the temperature difference between the coolant and ambient air, the fuel cell cooling system shall

employ a high-efficiency radiator design. The locomotive shall use a two-pass cross counter flow arrangement. In addition to the primary heat exchanger, a radiator for the secondary cooling loop shall be placed in line with one of the primary radiators to

utilize a single air flow path. Each primary heat exchanger shall be supplied approximately 13,000 CFM of air at maximum operating power at maximum ambient conditions. Air shall be provided by two 32” fans driven by 15 kW induction motors

(230 VAC) at ~1700 rpm. For start up, cool weather operation, and to regulate stack module inlet temperature, a three-way valve shall be used to bypass fluid around the primary cooling radiators.

For cold weather protection, the cooling system shall incorporate a “block heater” with pump that heats and circulates coolant through the primary and secondary

cooling loops to prevent stack freezing.


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4.1.2 Hydrogen storage (new scope of supply)

Hydrogen fuel storage shall use readily available hardware and proven safety design measures. Two modules shall be mounted above the traction battery, each consisting of seven carbon fiber/aluminum tanks, measuring 416 mm diameter x

2100 mm length, with a combined storage of 70 kg compressed hydrogen at 350 bar (5100 psi). This storage system shall provide fuel for a rigorous 8-10 hour shunting duty cycle.

Each tank shall incorporate an excess flow valve, two thermally activated pressure relief devices (PRD), temperature sensor, electronically controlled solenoid valve,

and manual shut-off valve. In the event of a line rupture between the tank and distribution manifold, the tank excess-flow valve shall close. In the event of excessive heat (above 109 °C), such as could be caused by a battery fire, the

thermally activated PRD’s shall vent the tank contents through a routed vent line pointing upward and away from the vehicle. The temperature sensors shall be utilized by the control system to regulate refuelling speed as well as indicate any

over temperature warnings. The electronic solenoid valve is normally closed, powered open for run and refuelling modes, and closed if a high level system fault is detected. Each module shall contain a manifold fed by each individual tank. The

module manifolds, each with independent pressure sensors, shall be connected to a primary distribution line that includes an excess-flow valve to control any ruptures in the primary distribution line. The primary distribution line shall connect to the

refuelling line, and then continues to a filter, pressure regulator, additional electronic solenoid valve, pressure sensor, and an additional PRD. The additional solenoid valve adds a layer of shutdown capability, while the pressure sensor verifies

regulator functionality. As with diesel locomotives, an emergency shutoff device shall be located on each side of the locomotive to allow non-operators or refuelling personnel to shut down the fuel system.

4.1.3 Power electronics (new scope of supply)

In order to effectively use the fuel cell as the prime mover and a battery charging source, the power must be delivered to the locomotive high-voltage bus at the correct power and voltage levels. To do this, a DC/DC boost/buck converter shall be

placed between fuel cell output power and the locomotive high-voltage bus. The system controller receives a power set point from the locomotive and in turn controls BOP operation points as well as the DC/DC converter power output. A transformer in

the converter shall also fully isolate the fuel cell from the high voltage bus. The fuel cell stacks shall nominally operate at 600 VDC. In addition to supplying

power to the locomotive through the DC/DC converter, the fuel cells shall also supply power to all BOP components. The power required to run these components are referred to as “parasitic loads.” Depending on the fuel cell type and environmental

operating conditions (e.g., ambient air temperature and altitude), parasitic loads can typically range from 20-30%.

In this locomotive, the fuel cell power plant shall use 600 VDC, 360 VDC, 24 VDC, 12 VDC, and 5 VDC, as well as inverters to provide 230 VAC for both primary coolant pump motor and radiator fan motors. The 600-V bus shall feed the traction

drive and battery charging, the 360-V bus supplies power for the air compressor


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motor and inverters, and the 12-V and 24-V buses provide power to valves, actuators, control systems, and sensors. The power module shall also incorporate 24 VDC battery backup to ensure constant power to the control system when fuel cell

stack power is not available. (Compressed hydrogen shall be stored in fourteen cylinders above the traction

battery. A ballast weight shall replace the diesel fuel tank to maintain tractive effort and center of gravity.) 4.1.4 Battery System (new scope of supply)

Existing batteries of the locomotive shall be supplied. The batteries are flooded lead

acid batteries of 500AH capacity. Detailed specification can be seen at RDSO. 4.1.5 Control System (new scope of supply)

Microprocessor based electronic control system shall provide all propulsion, accessory equipment and low voltage controls. Display panel shall provide for

monitoring of real time events, storing fault & run time data and performing self tests. Control system modules shall be suitable for a scalable system with inter-

changeable modules. Custom configurations for most of the important parameters shall be possible based on requirements. All boards shall be multi-layered utilizing EMI shielding. The control software shall be in-system programmable, allowing for

easy field upgrades and maintenance. The operation of all fuel cell subsystems must be monitored and coordinated by a

central control system, which consists of instrumentation, actuators, motor controllers, and a Programmable Automation Controller (PAC). The control system for the fuel cell power plant mandates the following requirements for the PAC, which

must (1) be reliable in high vibration and shock situations, (2) operate under a wide temperature range, (3) provide for a large variety of signal conditioning options and actuation, (4) be expandable, and (5) provide for tight control of system operating

parameters. During normal operation, the PAC shall receive a power set point from the

locomotive controller via a CAN connection. The PAC relays this power set point to the DC/DC converter controller and also establishes the conditions necessary for the fuel cell power plant to generate the requested power. This shall be accomplished by

a combination of open-loop and closed-loop control. First, the mass flow rate of the air needed to produce the requested power is calculated. The air compressor is then controlled to deliver the calculated air mass flow rate. Small corrections to the air

mass flow rate are made by measuring the actual air mass flow delivered to the fuel cell.

The measured current draw is also used to estimate the amount of cooling needed. Small corrections of the coolant pump speed are made by measuring the coolant temperatures. Assuming sufficient air is provided, the hydrogen supply is dead-

ended and consumed at a rate that is proportional to the current drawn from the fuel cells.


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The PAC shall continuously monitor all sensor inputs for abnormal or unsafe conditions in the fuel cell power plant. If an unsafe condition is detected, the appropriate action shall be taken. In most cases, this results in a power output

reduction but could cause a fuel cell power plant shutdown. The status of the fuel cell power plant shall be summarized on the user interface display, including the presence of any system faults. Key fault conditions shall also be transmitted to the

locomotive controller via the CAN connection. Control Module shall be manufactured for the locomotive industrial environment

using the latest technology and preferably include a two slot box and one multifunction board. There shall be a provision so that a second Input/Output board can be installed depending on application needs. This shall allow for a scalable

system with inter-changeable modules. All boards shall be multi-layer utilizing EMI shielding. Operating firmware shall be in-system programmable, allowing for easy field upgrades and maintenance.

The microprocessor based control system with operator interface panel shall be

used that is designed to maximize the adhesion of the traction motors & monitor as many practical system parameters & log fault data.

4.1.5.1 The Microprocessor will control the following contactor and relay pick-up and drop-out signals:

Power Contactors, Reversing Transfer Switches, Air Compressor Loading Relays and Contactors, Air Compressor Drive Motor Contactors, Ground Relay, Alarm Relay, Load Shedding Contactor, Traction Motor Cut out Relay, Fuel cell power

Starting and Shutdown control, and Equipment Blower Contactor. 4.1.5.2 The Microprocessor shall monitor and have available for display with a

laptop, a serial connection to an onboard computer and an Operator Interface panel and will display the following functions:

Voltage and Current of each Fuel cell stack, DC/DC boost/buck converter output, All Traction Motor Currents, All Traction Motor Volts, Throttle Notch, Contactor and Relay Position, Air Compressor Cycle, Battery Charging Voltage and Current, Fuel

cell stack Set Fault and Warning Status, Trainline Status, Total Horsepower, Locomotive Speed, Main Reservoir Pressure, Reversing Switch Position, Dynamic Braking and Sanding Status.

4.1.5.3 The Microprocessor will control the following systems:

Wheel Slip Detection and Correction including Auto Sanding, Traction Power Regulation, Air Compressor Functions, and Auto Start/Stop Functionality as per AAR S-5502, Throttle Load Rate Control, Fuel cell stack Set Over Load Protection,

Locomotive Over Speed Control & Indicator Light Control. 4.1.5.4 The Microprocessor will log the following fault conditions:

Ground Fault, Overspeed, Fuel cell stack(s) Set Fault and Warning, Over and/or Under Current and Voltage (Fuel cell stack output, Traction Motor, Air Compressor

Motor, Equipment Blower, Low Voltage Power Supply and DC/DC boost/buck


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converter), Open Circuit (Traction Motor Blower, Air Compressor Motor, etc.), Contactor or Relay Fault, Undesired Horsepower Output, Battery Charging Failure, and Air System Failure.

Fault & Diagnostic system shall have following features:

All records shall be time stamped All measurements shall be displayed in Metric or Imperial Shall include trip & long term statistics logs

Shall include minimum 120 second diagnostic log (0.1 second resolution) Shall include fault with minimum 2 seconds of data before & 1 second

after event (0.1 second resolution)

4.1.5.5 The Microprocessor will “Snapshot” the following parameters with a fault log:

Traction Horsepower, Throttle Notch, Loco Speed, Traction Motor Current, Traction Motor Voltage, Power Contactor Status, Transfer Switch Status, Fuel cell stack(s) Set Status, Fuel cell stack(s) Current, DC/DC boost/buck converter status, Air

Compressor Status, Battery Charging Current, Battery Charging Voltage, Train line Status, Sanding Status, and Air System Status.

4.1.5.6 Following Operator-Initiated Self Test features shall be provided:

Relay & Contactor Test

Fuel cell stack(s) Cooling Fan Test Self-Load & Load-Box Test Load Meter Test

4.1.5.7 Automatic ground relay reset shall be provided with ground relay lockout and fault logging.

4.1.5.8 Optional Features through microprocessor control (scope of new

supply)

Following optional features may also be provided in the offered design. These features must be priced separately in the offer:

Air Compressor Control Automatic Ground Fault Detection & Smart Reset

Integrated Vigilance Package Traction Motor Cutout from display eliminating MCO switch Integrated Idle Limiting Control

Locomotive statistics logs/records - These statistics may then be used to compare locomotive maintenance costs against locomotive working time.

Traction Motor Protection – To provide protection from running traction motors

in short term ratings for too long, causing traction motor reliability issues. 4.2 Mounting and Isolation (new scope of supply)

Mounting of all fuel cell system modules to the locomotive is of critical importance. Because shunting locomotives are used to move other locos in rail yards, they are

constantly coupling to other locos, which can lead to shock loads up to 10 Gs (11 ms


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saw tooth). Although they are of short duration, shocks of this magnitude could lead to immediate or fatigued failure of components or mounting structures. To mitigate this harsh environment, each module must be isolated from the impact loads; this is

effectively done through the use of springs, specifically rubber or synthetic mounts or isolators. Three key factors are involved in choosing the proper isolator to deal with the impact forces. First, the isolator must absorb enough energy to make the loads

experienced by the components within acceptable limits, i.e., it must reduce shock loads from 10 G to no more than 3 G. Second, the isolator must absorb this energy through a deflection distance that is acceptable from a physical packaging and

system interface standpoint. Finally, the mounts’ natural frequency should be well below the possible disturbing

frequencies of the system. The isolation system must also provide proper shock protection in the horizontal, lateral, and vertical directions. The mounting system shall be designed so that it is at the vertical center of gravity, which will minimize any

rocking motion of the power plant and transmit force directly into the mounts. In addition to careful selection of isolation mounts, finite element analysis shall be used to validate all structural weldment designs.

4.3 Air Conditioning power supply (new scope of supply)

An AC inverter shall be used for Air Conditioning power supply. This shall be a 230

VAC inverter.

4.4 Details of Electrical System (new scope of supply)

All wiring and cabling shall be with EXANE insulated AAR approved cabling Electrical switch gear shall be motorized switch gear. Rubber style cable cleating shall be applied.

4.5 Driver’s cab (scope of new supply)

The existing driver’s cab shall be replaced. The drivers cab as per the modified

design to be supplied by the successful tenderer. The tenderer shall also submit mounting drawings to execute fitment of the same.

4.6 Superstructure (scope of new supply)

Existing hoods shall be replaced. The hood over power system as per the modified

design to be supplied by the successful tenderer. The tenderer shall also submit mounting drawings to execute fitment of the same.

4.7 Control console Existing control console shall be replaced. The control console as per the modified

design to be supplied by the successful tenderer. The tenderer shall also submit mounting drawings to execute fitment of the same. Gauges/ meters specific to the offered design shall be indicated by the tenderer and would be in the scope of

supply of the tenderer.


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Chapter 5

Miscellaneous

5.1 Testing & inspection 5.1.1 Type and routine tests on the major equipment of the fuel cell based hybrid

locomotive shall generally be conducted in accordance with IEC-60571, IEC-61287 and other relevant IEC/International standards. However, if the tenderer proposes a different test scheme, the same can be examined by RDSO on provision of

alternative test procedures submitted by the tenderer. 5.1.2 The supplier shall submit detailed type and routine test programs to RDSO for

its approval. RDSO may also decide to carry out some special tests on the equipment, which are not covered by relevant IEC/International specifications. Tests shall be carried out as per mutually agreed test program and the total cost shall be

borne by the manufacturer. 5.1.3 Type test/inspection of the complete equipment shall be done by the

RDSO/Indian Railways representative(s) at the firm’s premises before despatch. All the facilities shall be made available at the firm’s premises for carrying out the prototype test.

5.1.4 A final validation test shall be conducted at Indian Railways unit on the load box by Indian Railways, in which all the performance requirements which can be

determined in static condition shall be established by the manufacturer, particularly the power requirement.

5.2 Field trials: One prototype locomotive shall be subjected to field trials on

Indian Railways for at least three months. The manufacturer shall depute a team of engineers for commissioning, testing and field trials of the locomotive and its equipment in service. The manufacturer shall associate in the field trials jointly with

Indian Railways. The manufacturer shall ensure availability of typical tools & spare parts in adequate quantity for field trials, to be done as part of commissioning.

5.2.1 All the modifications required due to defects noticed or design improvements found necessary as a result of the field test / trials shall be carried out by the tenderer in the least possible time. Total cost of such modifications/design changes

shall be borne by the manufacturer.

5.3 Documentation

5.3.1 All the information which would be required to evaluate the suitability of the offer vis-à-vis this specification shall be submitted along with the offer. Following documents shall invariably be submitted by the tenderer along with the offer for

evaluation:

(a) Functional description of the complete system, including salient features


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and advantages of the offered system (b) Clause by clause compliance with the specification. (c) .Details of technical support and training offered.

(d) All characteristics curves, including the proposed notch-wise TE Vs Speed, fuel efficiency, efficiency and ventilation characteristics of the major equipment offered, parasitic load of the auxiliaries used in the system, BE

Vs Speed, basic design data like ratings, power circuit diagram and temperature capability, envelope and mounting drawings etc. shall be submitted with the offer.

5.3.2 Following documents shall be submitted by the successful tenderer, in hard and soft copies, before commissioning of the equipment on loco.

(a) Technical documentation explaining the complete system including

characteristic curves and efficiency, diagnostics and protection circuits

etc. (b) Locomotive control circuit schematics. (c) Lay out and mounting drawings of all the equipment offered

(d) Drawings of each sub-system with interface details. (e) Cooling system details. (f) Details of enclosures provided.

(g) Details of lubricants. (h) Procedure for user settable parameter alteration, fault data downloading

and analysis etc.

(i) Maintenance, troubleshooting and operating manuals with detailed information for all the equipment offered in soft (CD or DVD) and hard copies.

(j) Renewal parts manual in soft (CD or DVD) and hard copies. (k) Recommended list of spares for 3 years with price. (l) List of special tools, jigs and fixtures needed for testing, commissioning,

maintenance and repair. (m) Modifications needed in the existing locomotives to adopt the offered

system.

Irrespective of the details brought out here, all information and documentation which

are essential for operation and maintenance of the locomotive with the equipment supplied shall be submitted on request of Indian Railways.

5.4 Quality Assurance

The successful tenderer shall also be required to submit a detailed Quality

Assurance Plan (QAP) certified to AAR M-1003 standard for approval by Indian

Railways before the same is adopted. Documentation of this certification and a description of their product quality assurance system shall be provided, including a description of:

Quality Assurance Overview Quality Procedural Documentation Purchased Material Quality

Manufacturing Quality Test Methods and Procedures


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Customer Participation 5.5 Warranty

The complete system with controls shall be warranted for satisfactory and trouble free operation in conformity with the standard IRS conditions. All aspects of

workmanship and design shall be covered by this warranty. The supplier shall immediately provide arrangement for rectification of failures reported under warranty.

Warranty period of any equipment of the system may be extended as per mutual agreement between Indian Railways/RDSO and supplier if the equipment has undergone major design modifications during the warranty period. 5.6 Failures during warranty period under maintenance contract

5.6.1 In case of any failures, the details of failure and action taken to arrest re-occurrence of similar failure in future with failure analysis report etc. is to be submitted to Indian Railways/RDSO.

5.6.2 In case of repeated failures, necessary changes in design on the units put in service or in production line are to be made by the manufacturer. Investigation tests,

if considered necessary, are to be arranged/conducted by the manufacturer. 5.7 Service support

a. The successful tenderer shall put a team of service engineers dedicated

towards maintenance and troubleshooting of complete power and control system of fuel cell based hybrid locomotive who shall attend maintenance calls at short notice.

b. The successful tenderer shall also undertake refuelling of the cylinder/ supply of fuel as the case may be upto a period of two years.

c. The successful tenderer shall also maintain the backend server for a period of

two years on which the remote data shall be downloaded and processed. d. As shunting locomotives are deployed to work in yards, the supplier shall

arrange to attend the locomotive on the site. Diesel shed may have to make the

locomotive available in shed if it is not possible to attend the fault on site. e. Notwithstanding anything that may be specified in this specification, the final

responsibility for the suitability of the design shall lie with the supplier who shall

undertake to carry out all modifications and alterations to equipment supplied by them for satisfactory functioning in accordance with this specification as may be necessary during the period of two years.

f. When the equipment is taken in hand for installation at a nominated shed/workshop/production unit, the supplier shall be responsible for providing all necessary service support and guidance for satisfactory installation and

commissioning.

5.8 Evaluation of proposals: The technical proposals received from the firms shall be

evaluated by the indentor in consultation with RDSO. The evaluation shall be done against various criteria, some of which are listed below:

● Design of fuel cell stack; in terms of commercial availability, proven technology, weight, power output, maintainability, life cycle costing etc.


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● Capital cost of hydrogen units, per unit cost of power generation, transportation and storage of hydrogen etc.

● Emissions of the fuel cell

● Safety considerations ● Other considerations that might come up at the time of evaluation. ● Service back up offered by the tenderer. Willingness to ensure 85% availability.

● Size of the equipment offered so as to fit in the available space on the locomotive.

● Design of major equipment offered etc.

● Qualification criteria as detailed at para 5.10 of the specification. 5.9 Submission of tender document & evaluation criteria

The supplier/tenderer offering their standard proven product shall submit the following credentials with the tender document:

● Printed standard catalogues of the quoted product containing complete

technical details.

● Credentials of supplying the offered product (against the tender items)

Reference lists of customer with complete supply and purchase details for the offered product.

● Outline General Arrangement (OGA) and mounting drawings of quoted items. It is desirable that the 3D Uni-Graphics (NX3) model on CD may also be submitted along with the offer.

● Deviation in the technical specifications to be clearly brought in the outstation by tenderer.

The supplier/tenderer who has quoted for the development of the tendered product shall submit all the above documents of their similar product to establish their credentials (capacity & capability) in manufacturing & supplying a similar capacity

item for traction application to an established railway system.

5.10 Qualification of vendors

● The vendor shall have already designed, manufactured and supplied similar fuel

cell based systems. The vendor shall have thorough understanding of the fuel

cell technology, power electronics, locomotive control system and its functionality. Vendors who have designed, manufactured and supplied

complete fuel cell based hybrid locomotives including locomotive

controls with satisfactory performance shall qualify and shall be preferred.

● The fuel cell stack supplier shall be well established and shall have an office for

after sales support etc. in India. They shall have supplied fuel cell stacks in India that shall be working satisfactorily. Vendor shall furnish their previous supply details / commissioning and feedback in their offer for references.

● The tenderer shall produce an agreement with the fuel cell stack manufacturer/supplier towards providing service and maintenance support after installation on locomotives.

● The successful tenderer shall give an undertaking for providing after sales service in terms of maintenance and maintaining 85% availability for the


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complete locomotive system (onboard and off board) during the warranty period.

● The successful tenderer shall have in house capability to integrate the

complete design of the fuel cell stacks, converter/power electronics and controls. It shall have proven software development capabilities, capabilities to develop suitable motor drives, converters etc. The firm shall substantiate all

these by producing past works undertaken. The indenter may also satisfy itself by visiting the works of the tenderer.

● This is a fast track project and has already been published on the RDSO

website under EOI for development. The lead time for delivering the first prototype therefore shall not be more than 3 months as the tenderers are expected to finalize the design by the time they submit their offers. The

tenderers offering a DP of within 3 months shall only be considered. In case all offers are for DP above 3 months, the tender committee shall take a final view.

● The successful tenderer shall be willing to continue the AMC after expiry of the current warranty. A separate AMC shall be entered into after warranty.

5.11 Annual maintenance contract The annual maintenance contract agreement is required to be entered between

supplier of Fuel Cell based Hybrid locvomotive and Indian Railway’s for use and operation by the Zonal Railways at Headquarter/ Divisional level under the supervision of Zonal Railways. The above contract shall cover the comprehensive

maintenance requirement of all the supplied equipment fitted on Fuel Cell based Hybrid locomotives. The contract shall be comprehensive in nature wherein preventive as well as Breakdown Maintenance of all the supplied equipment is to be attended including the supply of spares, tools, consumables, technical expertise and manpower.

The maintenance and support by the contractor shall consist of 4, “three monthly preventive checks of all the supplied equipment for trouble free services of the

locomotives as prescribed by the supplier, including attention to the locomotives when they touch the shed at 25 days interval. It shall include all extra and out of course attentions including breakdown, if any required, to ensure trouble free

operation of the locomotive. The contractor shall ensure that downtime on account of all maintenance (Preventive

and breakdown) of the equipment does not exceed an amount equivalent to 10% of total loco hours for the locomotives covered in the contract. Downtime accountal shall be carried out every month and the contractor has to ensure not less than 90%

availability on all the supplied equipment account. In addition, at no time, more than 5% locomotives will be under breakdown repair on

supplied equipment account i.e. the number of locos under breakdown at 0.0 hrs daily shall not exceed 5% of the locomotive under contract.

Based upon the experience gained by the contractor in the first year of the contract, it should be possible to improve upon the above referred levels of availability and downtime. The tenderer should indicate the same in his quotation/tender.


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The locomotives going out of the manufacturers' warranty for all the supplied equipment shall only be included under the annual maintenance contract. The firm shall give warranty of all the supplied equipment fitted in Fuel Cell based

Hybrid locomotive for trouble free service for 24 months from the date of commissioning or 30 months from supply of all the equipment by the firm whichever is earlier.

The maintenance contract shall be valid for two years from the date of expiry of warranty of the Locomotive. All the repairs/three months schedule due within the

date of expiry of contract shall, however be completed by firm & the contract will be treated as valid till such completions of the work. Any extension of the contract shall be for a minimum period of one year of multiple thereof.

5.12 Marking and packing

5.12.1 Each equipment shall bear for identification Indian Railway’s order number, batch/lot number, serial number, type, year of manufacture, manufacturer’s name as well as important nominal and short time ratings.

5.12.2 All equipment of the complete system shall be suitably packed in strong water proof boxes to prevent any damage during transit and handling.

5.13 Other details

5.13.1 The manufacturing/assembly drawings shall exhibit clearly the material

specification, welding symbols, manufacturing tolerances and other details that are necessary for manufacture of the locomotive/components.

5.13.2 The set of drawings shall be sent for RDSO approval before undertaking

manufacture of the prototype Locomotive. 5.14 Infringement of patent rights Indian Railway shall not be responsible for infringement of patent rights arising due

to similarity in design, manufacturing process, components used in design, development and manufacturing of complete system and any other factor, which may cause such dispute. The responsibility to settle any issue lies with the

manufacturer.

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Annexure - I

Please click the following link to view the floor frame assembly drawing of WDM3D. Floor frame assembly of WDM3D


Annexure – II


Page 2 of 33

Annexure – III

(for official use only) - indian · pdf fileo ‘dlw’ means diesel locomotive...

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