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Hkkjr ljdkj, jsy eU=zky; GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

TECHNICAL SPECIFICATION FOR 1676 MM GAUGE 6000 HP & 4500 HP IGBT-BASED THREE-PHASE AC-AC

DIESEL-ELECTRIC LOCOMOTIVES

SPECIFICATION No. MP- 0.08.00-74 (Revision - 01)

May 2014

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RESEARCH DESIGNS & STANDARDS ORGANISATION LUCKNOW - 226 011

R.D.S.O.

CONTENTS

Sr. No. Description Page No.

1. Main parameters 1

2. Other Required Features 2

3. Important information to be furnished 5

4. Guarantees for Availability, Reliability and Fuel Efficiency required to be provided 6

5. General parameters and information applicable to the locomotives 7

6. ANNEXURES 1 to 8 11 to 28

Technical specification for 1676 mm gauge 6000 THP & 4500 THP IGBT-based three-phase AC-AC diesel-electric locomotives

Motive Power Directorate (VDG), RDSO, Lucknow Spec No. 0.08.00-74 (Rev.01), May 2014 Page 1 of 28

Technical specification for 1676 mm gauge 6000 HP & 4500 HP IGBT-based three-phase AC-AC diesel-electric locomotives

1.0 Main parameters

S.No. Parameter Qualifying criterion 1.1 Brake Horse Power

(Minimum) 6000 hp and 4500 hp respectively for the two types of locomotives. Note: To be demonstrated through actual measurement of the power input to traction alternator and the relevant alternator efficiency corresponding to the full load DC link voltage & current at 85 km/h.

1.2 Starting adhesion factor in fair weather conditions (minimum)

42% for both types of locomotives.

1.3 Speed Potential 100 km/h minimum for the entire useable wheel diameter range on straight tangent track.

1.4 Ride Index (max) 4 1.5 Threshold values for fuel

efficiency parameters a) BSFC b) DCNTSFC

Under standard AAR conditions the values shall not exceed

a) 150 gms/bhphr (on test bed under full load) b) 171 gms/bhphr (as per procedure described in Annexure 5)

1.6 Lube Oil Consumption 0.5% of fuel consumption (maximum) 1.7 Fuel Injection System Electronic fuel injection 1.8 Nominal Axle Load

(minimum) a) 4500 HP loco b) 6000 HP loco

With supplies loaded to the extent of 85% of full capacities and permitted tolerance of + 2% a) 22 tonnes b) 23 tonnes

1.9 Fuel Tank Capacity (minimum)

a) 4500 HP loco : 6000 litres minimum b) 6000 HP loco : 8000 litres minimum

1.10 Air Brake Effort 8–10 % of gross weight 1.11 Regenerative and

Dynamic Brake Effort 20 – 22% of gross weight to be sustained till 2 km/h speed, limited by maximum brake power at higher speeds beyond the adhesion-governed range.

1.12 Emergency braking distance

600 m maximum for light engine from 100 km/h to standstill on level tangent dry track.

1.13 Parking brake Capable to hold the locomotive on grade of 1 in 37. 1.14 Independent Brake

Holding Capability Capable of holding a 300 tonne train on grade of 1 in 37.

1.15 Static Buffing load 400 tonnes.



1.16 Type Of Coupler AAR E or F Type 1.17 Nominal Track Gauge 1676 mm 1.18 Coupler height 1105 +0/-15 mm 1.19 Wheel Diameter

a) New b) Half Worn c) Fully Worn

a) 1092 mm b) 1055 mm c) 1016 mm

1.20 Maintenance interval a) Servicing b) Minor Schedules c) Major Maintenance

a) 30 days minimum b) 90 days minimum c) Not less than 6 years

2.0 Other Required Features Feature Qualifying Requirement 2.1 Transmission & Main

drive AC-AC 3 phase transmission with IGBT-based traction invertors, engine-driven traction alternator-rectifier

2.2 Provision for limiting Starting Tractive Effort

The locomotives shall have a provision to limit the starting tractive effort to two lower pre-set values for use by drivers, as & when required due to operating conditions. Both these pre-set values, in turn, shall be set by a user-settable feature in the control software of the locomotive. Note: It should be possible to set the values in the homing shed.

2.3 Loco System Architecture To conform to AAR M-590 unless otherwise stipulated in this specification.

2.4 Design of driver’s cab Locomotive shall be single cab design for 6000 hp and dual cab design for 4500 hp. The driver’s cab shall be provided with a defogging arrangement for the look-out glasses. Two nos. of DC brushless motor fans should be provided for the Loco Pilot and Assistant Loco Pilot. The cab should be air-conditioned. All window, rear view mirror and door glasses shall be of shatterproof type laminated glass, set in sun and heat resisting synthetic rubber sections. Electric or pneumatic windscreen wipers of proven design with washers shall be provided on the lookout windows. Sun visors shall be provided on the windscreens. All necessary controls and instrumentation for the locomotive crew should be near identical for both types of locos so that there can be a common training programme for the locomotive crew. The driver shall be able to work both in seated as well as standing position. All necessary controls and instrumentation shall be presented in a manner that the necessary controls are easily accessible to the driver in both normal and emergency braking situations. Ergonomic and human engineering aspects of the cab design shall be compatible with an operator 5’ 6” tall. The visibility diagram shall be submitted in accordance with UIC 651.



The cab shall be provided with the following: A cabinet in the rear and a locker for toolbox. One fire extinguisher in addition to one in the equipment

compartment One hot plate Stand for charging of walkie-talkie set, its including charger. Suitable trays with clamps for working time table, caution orders

etc. Cab equipped with frontal collision structure to meet requirement of EN12667. Noise level inside the cab should be less than 78 dB as per UIC 651.

2.5 Draw and buffer gear The locomotive shall be provided with elastomeric/ polymer pad heavy duty draft gear with alignment control and shall conform the requirement of AAR. An AAR type interlocking coupler with ‘F’ shank ‘E’ head shall be provided. The coupler knuckle shall have a provision for applying the transition screw coupling as per RDSO drawing no. SK.DL-2494 & SK.DL-3430.

2.6 Design of Control compartment

The equipment compartment having relays, contactors, electronic control panels, etc., shall be pressurized to prevent the ingress of dust into the compartment. The pressure and flow of air will be so regulated as to provide adequate cooling to the equipments inside the compartment and the air temperature of the pressurized chamber is maintained below 750

C. The design should also ensure that no water ingress takes place.

2.7 Multiple Unit consist operation

It should be possible to run the loco in multiple unit consist operation of up to three units

2.8 Emission Norms The diesel engine on the locomotive shall follow the UIC-1, (UIC-624, 1st edition, 2002) standards or better. Note: Tenderer shall be agreed to upgrade the emission norms of diesel engine as per directives prevailing in future at the cost of Railways.

2.9 NVH standards The locomotive design should take into consideration the engine noise and the vehicle noise. The maximum permissible sound pressure level, measured as per procedure given in Annexure 6 shall not be worse than the following values:

Noise source Noise Standard – A weighted sound level

in dB

Measurement location

Stationary, Idle Throttle Setting

75 max 30 m (100 ft)

Stationary, 8th notch on load

95 max 30 m (100 ft)



2.10 Additional features The locomotive offered shall be equipped with a microprocessor-based control system, including engine management system, with fault diagnostics, self load-box test (at full load) feature, adhesion & wheel slip control system and data logging.

The locomotive offered shall be equipped with a Vigilance Control device (VCD) & Event Recorder (with recording of approx. twelve parameters, sensed by the microprocessor or the Computer-controlled brake system otherwise). Event recorder shall conform to FRA regulation no. 49- CFR-229.5.

It should be possible for IR maintenance staff to independently set the limits of main locomotive/engine parameters in the homing sheds through a user-settable interface built into the microprocessor control system, given that up to eight such parameters would need to be set, depending upon the system offered. Typically, IR would need to have parameters like max. loco speed, limiting of tractive effort to two pre-set values, limits for initiating corrective/protective action in case of Hot Engine, high leakage current, high or low battery charging current etc. as user-settable but these parameters would be defined by mutual agreement between IR and the manufacturer.

Capability for remote data capture and GPS-enabled locating & communication facility for continuous monitoring by homing shed or locomotive controllers shall be provided, including one central server, data management and exception reports. (to be offered separately as an optional).

All the displays, whether dial type for pressures, speed, TE, BE etc. or on/off type for equipment or indication alarms, shall be integrated electronically and displayed on LCD screen provided on the driver’s console. This display shall be suitable for day and night viewing by the driver, conforming to AAR-S-591.

Minimum 02 nos. TFT display unit for each control desk in Single cab and 04 nos. TFT display unit for each cab in Dual cab is required to display gauge parameters, messages, speed, etc.

All accessories, like radiator fan(s) and cooling blowers and compressor should be electrically driven.

All small motors should be AC type. Locomotive should be equipped with microprocessor controlled air

brake system compatible with twin-pipe and single-pipe graduated release air brake system used on coaching and freight stock on IR, as specified in RDSO specification no. 02-ABR-02 (latest revision).

Brake/feed pipe end connections shall be as per RDSO drawing no. SK.DP-2861 and MU hoses shall be as per RDSO drawing no.WD081927-S-01 & SK.73547.

An automatic engine stop (AES) system with an allied auxiliary power unit to take care of battery charging, compressed air supply to brake system, cab lights & fans, head lights etc. shall be provided to save fuel while idling.

The loco should be provided with 4 nos. marker lights (2 on each side). These should be provided with red and white LED. The operation of the marker light shall be through driver control switch.



The loco should be provided with 2 nos. driver-operated yellow flasher lights, one for each direction of movement side). These flasher lights shall get automatically activated in the event of train parting/emergency brake operation.

Marker light should be LED type. Flasher light should be LED type and visibility of working flasher light shall not be less than 2 km in day light also. The flash rate should be 40 flashes/min.

The loco should be provided with toilet/urinal for crew. Wheel and Axle shall confirm the IRS specifications R-34 & R-43

respectively. Head light in both end should be provided which should be as per

FRA regulation no. 49-CFR-229.125 in PAR 56 sealed enclosure. Halogen light is minimum requirement. LED type head light should be preferred.

2.11 Compressor For Goods Loco hauling 59 BOXN Wagon train: For compressors whose FAD is governed by engine rpm, the minimum capacity at idle speed (350rpm) of the engine should be of the order of 2130LPM.

2.12 Air operated horn Working pressure range from 3 to 10 Kg/cm2 and sound intensity of the horn should be between 120-125dBA at a distance of 5m.

3.0 Important information to be furnished: Parameter Information to be furnished

3.1 Performance curves The preliminary notch-wise ‘Tractive Effort Vs Speed’ & “Dynamic braking effort Vs Speed’ at standard AAR as well as site conditions shall be submitted along with the offer. In addition, the manufacturer shall submit ‘Draw Bar pull Vs Speed’ and “Alternator DC link voltage/current/alternator efficiency Vs Speed” characteristics curves at standard AAR as well as site conditions.

3.2 Efficiency numbers The tenderers shall indicate efficiency of the overall system, indicating break-up at the equipment/sub-system level for alternator-rectifier, traction motor & auxiliary generator.

3.3 Correction factors for measurement of SFC

The correction factors for ambient temperature, altitude and fuel specific gravity shall be provided with the offer.

3.4 Other Information required

A detailed dimensioned general arrangement & layout drawing of the locomotive, with and without the hood, including clearance diagram with respect to the MMD and the cab layout, in hard copies and electronic format shall be submitted along with the offer. The successful tenderer shall also be required to submit the following information in electronic format: • Detailed general arrangement drawing of the motorized bogie

assembly, indicating critical dimensions/clearances • Complete electrical schematic • Complete brake system schematic • One copy of the maintenance manual cum troubleshooting guide

for each locomotive, given that the maintenance manual shall be detailed such as to enable IR to undertake full maintenance of



the locomotive, including overhaul of all equipment. • One copy of the driver’s operating & troubleshooting manual for

each locomotive • All such data and information to afford proper inspection of the

locomotive as contracted. • Brake rigging diagram indicating max. B.C. Pressure during

independent and auto brake, gross brake power etc. • Type of brake block used, brake block area, average co-efficient

of friction and curve of co-efficient of friction between wheel and brake block.

• Specification of defogging arrangement, wind screen wiper along with general arrangement drawing.

• Design details of compressor as a part of AES system should be provided.

4.0 Guarantees for Availability, Reliability and Fuel Efficiency required to be provided:

S. No. Parameter Details 4.1 Contractor Downtime

Guarantee As detailed in Annexure 1 of this specification

4.2 Locomotive Reliability Guarantee

As detailed in Annexure 2 of this specification

4.3 Fuel Efficiency Guarantee As detailed in Annexure 3 of this specification

5.0 General parameters and information applicable to the locomotives 5.1 MMD Requirements: Based upon requirement, the locomotive should conform to the BG

Schedule of Dimensions, 2004 (latest revision) and the locomotive with new wheel should be within IR MMD Diagram No.1D (EDO/T-2202) attached at Annexure 8.

5.2 Service Conditions: The equipment and their mounting arrangements shall satisfactorily withstand the vibrations and shocks normally encountered in service as indicated below: Bogie mounted equipments: a) Vertically - 5g b) Transversely - 5g c) Longitudinally - 5g Axle mounted equipments: a) Vertically - 20g b) Transversely - 7g c) Longitudinally - 4g The system should be capable of continuous operation during varying atmosphere and climatic condition as specified in later in this section.



5.3 Acceptance criterion for ride behaviour The rolling stock shall, be subjected to trials on track maintained to main line as well as C&M 1 Volume 1 standards, at speeds up to 110 Km/h (10% above speed potential), in four configurations, viz., instrumented bogie leading and trailing with original and condemning wheel profile (refer para 3). The following criteria will be adopted for clearing the stock for regular operations: a) The lateral/transverse forces lasting more than 2 meters shall not exceed 4.7 tonnes, when

measured at the wheel axle box level. Contractor shall also provide the suitable internationally accepted system to measure the lateral force during oscillation trials.

b) Evaluation shall also be done in terms of ride index which shall not be greater than 4. As international standard follows FFT method which gives approx. 20-25% lower RI value as compared to IR’s Average RI method. Average R.I. based evaluated R.I. is equivalent to approx. 3.2 FFT based R.I.

c) A derailment coefficient should be worked out in the form of the ratio between the lateral force (Hy) and the wheel load (Q) continuously over a period of 1/20th second and the value of Hy/Q shall not exceed 1.

d) The value of acceleration recorded as near as possible to the bogie pivot, shall be limited to 0.3g both in vertical and lateral mode. A peak value upto 0.35g may be permitted, if the records do not indicate a resonant tendency in the region of the peak value.

e) A general indication of stable running characteristic of the locomotives as evidenced by the movement of the bogie on straight and curved track and by the acceleration reading and instantaneous wheel load variation/ spring deflections. The measurements shall be done by RDSO in accordance with report no. MT-334, issued April 2002.

5.4 Validation tests at the manufacturer’s premises One prototype locomotive each type shall be tested for validation in accordance with the

AAR/UIC specification or the manufacturer’s internal test plan (which may be modified to suit Indian conditions), as the case may be. The test programme shall be submitted along with the offer.

Routine test of major electrical and mechanical equipments, viz. engine, turbocharger, alternator-rectifier, traction motors, traction invertor, Microproessor controls and Computer–controlled brake system on one prototypes of each type, Compressor shall be carried out by the manufacturer at his own responsibility and cost in the presence of the representatives of IR at the manufacturer’s premises, as per a test plan given by the manufacturer and approved by IR.

All major equipment and sub-assemblies, which are new and not applied so far, shall invariably be type tested.

5.5 Rating and performance trials: These tests shall be done on one prototype each by IR with new wheels, covering the following:

Dynamometer car test to ascertain starting and rolling resistance of the locomotive and to prove “tractive effort-speed” characteristics and “dynamic braking effort/speed” characteristics.

Adhesion test to prove adhesion capability.

Emergency braking distance trials.



A sample test report is enclosed as Annexure 7 for guidance.

Representative(s) of the manufacturer shall be associated during these tests.

5.6 Field trials: One 6000 hp & 4500 hp prototype locomotive each shall be subjected to field trials on IR for at least one per month. 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 RDSO. The manufacturer shall ensure availability of typical tools & spare parts in adequate quantity for field trials, to be done as part of commissioning. Test cars and related instrumentation & its operators shall be provided by IR.

5.7 Prototype testing: Two prototype locomotives of each type shall be offered for the tests at clause 5.3, 5.5 & 5.6 to enable IR to conduct tests and field trials simultaneously. It is expected that the tests listed at clause 5.3 & 5.5 shall be completed by IR in four to five months.

5.8 Inspection/commissioning plan: Every locomotive shall be subjected to inspection by inspector(s), after commissioning and before handing over to IR, based on a detailed inspection plan to be submitted along with the offer. In addition, the manufacturer shall also be required to submit a detailed Quality Assurance Plan (QAP) along with this plan for both types of locomotives for approval by IR before the same is adopted.

5.9 Checks on safety items: The manufacturer shall submit a list of safety items and IR reserves the right to ask for details like Work Test Certificates (WTC) from the OEM to satisfy itself on the quality of these safety equipment.

5.10 Compatibility with Signal & telecommunications installations a) The design of the power electronics provided on the locomotive/ propulsion system will be

such as not to cause levels of interference exceeding the levels specified below at any point in the operating envelope of the locomotive:

Interference current Limit

1.0 Psophometric current 10.0 A 2.0 DC component 4.7 A 3.0 Second Harmonic component (100 Hz) 8.5 A 4.0 1400 Hz to 5000 Hz 400 mA 5.0 More than 5000 Hz upto 50000 Hz 270 mA

b) Locomotive shall comply European Standards EN 50238 for Railway applications-

Compatibility between rolling stock and train detection systems and EN 50121 for Railway applications-Electromagnetic compatibility, as applicable.

5.11 Climatic and environmental conditions 1 Maximum

Temperature (Atmospheric)

Under sun 70ºC In shade 50ºC Temperature inside locomotive may reach 60 ºC at turbocharger inlet.

2 Humidity 100% saturation during rainy season 3 Reference site

conditions (i) Ambient Temp. 40ºC (ii) Humidity 60% (iii) Altitude 160 m

4 Rainfall Very heavy in certain areas. The locomotive shall be designed to permit its running at 10 km/h in a flood



water level of 102 mm above rail level. 5 Atmosphere

during hot weather

Extremely dusty and desert terrain in certain areas. (Air filtration system of engine to be designed accordingly)

6 Coastal area Locomotive and equipment shall be designed to work in coastal areas in humid and salt laden atmosphere.

7 Vibration The equipment, sub-system and their mounting arrangement shall be designed to withstand satisfactorily the vibration and shocks encountered in railway traction, unless otherwise prescribed or specifically defined in the manufacturer’s design criterion.

5.12 Guiding test specifications for equipment Following specifications or their well accepted equivalent followed by the manufacturer shall be referred to while testing the equipment offered: 1. IEC-61133 : Electric Traction – Rolling Stock – Test methods for electric and thermal

/electric rolling stock on completion of construction and before entry into service 2. IEC-61287: Electronic Power Converter mounted on board rolling stock. 3. IEC-60571: Specific rules concerning the electronic control part of converters. 4. IEC–60349–2: Electronic converter fed alternating current motors 5. IEC–61375-1: Electric Railway Equipment-Train Communication Network. 6. IEEE–60034-18-1: IEEE recommended Practice for thermal evaluation of sealed insulation

systems for AC electric machinery employing form-wound pre-insulated stator coils for machines rated 6900 V and below.

7. EN 50121-3-2: Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock – Apparatus.

8. IEC 61373: Railway applications – Rolling stock equipment – shock and vibration test 9. IEC 60077: Railway applications - Electric equipment for rolling stock 10. Compressor: Relevant AAR specification (latest version) 11. Blowers: BS 848 (latest revision)

5.13 Track conditions 1 Gauge Broad Gauge (BG) 1676 mm (nominal) 2 Track structure The track is to a standard of 60 kg, 90 UTS rails on Pre-

stressed concrete sleepers of 1660 per km 300 mm depth of ballast cushion below the sleepers Or 52 kg, 90 UTS rails on Pre-stressed concrete sleepers of 1540 per km 250 mm depth of ballast cushion below the sleepers.

3 Sharpest curve and turn out to be negotiated

174 m radius. The locomotive shall also be checked for passage in both directions over standard BG 1 in 8-1/2 turnouts. Vogel’s layout or its internationally-accepted equivalent for negotiability, throw over at head stock and coupler movement with details of clearances shall be submitted.

Maximum Super elevation 185 mm Maximum cant deficiency 100 mm 4 Schedule of dimensions Indian Railways ‘Schedule of Dimensions’

for Broad Gauge (1676 mm), 2004 5 Overall moving dimensions The locomotive with new wheels and in empty condition

shall be within the dimensions shown in IR MMD as per diagram EDO/T-2202.



6 Clearance above the rail level The locomotive shall be so designed that no component shall infringe minimum clearance of 95 mm above rail level with the locomotive fully loaded and wheels in fully worn condition.

7 Permissible track tolerances: BG Main Line BG High Speed Route (C&M 1 Vol 1)

Unevenness (3.6 m base) < 15 mm < 10 mm Twist (3.6 m base) < 2.78 mm/meter < 2.08 mm/meter Gauge variation <± 6 mm <± 3 mm Alignment (versine on 7.2 m chord) < 5 mm < 5 mm Gauge widening: On curves of > 350m radius -5mm to +3mm On curves of < 350m radius Up to +10mm



Annexure 1

Contractor Downtime Guarantee Reckoning of Contractor Downtime: The time taken for the following maintenance activities shall be considered on the account of the Contractor for the purpose of calculation of Contractor Downtime: a) Major maintenance b) Predictive major maintenance c) Major out of course repairs d) Predictive minor maintenance attributable to the contractor to the extent of the additional

time taken beyond the standard time for the maintenance schedule. e) Minor out of course repairs attributable to the contractor. f) Locomotives waiting for material on account of delay in supply attributable to the

contractor. g) Movement of light or dead locomotive to the relevant location in the context of any of the

above maintenance activities, if the cause for such movement is attributable to the Contractor. Maximum time attributable to the Contractor will be 24 hours. Time taken beyond 24 hours will be to the account of the purchaser.

h) Safety certification as required after a major maintenance or major out of course repair. Note: Details of maintenance schedule, predictive maintenance and out of course repairs are given in Annexure 4.

Contractor Downtime Guarantee: The Contractor will have to guarantee the following downtime on Contractor’s account, to be known as Contractor Downtime Guarantee:

a) First 6 years - 1.5% b) 7th year onwards - 2.5%



Annexure 2

LOCOMOTIVE RELIABILITY GUARANTEE The reliability of the locomotives will be measured in terms of locomotive failures. Definition of locomotive failure for the purpose of maintenance contract will be as given below: Definition of Locomotive Failure – A locomotive will be considered to have failed if it is unable to work its booked train within the prescribed load from start (i.e. after being attached to the train) to destination (i.e. to the first shed or point where the engine is booked to be cut off or to work another train) or causes a delay of 60 minutes or more due to the under mentioned causes: a) Defective design b) Defective material c) Bad workmanship during maintenance d) Mismanagement by engine crew e) Bad fuel Exclusions: Locomotive failures covered under the following categories will not be accounted for against the Contractor: a) Mismanagement by engine crew b) Cases of bad workmanship during minor maintenance which are not attributable to the

contractor c) Bad fuel d) Failure of locomotives which are overdue minor maintenance schedule by more than 72

hours e) Locomotives working first round trip trial run (after heavy schedules, re-power packing,

accident repairs, change of major components like Traction Motor, Traction Alternator or Turbocharger) when a trial message is issued in advance in consultation with the Purchaser’s authorized representative.

Locomotive Reliability Guarantee: The Contractor will have to guarantee locomotive reliability not to exceed 1 locomotive failure per loco per year, attributable to the Contractor. For the purpose of this guarantee, locomotive failures on contractor’s account will be reckoned as per the above definition read in conjunction with the exclusions stated above.



Annexure 3

Fuel Efficiency Guarantee Benchmarks

Benchmarks There will be two benchmarks for fuel efficiency guarantee as detailed below: a) DCNTSFC benchmark –The DCNTSFC benchmark will be fixed as per the following procedure:

DCNTSFC of the first ten locos delivered by the contractor will be measured as per the procedure described in Annexure 5 of this specification. The average value of the DCNTSFC so measured will be taken as the DCNTSFC benchmark and will apply to the relevant clauses of the maintenance contract to which this benchmark refers. The DCNTSFC benchmark will be separately fixed for the two types of locomotives. The DCNTSFC benchmark will in no case be higher than the threshold value specified in Para 1.5.

b) BSFC benchmark - The BSFC benchmark will be fixed as per the following procedure: BSFC of the first ten locos delivered by the contractor will be measured as per the procedure for Quick Test of BSFC described in Annexure 5 of this specification. The average value of the BSFC so measured will be taken as the BSFC benchmark and will apply to the relevant clauses of the maintenance contract to which this benchmark refers. The DCNTSFC benchmark will be separately fixed for the two types of locomotives.



Annexure 4

MAINTENANCE SCHEDULES, PREDICTIVE MAINTENANCE & OUT OF COURSE REPAIRS

Major maintenance schedules – Major maintenance schedules will be those schedules in which overhaul of major assemblies of the locomotive will be undertaken. The periodicity will not be less than 6 years. The major assemblies referred to will include the following:

• Renewal of power pack assemblies • Renewal of Turbocharger • Re-qualification of all components of the gear train • Re-qualification of Engine Crankshaft • Renewal/Reconditioning of Crankshaft damper, air compressor • Repairs/reconditioning of Traction Motor/traction alternator • Attention to rectifier assemblies • Major attention to Traction Control Converter, major electrical modules

Minor maintenance schedules – This will include all maintenance schedules other than the major maintenance schedules.

Major predictive maintenance – Major predictive maintenance will include such maintenance requirements for which the locomotives will be required to be sent to the contractor’s facility. The following items will be included under the category of major predictive maintenance: a) Power pack replacement b) Replacement of Crankshaft c) Replacement of Traction Alternator d) Structural defects in Loco Under frame, Fuel Tank, Superstructure, Bogie Frames, Cab e) Repairs requiring replacement of CCB panel, TCC, HV/LV cabinet modules f) Repairs requiring intensive re-cabling g) Replacement of worn out wheels

Minor predictive maintenance – All cases of predictive maintenance not covered in Major Predictive Maintenance will be classified as Minor predictive maintenance and will be carried out at the Purchaser’s facility.

Major out of course repairs – This will include all items covered under Predictive Major Maintenance, and is differentiated from the latter only to the extent that these defects have occurred on line and/or are not detected as part of a maintenance schedule. These repairs will be carried out at the Contractor’s facility.

Minor out of course repairs – All cases of out of course maintenance not covered in Major out of course repairs will be classified as Minor out of course repairs and will be carried out at the Purchaser’s facility.



Annexure 5; page 1 of 6

DIESEL LOCOMOTIVE FUEL TESTING PROTOCOL FOR MEASURING DUTY CYCLE NET TRACTION SPECIFIC FUEL CONSUMPTION (“DCNTSFC”) & QUICK TEST FOR BSFC

1. The Duty Cycle Net Traction Specific Fuel Consumption (“DCNTSFC”) and Quick Test for BSFC shall be the basis for benchmarking fuel efficiency of Diesel Locomotives. The procedure for fixing these benchmarks is given in Annexure 3. The methodology described hereafter shall apply for:

a) Fixing fuel efficiency benchmarks of DCNTSFC and BSFC b) For checking compliance to fuel efficiency benchmark on new locomotives c) For checking compliance to fuel efficiency benchmarks on locomotives as referred to

elsewhere in different clauses of the maintenance contract: 2. (a) The duty cycle for purposes of the calculation shall be as per the representative Duty

Cycle given in clause 1.25, reproduced below.

NOTCH DUTY CYCLE8 8% 7 8% 6 8% 5 6% 4 6% 3 6% 2 6% 1 8%

Idle 17.5% Shutdown 17.5%

DB 9%

(b) The Duty Cycle Net Traction Specific Fuel Consumption (“DCNTSFC”) data as measured shall be corrected to the following standard conditions: (i) 85 kilometres per hour locomotive speed, (ii) 15.6 degrees C inlet air temperature, (iii) 97.73 kPa barometric pressure, and (iv) 10,747 kCal/kg higher heat value fuel * Duty cycle is given above is for reference only, however tenderer should be able to

adjust the engine performance with modified duty cycle also if it is change in light of latest traffic instructions.




PROCEDURE FOR MEASURING LOCOMOTIVE DCNTSFC & QUICK TEST FOR BSFC

General Preparation A locomotive being tested must be in satisfactory running condition and have new engine air filters, fuel filters, and lube oil filters. Testing shall be done with the locomotive in self-load. Traction alternator current, measured after the locomotive rectifiers, shall be measured using a separate, calibrated shunt. All fuel connections to the engine shall be re-directed to a weigh tank on an electronic scale. A wayside source of compressed air shall be connected to the locomotive to prevent the air compressor from loading. A diagram of the test is shown below.

Shunt

WeighTank

Scale

Data Acquisition

Fuel From loco tank

Fuel to Engine

Fuel return lines(from engine)

Locomotive under test

From Traction Alternator/ Rectifiers

VI

Measured

Fuel FillPump

Laptop

NOTCH RPM D.C. AA STD GHP AUX HP THP ALT EFF NHP BSFC* LBS/HR DC#/HR DCNHP 8 1050 0.17 3.0 4100 102.3 3997.8 0.9674 3867.4 0.3260 1336.6 227.22 657.46 7 995 0.04 4.0 3440 77.9 3362.1 0.9665 3249.5 0.3251 1118.3 44.73 129.98 6 995 0.04 1.0 2730 74.0 2656.0 0.9690 2573.6 0.3379 922.5 36.90 102.95 5 995 0.04 1.0 2050 71.8 1978.2 0.9698 1918.4 0.3443 705.9 28.24 76.74 4 995 0.04 16.0 1400 51.5 1348.5 0.9680 1305.3 0.3073 430.2 17.21 52.21 3 995 0.04 16.0 950 49.5 900.5 0.9656 869.5 0.3708 352.2 14.09 34.78 2 720 0.04 7.0 420 16.8 403.2 0.9607 387.4 0.3763 158.0 6.32 15.50 1 581 0.04 4.0 190 9.2 180.8 0.9182 166.0 0.4071 77.3 3.09 6.64

IDLE 440 0.15 9.0 26.3 26.3 3.94LO IDLE 340 0.31 6.3 20.5 20.5 6.37

DB1 440 0.02 25.9 25.9 0.52 DB2 580 0.02 44.1 44.1 0.88DB3 720 0.02 60.8 60.8 1.22DB4 888 0.03 96.2 96.2 2.89

TOTALS: 1.00 393.61 1076.25

DUTY CYCLE NTSFC = 0.3657 lbs/nthp-hr

GPIBcomm

Powerfrom

Aux Alt.3 Phase

Wattmeter

Power toMotor Driven

Auxiliaries

GPIBcomm

WeightSignal

Inlet Air TemperatureBarometric Pressure

HeatExchanger

(cooler)

To DB Grids

Shunt

WeighTank

Scale

Data Acquisition

Fuel From loco tank

Fuel to Engine

Fuel return lines(from engine)

Locomotive under test

From Traction Alternator/ Rectifiers

VI

Measured

Fuel FillPump

Laptop


IDLE 440 0.15 9.0 26.3 26.3 3.94LO IDLE 340 0.31 6.3 20.5 20.5 6.37

DB1 440 0.02 25.9 25.9 0.52 DB2 580 0.02 44.1 44.1 0.88DB3 720 0.02 60.8 60.8 1.22DB4 888 0.03 96.2 96.2 2.89

TOTALS: 1.00 393.61 1076.25


Laptop


IDLE 440 0.15 9.0 26.3 26.3 3.94LO IDLE 340 0.31 6.3 20.5 20.5 6.37

DB1 440 0.02 25.9 25.9 0.52 DB2 580 0.02 44.1 44.1 0.88DB3 720 0.02 60.8 60.8 1.22DB4 888 0.03 96.2 96.2 2.89

TOTALS: 1.00 393.61 1076.25


GPIBcomm

Powerfrom

Aux Alt.3 Phase

Wattmeter

Power toMotor Driven

Auxiliaries

GPIBcomm

WeightSignal

Inlet Air TemperatureBarometric Pressure

HeatExchanger

(cooler)

To DB Grids



Annexure 5; page 3 of 6 Measured parameters A minimum of the following parameters shall be measured during the tests:

Parameter Range Accuracy

Fuel weight 0 to 300 kg +/- 0.1% Elapsed time 0 to 3600 sec +/- 0.1% Traction alternator voltage (after rectifiers)

0 to Rated VDC +/-0.1%

Traction alternator voltage (after rectifiers)

0 to Rated ADC +/-0.1%

Motor driven auxiliary loads (use wattmeter)

0 to 400 kw +/-1.0%

Engine inlet air temperature 0 to 50oC +/- 0.5oC Barometric pressure 70 to 105 kPa +/-1 kPa Fuel lower heating value (kJ/kg) 40000-44000 +/- 0.25%

A data acquisition system shall be used to record each of the above parameters at regular intervals (at least once every 3 seconds) during each test run. Measurement system calibration and certification requirements All measurement devices used in these measurements shall be calibrated annually by an approved lab. The scale shall be checked and recorded using a calibrated weight prior to every locomotive test. Accuracy of the measurement devices shall meet the requirements defined above. In addition, before its initial use, each measurement system used in the testing must pass check of repeatability and reproducibility, details of which will be provided at a later time. Test procedure

1. The test facility will draw a sample of the diesel fuel, and analyze it for heating value and specific gravity, and these results will be used in calculating corrected results. A sample of the fuel will also provided to the buyer for analysis if they so require.

2. Auxiliary power shall be measured by use of a wattmeter or equivalent electrical means to measure power to all motor driven auxiliary loads. Testing will be done with non-essential loads such as cab lights, headlights, air-compressor etc. turned off. Main alternator power will be determined by measuring the DC voltage at the DC bus bars, and current measured using a shunt or a current transducer. Data will be corrected to standard conditions stated in the Protocol.




Should the locomotive be equipped with any shaft driven auxiliary loads, they shall be accounted for using the manufacturer’s established power level for each of these, corrected for engine speed, air temperature, and barometric pressure. The objective is to accurately measure and account for all electrical and mechanical loads on the locomotive. The manufacturer shall provide authenticated tested value of the power consumed by shaft-driven auxiliary machines/equipment as well as notch-wise alternator efficiency data at the above standard conditions for use in working out the results, it being understood that DCNTSFC & BSFC shall be worked out from the measured values of Traction alternator output (after rectifiers).

3. No fuel saving add-ons like Automatic Start-Stop, Trip Optimizer, etc shall be included in this testing.

4. After all instrumentation has been applied to the locomotive, start the locomotive and check for fuel leaks. Put the locomotive in self-load, and verify in a loaded notch that all measurements read appropriately.

5. Warm the engine at N8 at least 20 minutes, until normal operating temperatures are reached.

6. Starting at N8 and going down in notch, take three SFC test runs per notch. A test run consists of measuring the fuel burned in a defined period of time, while recording and averaging all other parameters. If the average sfc from three runs differs from the average of the first two runs, then an additional run or runs must be taken until the average of all runs (n runs) differs from the average of n-1 runs by 0.2% or less (for notches 5 thru 8, 0.5% for lower notches).

7. At notch 8, a suggested run time is 5 or 6 minutes. Runs at lower notches must be longer to achieve satisfactory accuracy given the lower power and fuel burn rates.

8. Measure the fuel burn rate at idle or low idle (if the locomotive is so equipped).




Calculations

The manufacturer’s provided correction factors for engine inlet air temperature, barometric pressure, and fuel heating value shall be applied to the measured data to correct the results to the standard AAR conditions stated above. The locomotive builder shall provide the value of the average total auxiliary power at the following standard conditions for use in the calculations.

(i) 85 kilometers per hour locomotive speed,

(ii) 15.6 degrees C inlet air temperature,

(iii) 97.73 kPa barometric pressure, and

(iv) 10,747 KCal/kg higher heat value fuel Multiple runs taken in each operating notch and idle shall be averaged and this average value of sfc for each notch and the representative duty cycle shown in Para 2(a) of this annexure shall be used to calculate the DCNTSFC. The average value of SFC at full load will be taken to calculate the BSFC Refer to the sample duty cycle calculation provided below.

A B C D E F G H J KCALCULATIONS: = A - B = C x D = (AxF)/E = E x H = A x F x H

Aux HP MEASURED DUTYNOTCH BHP AT STD CONDITIONS THP Alt Eff NTHP BSFC NTSFC CYCLE DCNTHP DC g/h

8 6000 420 5580 0.96 5357 150.0 168.0 0.220 1178.5 1980007 4800 336 4464 0.96 4285 156.3 175.1 0.070 300.0 525226 3600 252 3348 0.96 3214 162.6 182.2 0.050 160.7 292745 2700 189 2511 0.96 2411 167.4 187.5 0.035 84.4 158164 1800 126 1674 0.96 1607 172.1 192.8 0.035 56.2 108433 1200 84 1116 0.96 1071 175.3 196.3 0.035 37.5 73612 600 42 558 0.96 536 178.4 199.8 0.030 16.1 32121 300 21 279 0.96 268 180.0 201.6 0.015 4.0 810

Idle 10.5 kg/hr 0.510 5.40.000 ______ ______

1.000 1837 317837

DCNTSFC = 173.0 g/bhp-hrDCNTSFC = 231.9 g/kwh

SAMPLE DUTY CYCLE NET-TRACTION SFC CALCULATION

Sum of K/ Sum of J =Sum of JK Sum of J =

Summations:




ENGINE FUEL CONNECTIONS

Engine

Alternator End

Turbo End Pressure

Regulating Block

Platform

Fuel Filter Manual valve (closed)

Fuel Transfer Pump



Annexure 6

METHOD FOR DEMONSTRATING THE NVH CAPABILITIES

The manufacturer shall be required to demonstrate the NVH capabilities of the locomotive (on the prototypes only), employing the method given below:

1. The microphone shall be calibrated to 94dBA @ 1000 Hz, and Type I certified. 2. The microphone will be located as follows: - 100 ft from centreline of the track - 4' off the ground - A-side, centreline of locomotive - B-side, centreline of locomotive 3. Measurement shall be A-weighted, slow response, 30-second average 4. No precipitation. 5. Wind speed < 15 mph 6. Locomotive shall be in standstill, connected to external load box and developing full power.

Load box will be located away from the locomotive. 7. Test shall be at standard AAR conditions. 8. Test location shall not have any structure, trees etc. close to the locomotive causing sound

wave reflections. 9. Air compressor shall be disabled.




Extract from Rating & Performance Trial report no. MT–260 of WDG4 locomotive

RATING, PERFORMANCE, STARTING ADHESION AND SPECIFIC ROLLING RESISTANCE INVESTIGATION ON

WDG4 DIESEL ELECTRIC LOCOMOTIVE

S Y N O P S I S

The WDG4 class of locomotives of 4000 h.p. with Co-Co bogies are imported locomotives supplied by M/s. General Motors, U.S.A. The locomotives are designed for hauling goods trains at a speed of 100 km/h. The locomotive is controlled with EM-2000 advanced computer utilising 32 - Bit microprocessor, which improves the reliability and performance. The information regarding performance of the locomotive is stored in the computer and can be down loaded to a lap top computer for further analysis. This report covers the result of investigation pertaining to Rating, Performance, Starting Adhesion and Specific Resistance of WDG4 locomotive. The tests were conducted on LKO-RAC-LKO section of Northern Railway.

Investigations have revealed that the locomotive is capable to develop an average tractive effort of 52.5 t at start on 8th notch indicating starting adhesion percentage of locomotive as 41.7 %. The Tractive Effort Vs. Speed curve at 8th notch based on test values, follows the design curve closely.

The Rheostatic brake effort at 8th notch was observed following the design curve on higher side in the speed range of 10 to 53 km/h and was found to be 18.75 t. However, for speed range of 58 km/h and above the brake effort developed followed the design curve on lower side having average difference of 1 t.

The specific starting resistance of the locomotive was found to be 2.65 kg/t. The specific rolling resistance was found to follow the equation

R=1.85+0.0342V+0.00021V2



Annexure 7; page 2 of 6 Extract from Rating & Performance Trial report no. MT–260 of WDG4 locomotive

.

1. INTRODUCTION

1.1 The WDG4 class of locomotives of 4000 HP with Co-Co bogies, are imported locomotives from M/s. General Motors, U.S.A. General arrangement of the locomotive is as per GM Drawing No. L-020328. Bogie arrangement drawing is as per GM Drawing No. 40075079. The axle load of the locomotive is 21t. The locomotives are designed for a speed of 110 km/h and are intended for hauling goods trains at a speed upto 100 km/h.

1.2 This report gives the result of Rating, Performance, Starting adhesion, specific rolling

resistance trial of WDG4 locomotive over RAC - LKO - BSB section of Northern Railway and most of the recordings were done on LKO - RAC section.

2. SALIENT DESIGN FEATURES OF WDG4 DIESEL ELECTRIC LOCOMOTIVE:

2.1 GENERAL DESCRIPTION OF THE LOCOMOTIVE:

The WDG4 diesel electric locomotive is designed for 4000 hp equipped with a 16-710 G3B Engine, which gives 540 KN starting Tractive effort. The traction motors are AC types, which increase the life of traction motor. The WDG4 loco is equipped with Co-Co HTSC bogie, which gives high adhesion and high speed. The WDG4 loco is controlled with EM-2000 advanced computer utilising 32-bit microprocessor, which improves reliability and performance. The information can be stored and down loaded to a lap top computer for further analysis. The performance record including fault of the locomotive is stored in the computer, which can be seen and then rectified. Also during the run, if any fault occurs, Crew Message is displayed for the guidance of the driver. The loco is fitted with electronic air brake system. The adhesive weight of the locomotive is 126 t. The height of the loco from rail to cooling fan is 4.12 m, overall length is 21.3 metres and width is 3.16 metres. General Design feature of WDG4 is given at Annex-I.

2.2 The diagram indicating equipment layout of the locomotive is given in Fig. 1





3. OBJECT OF THE INVESTIGATION: To determine the following characteristics of WDG4 class of locomotive:

3.1 Power characteristics at 8th notch - Measurement of Draw Bar pull and estimation of Tractive Effort Vs. Speed plotted in the form of curve.

3.2 Starting adhesion characteristics of the locomotive on Main line as well as on Yard / Loop line under the following conditions. • On dry unsanded rails. • On dry sanded rails. • On wet unsanded rails. • On wet sanded rails.

3.3 Dynamic Brake Characteristics. 3.4 Specific Starting Resistance. 3.5 Specific Rolling Resistance.

4. TEST PARTICULARS: 4.1 TEST LOCOMOTIVE:

The WDG4 locomotive No. 12010 was received from DLW/BSB in the month of July 2000. The locomotive was taken for Rating and Performance test after completion of braking trials on 30.6.2000.

4.2 INSTRUMENTATION: The locomotive was instrumented for Rating and performance tests at UP yard Lucknow. However petty repair attention was given to locomotive in Diesel Shed, Alambagh, Lucknow.

4.3 TEST SECTION: The Rating, Performance, Starting Adhesion and Specific Rolling Resistance tests were conducted on RAC - LKO – BSB section up to a test speed of 100 km/h. Most of the recordings were done on LKO-RAC section of Northern Railway. Fig. 2 shows the Index section of LKO-RAC section.

4.4 PERIOD OF TEST: Rating and Performance tests were conducted from 1.7.2000 to 2.8.2000 on LKO-

RAC section of Northern Railway.




4.5 TEST TRAIN: The test special consisted of the test locomotive No. 12010 WDG4, Dynamometer-

cum-Research Car RK-2468, two Staff Car Nos. RD-1788 and RD-8013 and two WDG2 Locomotive nos 14694 and 14726 (in MU operation) in the rear as control locomotive.

4.6 TEST MEASUREMENT AND OBSERVATIONS: 4.6.1 The following observations were taken on the locomotive while conducting

trials. (a) Notch Position. (b) Time. (c) Speed.

4.6.2 Following data were recorded in dynamometer car: (a) Drawbar Pull. (b) Speed of the train.

4.7 TEST EQUIPMENTS AND INSTRUMENTATION 4.7.1 The particulars of the instruments used for measuring/recording the various

parameters are detailed below:

Parameter Indication instrument Recording instrument1. Drawbar Pull Strain Gauged Drawbar Graphtech recorder. 2. Speed Digital Speedometer fitted in Dyn. car. Graphtech recorder. 3. Time Stop watch ----

4.8 TEST PROCEDURE: 4.8.1 Power Characteristics at 8th Notch:

(a) Tests were conducted to study the power characteristics of the locomotive while working on 8th notch up-to a maximum speed of 100 km/h.

(b) While approaching the test section, the test loco was kept at 8th notch and draw bar pull were recorded at different balancing speed by the application of dynamic brakes of multiple WDG2 control locomotives.





4.8.2 Adhesion Tests: For the starting adhesion tests, the test locomotive was kept leading while braking locos were kept in rear. Braking locos were used for developing enough load so that leading test loco slips but does not move. Adhesion at start was determined by measuring the drawbar pull of the locomotive at the time of wheel slip while starting fully braked train. The braking was achieved by applying brakes from the control locomotives. The test locomotive was gradually notched up till any of the wheel slipped. During this operation the following parameters were recorded: • Drawbar Pull. • Notch Position. • Sequence of wheel slipping. • Location of the test.

The adhesion percentage was calculated as follows: %age Adhesion = {DB pull at wheel slip + Starting Resistance of Loco}x 100

Total adhesive Weight of the locomotive

4.8.3 Dynamic Brake Tests:

For the dynamic brake tests, the formation of the test special was arranged in such a way that the two WDG2 locomotives in MU operation, which were otherwise being used for braking purpose, were leading followed by Dynamometer Car and the test loco was kept at the rear most. The tests were conducted on level tangent track. The train was allowed to accelerate quickly to the speed higher than the required speed and then dynamic brakes were applied from the test locomotive. Leading locos were put to maintain the test speed for a period of 2-3 minutes by manipulating the notch position. The maximum dynamic brake was applied from test locomotive by keeping the handle in maximum position. During these test following parameters were recorded: • Drawbar Pull. • Speed. • Time.

4.8.4 Starting Resistance: Starting resistance was measured by putting tension capsule meter between test loco and dynamometer car. After applying the brakes from rear control locomotives, the screw coupling was tightened to the extent when the wheels of test locomotive just start moving. At this time the reading was taken from tension capsule meter. The same test was repeated at different locations and an average value was worked out.




4.8.5 Rolling Resistance: The rolling resistance of the locomotive up to a speed of 100 km/h was determined

by coasting method. The locomotive was accelerated up to the desired speed on a level track and the power was switched off. The locomotive was allowed to decelerate under its own resistance. The instantaneous speed values were read out after a fixed time interval from a wheel pick up device fitted on one of the axle of the test loco. From the speed and time relationship, locomotive resistance was worked out statistically and the rolling resistance curve in the form of R = a + bv + cv2 was plotted.

6. CONCLUSIONS

5.1 Power Rating and Tractive Effort Characteristics:

The speed Vs. tractive effort curve at 8th notch based on the test values when compared with the design curve, shows that the test values follow the design curve closely.

(Para 5.1.5 ) 5.2 Starting Adhesion:

Starting adhesion tests were tried on well-maintained main line track and it was observed that the wheel did not slip even at 8th notch on a few locations. The locomotive is able to develop an average tractive effort of 52.5t under dry sanded rail condition on 8th notch indicating starting adhesion percentage of the locomotive as 41.7%. The maximum 29.8 % of starting adhesion was found at 50% slip risk on main line with dry sanded rail and the minimum 6.5% of starting adhesion was found at 50% slip risk on loop / yard line with wet unsanded rail.

(Para 5.2.2)

5.3 Dynamic Brake Characteristics: The Rheostatic brake effort at 8th notch was observed following the design curve on higher side in the speed range of 10 to 53 km/h and was found to be 18.75 t. However, for speed range of 57 km/h and above the brake effort developed followed the design curve on lower side having average difference of 1 t . (Para 5.3)

5.4 Starting & Rolling Resistance: The average starting resistance of the locomotive was found to be 334 kg. i.e. 2.65 kg/t. The specific rolling resistance follows the following equation

R = 1.85 + 0.0342 V + 0.00021 V2 (Para 5.4)



Annexure 8

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