reasoned document - rdso.indianrailways.gov.in

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Item

Reasoned Document

Existing Para of IRS:T-48 incorporating ACS No. 1

Modification proposed by RDSO in IRS:T-48

Stakeholders’ comments RDSO Comments Final Draft of modification proposed

Para 1.0 of Preface

Para 427 (2) of IRPWM provides that Track mounted gauge face lubricators should be provided on curves of radius 875 m (2°) and sharper on Broad Gauge and of radius 300 m and less on Meter Gauge to reduce rail gauge face wear. On routes where rail grinding is in practice, Track mounted automatic gauge face lubricators should be provided on curves of radius 1400m (1.250) and sharper on Broad Gauge. Trial was undertaken with hydraulic, electronic with AC power and electronic with solar power lubricators on sharp curves in ghat sections. Based on experience of trial and inputs from various stake holders, the “Technical specification for Track Based Lubricators (Electronic & Hydraulic Type)” was prepared by RDSO.

Para 424 (2) of IRPWM provides that Track mounted gauge face lubricators should be provided on curves of radius 875 m (2°) and sharper on Broad Gauge to reduce rail gauge face wear. On routes where rail grinding is in practice, Track mounted automatic gauge face lubricators should be provided on curves of radius 1400m (1.250) and sharper on Broad Gauge. Trial was undertaken with hydraulic, electronic with AC power and electronic with solar power lubricators on sharp curves in ghat sections. Based on experience of trial and inputs from various stake holders, the “Technical specification for Track Based Lubricators (Electronic & Hydraulic Type)” was prepared by RDSO.

1. SCR Comments: No Comment

2. M/s Rikkon Lubes comments: No comment

3. Nagory Foster Comment: No Comment

4. TMM Dte. Comments: No Comment

1. SCR Comments: Not Required

2. M/s Rikkon Lubes comments: Not Required

3. Nagory Foster Comment: Not Required

4. TMM Dte. Comments: Not Required

Para 424 (2) of IRPWM provides that Track mounted gauge face lubricators should be provided on curves of radius 875 m (2°) and sharper on Broad Gauge to reduce rail gauge face wear. On routes where rail grinding is in practice, track mounted automatic gauge face lubricators should be provided on curves of radius 1400m (1.250) and sharper on Broad Gauge. Trial was undertaken with hydraulic, electronic with AC power and electronic with solar power lubricators on sharp curves in ghat sections. Based on experience of trial and inputs from various stake holders, the “Technical specification for Track Based Lubricators (Electronic & Hydraulic Type)” was prepared by RDSO.

Para 3.0 of Preface

Railways shall undertake procurement of track mounted gauge face lubricators as per their

Railways shall arrange track mounted gauge face lubricators as per





Railways shall arrange track mounted gauge face lubricators as per

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requirement to meet the provisions of IRPWM. The gauge face lubrication on mild curves shall also be necessary in area where Rail grinding is being done.While undertaking procurement, Zonal Railway shall also ensure that

(i) Adequate arrangement is made for Lubricant to be used with lubricators to avoid idling. Performance Parameters of Lubricant to be used in Lubricators have been laid down in the specification.

(ii) The availability of friction measurement equipment shall be ensured for measurement of friction between rail and wheelto judge the efficacy of lubricant and lubricators installed for the purpose.

(iii) Adequate arrangement of operation and maintenance of lubricators

requirement to meet the provisions of IRPWM through service contract. The agency would arrange, install on track and commission the lubricator system as per Zonal Railway’s requirements and will ensure its proper functioning during the service contract period. The scope of work will be for minimum 3 years. While providing service to Zonal Railways, agency would ensure that:-


(ii) Availability of friction measurement equipment shall be ensured for measurement of coefficient of friction at gauge face corner of outer rail of curve to judge the efficacy of lubricant and lubricators installed for the purpose, as specified.

(iii) Adequate arrangements for operation and maintenance of

3. Nagory Foster Comment: A pure service contract is not commercially feasible for any supplier in India, given the standard payment terms and conditions of Indian Railways. It is operationally impossible for any company in India to service thousands of machines, scattered all across the vast Indian railway network. The amount of manpower required for this, combined with the traveling, lodging, logistical expenses involved, will make this task cost-prohibitive and will increase the cost to Indian Railways by many folds.

On the other hand, the maintenance task is quite simple and can be done easily by local Railway staff/gangman, who we can easily train. The task of filling grease is also very simple and can be done easily by local Railway staff/ gangman. If the supplier is asked to depute a technician at the site for these same simple tasks, the cost will be many times higher, but it will add almost no value for the Railways. (i) No Comment (ii) The tribometer is a very expensive device that requires highly skilled and specially trained operators. The tribometer itself is 10 times more expensive than a

3. Nagory Foster Comment: As per present practices being followed by the Zonal Railways, Lubrication systems are procured by the Zonal Railways for each site as per requirement with two year warranty and 3 year AMC period as per technical specification IRS: T-48, June 2013. However, in many cases, it is reported by the Zonal Railways that after installation of the lubrication system, proper timely maintenance is not provided by the supplier after repetitive complaint by the concern Zonal Railways, which subsequently hinders the purpose of installation of lubricator system Regular supervision and maintenance is required for effective operation and proper functioning of the lubricator to achieve required benefits. From this perspective it has been decided that operation, close supervision and maintenance of system will also be done by the agency itself so that purpose of lubrication can be achieved effectively. Hence, Proposal is not agreed. (i) Not required

(ii) Only way to assess the effectiveness of lubrication is the measurement of coefficient of friction at gauge face corner. Co-efficient of friction to be measured as per frequency mentioned in para 10.1 i.e.

requirement to meet the provisions of IRPWM through service contract. The agency (RDSO approved firm only) would arrange, install on track and commission the lubricator system as per Zonal Railway’s requirements and will ensure its proper functioning during the service contract period. The scope of work will be for minimum 3 years. While providing service to Zonal Railways, agency would ensure that: -


(ii) Availability of friction measurement equipment shall be ensured for measurement of coefficient of friction at gauge face corner of outer rail of curve to judge the efficacy of lubricant and lubricators installed for the purpose,

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lubricators including supply of consumables and spare parts as required. The entire cost of operation and maintenance would be borne by the agency.

lubricator. NFPL has two tribometers imported from LB Foster/Salient Systems of the USA. For this reason, it is not commercially possible to test every single installed machine with a Tribometer. As per best practices in the USA and other developed countries, Tribometer is only used in special circumstances upon special request from the user. We should follow the same best practice here in India. I suggest that Railways can procure Tribometers for every division, so that concerned officers can check the performance of the machines as per track inspection schedule.

(iii) This is only possible if the lubricator itself is purchased and owned by the Railways. It is not commercially possible for any supplier to secure and oversee thousands of small lubricators scattered all across the vast Indian Railways track network. No supplier in India has such an extensive maintenance and operation man power network. Trying to meet such a requirement will significantly and exorbitantly increase the cost of the supplier and consequently the price charged to Indian Railways. The primary cost associated with points (i) and (iii) above are associated with

monthly or higher. The equipment procured by the agency will be the property of agency which can be used by the agency at different locations at different times. (iii) Already covered in above para Hence, no change is required.

as specified.

(iii) Adequate arrangements for operation and maintenance of lubricators including supply of consumables and spare parts as required. The entire cost of operation and maintenance would be borne by the agency.

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the cost of traveling and lodging of the engineers required to visit thousands of machines scattered all across the Indian Railways network. 4. TMM Dte. Comments: (i) Where to buy Track

Based Lubricators (From RDSO approved firm or any firm). Please clarify this, since now on installation of lubricators will be done through service contract.

4. TMM Dte. Comments: (i) Lubricators are small track machine and shall be procured only from the manufacturer/supplier, approved by RDSO and as per specification approved by RDSO. Same has been reiterated through para 8.6 of comprehensive guidelines for small track machine vide letter dated TM/SM/Track/Vol. 50 dated 13/24.09.2018. Hence, Para has been changed accordingly.

Electronic Type

Para 3.0 SERVICE CONDITIONS

3.1 System should be able to work under following service conditions:

i) Ambient temperature : 00C to 50 0C

ii) Rail temperature :(-)100C to(+) 750C

iii) Humidity: 40-100%

iv) Rainfall: Fairly heavy

v) Atmospheric condition :

SERVICE CONDITIONS


i) Ambient temperature:

00C to 50 0C

ii) Rail temperature:

(-)100C to(+) 750C

iii) Humidity:40-100%

iv) Rainfall :

1. SCR Comments: Para 3.5Normal life of lubricatoris about 4 to 5 years. Hence, the provision will encourage installation of old gauge face lubricator, which has already exhausted its life. Thus, the same may be reviewed and reworded. SCR is of the opinion that it should be new GFL.

1. SCR Comments: As per existing provision mentioned in IRS:T-48, 2 years warranty and AMC for a minimum three years after completion of warranty is applicable. From this, it is inferred that life would be at least 5 years. However, actual life would be known once these equipment is older than 5 years after installation in the field. Therefore it is kept that lubricator system would not be older than 5 years. Further, it is responsibility of agency for proper functioning of lubricator

SERVICE CONDITIONS



ii) Rail temperature: (-)100C to (+) 750C

iii) Humidity : 40-100%

iv) Rainfall : Fairly heavy

v) Atmospheric

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Very dusty, heavy fog

3.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signalling purpose is up to 12 volts and the corresponding current upto 1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect.

3.3 The lubricator system should be such that it does not affect the signalling system.

3.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be furnished.

Fairly heavy

v) Atmospheric condition : Very dusty, heavy fog

2.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signalling purpose is up to 12 volts and the corresponding current upto 1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect. 2.3 The lubricator system should be such that it does not affect the signalling system. 2.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be

2. M/s Rikkon Lubes

comments: No comment

3. Nagory Foster Comment: No comment

4. TMM Dte. Comments: No

comment

during the service contract period. In addition to this, penalty as per additional para of payment will also be imposed on the agency in case the lubrication system fails to give service. Hence, no change is required. .




condition: Very dusty, heavy fog

3.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signalling purpose is up to 12 volts and the corresponding current upto 1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect. 3.3 The lubricator system should be such that it does not affect the signalling system. 3.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be furnished.

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furnished. 2.5 At the time of installation of lubricator system, the lubricator system would not be older than 5 years.

3.5 At the time of installation of lubricator system, the lubricator system would not be older than 5 years.

Para 4.0 DOCUMENTS TO BE SUPPLIED

i. Installation Manual

ii. Maintenance Manual

iii. Service Manual

iv. Part Manual

DOCUMENTS TO BE SUPPLIED AND TRAINING



iii. Service Manual

iv. Part Manual

v. Action Plan for providing the services

Necessary training required to Railway officials for monitoring of performance of the equipment would be imparted by the agency.

1. SCR Comments:(v) Officials training to include how to monitor, whether lubrication is effective and carry forward is correct and how to measure coefficient of friction.

2. M/s Rikkon Lubes

comments: No comment 3. Nagory Foster Comment:

No comment 4. TMM Dte. Comments: No

comment

1. SCR Comments:Para elaborating the training to Railway officials for monitoring of performance of the equipment has already been added. Hence, no change is required.







iii. Service Manual

iv. Part Manual



Para 7.2 Power Supply:

Application system should be designed to accommodate both direct electrical connection to an AC power source, and to operate independently using a solar panel and battery.

a. AC Power : Unit should also be workable with 230 volts, 50Hz. Supply. It should be able to withstand voltage fluctuation in the range of 180-260 volts.

b. Solar Power :The unit should be supplied with a solar panel and

Power Supply:

Application system should be designed to operate either with direct electrical connection to AC power source or independently using a solar panel and battery.

a. AC Power : Unit should also be workable with 230 volts, 50Hz. Supply. It should be able to withstand voltage fluctuation in the range of 180-260


2. M/s Rikkon Lubes comments: Para 7.2 Power Supply: It should be mentioned that power supply and source for Electronic Type Other Than Solarshould be provided by the Purchaser/Railway DIvision.


4. TMM Dte. Comments: No comment


2. M/s Rikkon Lubes comments: it will be applicable as per GCC provisions. Hence, no change is required.



Power Supply:

Application system should be designed to operate either with direct electrical connection to AC power source or independently using a solar panel and battery.

a. AC Power : Unit should also be workable with 230 volts, 50Hz. Supply. It should be able to withstand voltage fluctuation in the

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battery system. The solar panel should be able to charge a sealed, deep-cycle, battery designed for extended use outdoors without high wattage recharging. Erection of solar panel should be done in a manner so as to prevent vandalism. To prevent theft / for protection of solar panel it should be mounted on minimum 8.5 meter high mast, suitably protected by barbed wires or other suitable means. Solar panel should also be protected against damage from brick batting etc.

The solar panel post should be fixed on suitably designed foundation and provided with lightening protection arrangement, if required. Solar panel post should be enclosed / surrounded by masonry wall with wire fencing on its top.

volts.

b. Solar Power :The unit should be supplied with a solar panel and battery system. The solar panel should be able to charge a sealed, deep-cycle, battery designed for extended use outdoors without high wattage recharging. Erection of solar panel should be done in a manner so as to prevent vandalism. To prevent theft / for protection of solar panel it should be mounted on minimum 8.5 meter high mast, suitably protected by barbed wires or other suitable means. Solar panel should also be protected against damage from brick batting etc.


range of 180-260 volts.

b. Solar Power :The unit should be supplied with a solar panel and battery system. The solar panel should be able to charge a sealed, deep-cycle, battery designed for extended use outdoors without high wattage recharging. Erection of solar panel should be done in a manner so as to prevent vandalism. To prevent theft / for protection of solar panel it should be mounted on minimum 8.5 meter high mast, suitably protected by barbed wires or other suitable means. Solar panel should also be protected against damage from brick batting etc.


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Para 7.9 Applicators:

The application bars should clamp securely to the rail and be adjustable for different sizes of rails being used in India and distribution configurations. It should have coverage of minimum 1 Km or 2 Km as the case may be with the recommended high quality rail-road lubricant. Temperature range should be same as for hose.

All bars should mount to rail in such a way so as to minimise the wastage of material from leakage around mounting.

The applicators should be multi-port configuration designed to deposit material uniformly along the length of the applicator. Internally, each applicator should incorporate passageways designed so as to equally balance distribution from each port opening. These passageways should be finished such as to minimize sticking and clogging of material within the applicators.

Gauge face lubrication applicators should be mounted such that gauge face lubricant is deposited on to the upper portion of the rail’s gauge face so as to come in contact with wheel flange.

No Changes Proposed No changes has been proposed in the ACS-2, however, TMM Dte has submitted additional comment on this para.

TMM Dte. Comments: In para 2.3(ACS-1) and para 6.0. It is mentioned that applicators should be multi-port. But minimum no. of port has not been mentioned. Hence minimum no. of port should be specify.

TMM Dte. Comments: Para already stated that applicator should be multiport. However, in report No. CT-26 ‘Field Trial of Track Based Lubricators’ M/s Portec’s lubricator has 50 ports in each applicator. Also TMM Dte vide note dated 31.05.2021 indicated that in lubricators approved by TMM Dte., number of ports in applicator vary from 12 to 48nos. Considering above, to keep the specification objective type minimum no. of ports may be kept as 10.

Hence, Para has been modified accordingly.

Applicators:



The applicators should be multi-port (minimum 10 ports per applicator) configuration designed to deposit material uniformly along the length of the applicator. Internally, each applicator should incorporate passageways designed so as to equally balance distribution from each port opening. These passageways should be finished such as to minimize sticking and clogging of material within the applicators.

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Para 8.0 LUBRICANT:

A suitable lubricant for heavy rail road traffic should be used which is compatible with the system. Its lubricity should be such that it shall be capable of providing a value of Coefficient of friction not greater than 0.25 on the gauge face corner of rail.

The lubricant should be non-inflammable, non-toxic and non-health hazard. It should not give adverse effect on rolling stock components and track components i.e. rails, sleepers, fastenings, ballast etc.

Lubricant should be resistant to both water and high temperature. It should not get washed away in rain/moist conditions and also should not get softened or run down during high temperatures prevailing in the country.

The supplier will give detailed specifications of lubricant to comply the above requirement and scrutiny of the offer. The supplier will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered and

LUBRICANT:




The agency will give detailed specifications of



3. Nagory Foster Comment: Having a good lubricator system/hardware is only part of the solution. It is equally important to use a good NLGI 2 rated grease. The only grease that can meet the requirements mentioned above in most weather conditions, must have a minimum NLGI rating of 2. There are more than 25 companies that can supply this type of grease. If a grease with an NLGI rating of less than 2 is used, It will melt in the long hot summer months of India, and it will then spread all over the rail head and the sleepers. The carry down distance of such a grease will also be substantially less during summer months. A good NLGI 2 grease will work with every lubricator systems regardless of who the



3. Nagory Foster Comment: Performance parameters of lubricant desired for Indian Railways conditions is mentioned in the specification. There are various types of lubricant specific lubricating systemswhich are available worldwide. Therefore functional performance of lubricant has been included in place of specific values or grade of their physical and chemical properties. The lubricants fulfilling all performance parameters mentioned in the specification can be used in the lubricators by the agency at his own discreation. Specific values of Physical and chemical properties of lubricant are not mentioned in the specification as specification is generic in nature. Hence, no change is required.

LUBRICANT:

A suitable lubricant for heavy rail road traffic should be used which is compatible with the system. Its lubricity should be such that it shall be capable of providing a value of Coefficient of friction not greater than 0.25 on the gauge face corner of rail. Coefficient of friction will be measured by a calibrated Tribometer/Tribotester.


Lubricant should be resistant to both water and high temperature. It should not get washed away in rain/moist conditions and also should not get softened or

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their unit rates so that overall financial implication of the lubrication system offered by the agency can be arrived at by the tender committee.

The supplier of the equipment should ensure continuous supply of lubricant for at least three years for which a separate offer may be given. No price variation shall be entertained for lubricants during these three years.

lubricant to comply the above requirement and scrutiny of the offer. The agency will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered.

manufacturer is. This is a key specification that is missing from the RDSO document.

4. TMM Dte. Comments: (i) In para 2.4 (ACS-1), the

term suitable lubricants is not clear. The grade of the lubricant should be specified.

(ii) A new para regarding

method and procedure for measurement of coefficient of friction at gauge face corner of rail.

(iii) The name of the instrument measuring the coefficient of friction must be indicated.

4. TMM Dte. Comments: (i) Performance parameters of

lubricant desired for Indian Railways conditions is mentioned in the specification. There are various types of lubricant specific lubricating systems are available worldwide. Therefore functional performance of lubricant has been included in place of specific values of their physical and chemical properties. The lubricants fulfilling all performance parameters mentioned in the specification can be used in the lubricators. Specific values of Physical and chemical properties of lubricant are not mentioned in the specification as specification is generic in nature.

Further, during vendor approval for lubricator by TMM Dte. RDSO, lubricant compatible with the lubricator is approved based on the performance parameters as mentioned in the specification and compatible lubricant is also mentioned in the approved RDSO vendor directory. Therefore, compatible lubricant in combination with Lubricator as approved by

run down during high temperatures prevailing in the country.

The agency will give detailed specifications of lubricant to comply the above requirement and scrutiny of the offer. The agency will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered.

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RDSO will be used in the field for lubrication. Hence, no change is required.

(ii) & (iii) Tribometer is an

instrument that measures coefficient of friction, between two surfaces in contact. Tribotester is the general name given to a machine or device used to perform tests and simulations of wear, friction and lubrication. Often Tribotesters are extremely specific in their function fabricated by different manufacturers. Tribometers are often referred by the specific contact arrangement they simulate or by the original equipment developer. it is not advisable to add specific type of instrument and method of measurement in the specification to keep it generic. However name of the instrument has been added as in general term now. Further, It is important that the instrument is reliable, hence only calibrated instrument should be used. Hence, Para has been modified accordingly.

Para 9.0 DOCUMENTATION: 9.1 Documentation of the track based lubricator system should be supplied comprising of detail of diagram, electrical and electronic designs with

DOCUMENTATION: 9.1 Documentation of the track based lubricator system should be supplied comprising of detail of diagram, electrical and

1. SCR Comments: Para 9.3:The carry down effects and coefficient of friction should be measured and maintained by Railway official instead of agency or at least jointly measured and

1. SCR Comments:it is already covered in para15 of the specification. Hence no change is required.

DOCUMENTATION: 9.1 Documentation of the track based lubricator system should be supplied comprising of detail of diagram,

https://en.wikipedia.org/wiki/Coefficient_of_friction�



https://en.wikipedia.org/wiki/Simulation�

https://en.wikipedia.org/wiki/Wear�

https://en.wikipedia.org/wiki/Lubrication�

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descriptions, component materials/part number, equivalent international part number, component specification etc. along with explanatory notes and comments wherever necessary. 9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each

electronic designs with descriptions, component materials/part number, equivalent international part number, component specification etc. along with explanatory notes and comments wherever necessary. 9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each. 9.3 Record of specification of Lubricant used, its frequency of filing in the tank, consumption rate etc. and performance of equipment in terms of coefficient of friction and carry down effect shall be maintained on regular basis by the agency.

recorded. 2. M/s Rikkon Lubes


3. Nagory Foster Comment: 9.1 - No Comment 9.2 - No Comment 9.3 - The consumption of grease depends the most on the number of wheels that passes over the machine. Since the supplier has no control or influence over the traffic density of Indian Railway trains at any location, the supplier cannot logically or practically estimate with any confidence the amount of grease that will be consumed at any location on Indian Railways. Since grease is a very expensive consumable, and the contracts are multi-year contracts, it is financially not possible to estimate the cost or quantity of grease supplied during a three-year contract. Indian Railways should specify some minimum qauntity of grease to be procured from the supplier with each lubricator. The rest can be purchased on quarterly basis depending on consumption rate at different locations. 4. TMM Dte. Comments: No Comment


3. Nagory Foster Comment: 9.1 Not Required 9.2 Not Required 9.3 The number of trains generally on any particular section can easily be known. Also the consumption of grease may vary with grease grade/quality, curve length, environmental conditions, machine configuration etc. Therefore, approximate consumption of grease for particular section can easily be calculated by agency. Hence no change is required. 4. TMM Dte. Comments: Not Required

electrical and electronic designs with descriptions, component materials/part number, equivalent international part number, component specification etc. along with explanatory notes and comments wherever necessary. 9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each. 9.3 Record of specification of Lubricant used, its frequency of filing in the tank, consumption rate etc. and performance of equipment in terms of coefficient of friction and carry down effect shall be maintained on regular basis by the agency.

Para 10.0 PERFORMANCE CERTIFICATE: PERFORMANCE 1. SCR Comments: No 1. SCR Comments: Not PERFORMANCE

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The application system (Lubricator and Lubricant) must be proven and should function in all climatic conditions in India. Performance Certificates in this regard from user railway systems shall be furnished by tenderer/supplier along with the offer.

Performance certificate for satisfactory service of the lubricant for various functional requirements as stated in Para 8.0 above in similar environment as prevailing in India must be submitted by tendered/supplier along with his offer. Such performance certificates should be issued by relevant user railways.

CERTIFICATE:

The application system (Lubricator and Lubricant) must be proven and should function in all climatic conditions in India. Performance Certificates in this regard from user railway systems shall be furnished by agency along with the offer.

Performance certificate for satisfactory service of the lubricant for various functional requirements as stated in Para 8.0 above in similar environment as prevailing in India must be submitted by agency along with his offer. Such performance certificates should be issued by relevant user railways.

Comment 2. M/s Rikkon Lubes

comments: No comment 3. M/s Nagory Foster

Comment: In good track condition and decent weather condition, a lubricator using a good grease can provide the desired coverage and coefficient of friction required by Indian Railways. However, both of these parameter depends upon the various parameters which have out of control of the supplier factors such as rail wheel contact along the curve, wear rate of the railhead on the gauge side, how hot the rail is during the summer months, how severe the rainfall is during the rainy season, frequency of train traffic at the site. Because of these factors the same machine, using the same grease, on a similar curve, can have different carry down at different sites. Once a lubricator has been approved by RDSO, it has been clearly demonstrated that this particular machine (from approved OEM) can provide the required coverage and coefficient of friction. However, both of these parameters can vary from site to site because of multiple factors which are not in control of the supplier. Therefore, once the lubricator

Required 2. M/s Rikkon Lubes

comments: Not Required 3. Nagory Foster Comment: As per para 3 of Preface of specification, only RDSO approved firm would arrange, install on track and commission the lubricator system. So, Once an application system (Lubricator and Lubricant) is approved by RDSO, it would be considered as an acceptable application system, which meets the specification. Therefore, Performance Certificates in this regard is not required further. Hence, para is deleted accordingly.

CERTIFICATE:

Para deleted.

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is properly approved by RDSO it should be considered as an acceptable machine, which meets the RDSO specification. The focus should be on creating a successful 'Rail Lubrication Program' for Indian Railways through logical and practical collaboration between the Supplier and the Railways. 4. TMM Dte. Comments: No

Comment

4. TMM Dte. Comments: Not

Required

Para 11.0 SPARE PARTS: 11.1 Expected life of components should be listed along with their condemning limits. The component should be detailed in a separate list indicating description, part number, quantity and whether imported or indigenous. 11.2 The supplier should furnish list of components/spare parts which are expected to be required for trouble free operation and maintenance of the system for a period of 3 years after the warranty period indicating their description, part number, equivalent international part number, quantity and price. The price so quoted shall be valid for at least two years after the expiry of warranty period. The purchaser reserves the right to purchase these spares along with system and/or after expiry of warranty period. The manufacturer shall also guarantee availability of

SPARE PARTS: To be deleted



3. Nagory Foster Comment:

No Comment 4. TMM Dte. Comments: No

Comment




Not Required


Para deleted.

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all required spare components to ensure trouble free service for at least ten years after warranty. For parts to be procured from the market, imported or indigenous, the sources and details should be provided.

Para12.0 TOOLS:

All tools including measuring equipments required for diagnostics/fault finding and normal maintenance/repair should be supplied as' a complete kit. The list of such tools and equipments proposed to be supplied with system should be furnished as a part of maintenance/repair manual.

To be deleted 1. SCR Comments: No Comment

2. M/s Rikkon Lubes



Comment





Para deleted.

Para13.0 WARRANTY: 13.1 The supplier should ensure that system supplied including all parts, components etc. used is free from manufacturing and faults in design, material, workmanship and should be of the highest quality and in conformity with the contract specifications. 13.2 The warranty shall expire after 24 (twenty four) months from the date of acceptance i.e. from the date of issue of commissioning certificate after field validation of the system by purchaser. 13.3 Any part of the rail lubricating unit failing or proving unsatisfactory in service due to defective design, material or workmanship within two years from date of issue of commissioning

Responsibilities of Agency: 13.1 The agency would ensure that system installed including all parts, components etc. used is free from manufacturing, design, material, and workmanship defects and should be of the highest quality and in conformity with the specifications. 13.2 Para 13.2 deleted 13.3 Any part of the rail lubricating unit failing or proving unsatisfactory in service would be replaced by the agency at its own cost.

13.4 In case the



3. Nagory Foster Comment: Security: Most of the lubricators are installed in remote locations where it is not possible to post guards or provide security at each location. No supplier in India has a network for security to safeguards the machines installed across all over the Indian railway network. Suppliers can provide basic common sense features to discourage the theft of the machine and its part. but it is impossible for any supplier to make the machine theft and



3. Nagory Foster Comment: The lubricating arrangement should have anti-vandalism and anti-theft features as per para 7.3.As per Para 7.3, ‘The vendor has to provide satisfactory solution to make complete unit theft/vandalism proof and safety against damage to any part of the equipment. The steel tank containing the complete equipment including control panel etc. should be enclosed with suitable fencing system having separate door with lock and key arrangements.’ This

Responsibilities of Agency 13.1 The agency would ensure that system installed including all parts, components etc. used is free from manufacturing, design, material, and workmanship defects and should be of the highest quality and in conformity with the specifications. 13.2 deleted 13.3 Any part of the rail lubricating unit failing or proving unsatisfactory in service would be replaced by the agency at its own cost. 13.4 Deleted

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certificate shall be replaced by the suppliers at his own expense. In the event of immobilization of rail lubrication unit owing to defect in design, material or workmanship, this warranty period shall be extended for the duration of the said period of immobilization. Further, should any design modification be made in any part of the equipment offered, the period of 24 months would commence from the date of modified part is commissioned in service. The cost of such modification shall be borne by the supplier. 13.4 The time limit for attending the defects during warranty period by the service engineer of supplier is 10 days from the date of registering of the complaint with him. A penalty of 1% of purchased price of the equipment, per week or part thereof, shall be imposed for delayed attention. 13.5 15% of the cost of the equipment shall be kept as "warranty bond" with the Railways, which shall be refunded on the expiry of warranty period. This can be in the form of bank guarantee also for the requisite period.

lubrication system fails to give service as specified in para 10.1, no payment will be made to the agency for that period, calculated on pro rata basis. In addition to this, penalty of 10% of the payment as calculated above will also be imposed on the agency.

13.5 To be deleted

vandalism proof especially since they are installed in remote locations. We need to be careful to make sure the security measures don't become more expensive the machine itself having such a requirement will become counterproductive and will greatly increase the cost of lubricators to Indian railways.


arrangement can be provided by the agency to make the equipment theft/vandalism proof.

Further, all security provisions applicable for security of other railway items/Track components in railway land would also be applicable for lubricant system. Hence, no change is required.


Para 13.4 is related to payment hence, it has been deleted from here and added in the additional para of payment suitably.

13.5 Deleted

Para14.0 SERVICE ENGINEERS: The supplier should provide at his own expense the services of competent engineers during the warranty period for any manufacturing and design defects. Service engineers should be

SERVICE ENGINEERS: The agency should provide at his own expense the services of competent engineers during the entire service period. Service engineers should be







SERVICE ENGINEERS: The agency should provide at his own expense the services of competent engineers during the entire service period. Service engineers

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available for commissioning of rail lubricators for regular service, for imparting instructions to operating, repair and maintenance as mentioned in Para 16.3. These engineers should also advise the railways on appropriate maintenance tests in operating, repair and staff training facility.

available for commissioning of rail lubricators for regular service, trouble free operation, repair and maintenance.


Comment

Not Required


should be available for commissioning of rail lubricators for regular service, trouble free operation, repair and maintenance.

Para 15.0 Inspection:

The inspection of rail lubricators shall be carried out by purchaser or his authorized representative.

Inspection: (i) The inspection of rail

lubricators shall be carried out by the Zonal Railways during installation of equipment.

(ii) Inspection for Performance monitoring will be carried out as per para 10.1 by Zonal Railways. Representative of service provider should also be on site at the time of inspection.





Comment








Para16.0 TRAINING: 16.1 Supplier should provide adequate training to four Indian Railway officials of Zonal Railway making procurement, in calibration, operation, repair and maintenance of the system. 16.2 The theoretical part of the training regarding repair and maintenance including explanation, flow chart etc. shall be completed before installation of system in the field. 16.3 A complete training





Comment





Para Deleted

of 33

programme covering system installation, operation, troubleshooting and maintenance should be offered, which shall be inclusive in the offer. This will be imparted during installation or any other suitable time mutually agreed by Railway Administration and the firm, to the satisfaction of Engineer In-charge. 16.4 In case any training is required abroad, the same should be specifically mentioned giving details.

Para17.0 AMC(Annual Maintenance Contract):

Annual Maintenance Contract (AMC) for a period of minimum three years after completion of warranty period will be applicable. Tenderer(s) will, however, quote the cost of AMC separately. Cost of AMC for next five years i.e. "after warranty 3 years AMC" should be offered separately. The AMC will be without spares. Cost of spares and other details will be applicable as per Para 11.0 of these conditions.





Comment





Para Deleted

Additional Para

- Payment: Payment will be made in conformity with the provision of para 10.1 of the Specification.

1. SCR Comments: Para 10.1 is not related to payment. Same may be checked and reworded and linked to correct para.



1. SCR Comments:For more clarity additional para for payment has been added.



Payment: i) Coefficient of friction and carry down effect of lubricator shall be measured at a frequency of one month or higher, depending on the site conditions. Payment would be made on monthly basis subject to adequate carry down

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Comment

4. TMM Dte. Comments: Not Required Para 13.4 has been added suitably in this para as related to payment.

effect and as per these stipulations as determined by measurement of coefficient of friction.

ii) In case the lubrication system fails to give service as specified in para 10.1, no payment will be made to the agency for that period, calculated on pro rata basis. In addition to this, penalty of 10% of the payment as calculated above will also be imposed on the agency.

Additional Para

Evaluation Process TMM Dte. Comments: The criteria for prototype test and acceptance test for lubricators should be included in the specification.

Since there is no specific design/drawing for the lubricator as it may vary from vendor to vendor, therefore no prototype test is required. However, for monitoring and evaluating the performance of lubricator at the time of vendor approval, proforma being used by TMM Dte presently has been included in the specification and added as Annexure I for Electronic Type and Annexure II for Hydraulic Type lubricators.

Proforma for evaluating the performance of the Lubricator has been attached as Annexure I and II for Electronic Type and Hydraulic Type respectively.

Hydraulic Type Para 3.0 SERVICE CONDITIONS



SERVICE CONDITIONS


i) Ambient temperature : 00C to 50

1. SCR Comments: Para 3.5Normal life of lubricatoris about 4 to 5 years. Hence, the provision will encourage installation of old gauge face lubricator, which has already exhausted its life. Thus, the

1. SCR Comments: As per existing provision mentioned in IRS:T-48, 2 years warranty and AMC for a minimum three years after completion of warranty is applicable. From this, it is inferred that life would be at least 5 years.

SERVICE CONDITIONS


i) Ambient temperature :

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ii) Rail temperature : (-)100C to(+) 750C




3.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signallingpurpose is up to 12 volts and the corresponding current upto 1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect. 3.3 The lubricator system should be such that it does not affect the signalling system. 3.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be furnished.

0C

ii) Rail temperature : (-)100C to(+) 750C




3.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signalling purpose is up to 12 volts and the corresponding current upto1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect.

3.3 The lubricator system should be such that it does not affect the

same may be reviewed and reworded. SCR is of the opinion that it should be new GFL.

2. M/s Rikkon Lubes




comment

However, actual life would be known once these equipment is older than 5 years after installation in the field.

Therefore it is kept that lubricator system would not be older than 5 years. Further, it is responsibility of agency for proper functioning of lubricator during the service contract period. In addition to this, penalty as per additional para of payment will also be imposed on the agency in case the lubrication system fails to give service. Hence, no change is required. .




00C to 50 0C ii) Rail temperature:

(-)100C to (+) 750C iii) Humidity :

40-100% iv) Rainfall :

Fairly heavy v) Atmospheric

condition: Very dusty, heavy fog

3.2 On IR network the electrified traction consists of overhead electric system of either 25000 V AC or 1500 V DC with residual return current passing through one of the rails in the track. The voltage for track circuits for signalling purpose is up to 12 volts and the corresponding current upto 1 amp. passes through the other rail. The lubricator system should be able to work in above stated electric traction and signalling system and its induction effect. 3.3 The lubricator system should be such that it does not affect the signalling system. 3.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working

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signalling system.

3.4 The firm should offer proven technology with lubricator and lubricant supplied by them and working satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be furnished.

3.5 At the time of installation of lubricator system, the lubricator system not be older than 5 years.

satisfactorily in any reputed railway system of the world of similar environment prevailing in India. Certificate in this regard from relevant railway system shall be furnished. 3.5 At the time of installation of lubricator system, the lubricator system would not be older than 5 years.

Para 4.0 DOCUMENTS TO BE SUPPLIED:



iii. Service Manual

iv. Part Manual

DOCUMENTS TO BE SUPPLIED

a. Installation Manual

b. Maintenance Manual

c. Service Manual

d. Part Manual

e. Action Plan for providing the services

Necessary training required to Railway officials for monitoring of equipment shall be

1. SCR Comments:(v) Officials training to include how to monitor, whether lubrication is effective and carry forward is correct and how to measure coefficient of friction.

2. M/s Rikkon Lubes



comment

1. SCR Comments: Para elaborating the training to Railway officials for monitoring of performance of the equipment has already been added. Hence, no change is required.







iii. Service Manual

iv. Part Manual



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imparted by the agency.

Para 7.6 Applicators:



The applicators should be multi-port configuration designed to deposit material uniformly along the length of the applicator. Internally, each applicator should incorporate passageways designed so as to equally balance distribution from each port opening. These passageways should be finished such as to minimize sticking and clogging of material within the applicators.


No Changes Proposed No changes has been proposed in the ACS-2, however, TMM Dte has submitted additional comment on this para.

TMM Dte. Comments: In para 2.3(ACS-1) and para 6.0. It is mentioned that applicators should be multi-port. But minimum no. of port has not been mentioned. Hence minimum no. of port should be specify.

TMM Dte. Comments: Para already stated that applicator should be multiport. However, in report No. CT-26 ‘Field Trial of Track Based Lubricators’ M/s Portec’s lubricator has 50 ports in each applicator. Also TMM Dte vide note dated 31.05.2021 indicated that in lubricators approved by TMM Dte., number of ports in applicator vary from 12 to 48nos. Considering above, to keep the specification objective type minimum no. of ports may be kept as 10.

Hence, Para has been modified accordingly.

Applicators:



The applicators should be multi-port (minimum 10 ports per applicator) configuration designed to deposit material uniformly along the length of the applicator. Internally, each applicator should incorporate passageways designed so as to equally balance distribution from each port opening. These passageways should be finished such as to minimize sticking and clogging of material within the applicators.

Gauge face lubrication

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applicators should be mounted such that gauge face lubricant is deposited on to the upper portion of the rail’s gauge face so as to come in contact with wheel flange.

Para 8.0 LUBRICANT:




The supplier will give detailed specifications of lubricant to comply the above requirement and scrutiny of the offer. The supplier will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered and

LUBRICANT:




The agency will give detailed specifications of



3. Nagory Foster Comment: Having a good lubricator system/hardware is only part of the solution. It is equally important to use a good NLGI 2 rated grease. The only grease that can meet the requirements mentioned above in most weather conditions, must have a minimum NLGI rating of 2. There are more than 25 companies that can supply this type of grease. If a grease with an NLGI rating of less than 2 is used, It will melt in the long hot summer months of India, and it will then spread all over the rail head and the sleepers. The carry down distance of such a grease will also be substantially less during summer months. A good NLGI 2 grease will work with every lubricator systems regardless of who the



3. Nagory Foster Comment: Performance parameters of lubricant desired for Indian Railways conditions is mentioned in the specification. There are various types of lubricant specific lubricating systemswhich are available worldwide. Therefore functional performance of lubricant has been included in place of specific values or grade of their physical and chemical properties. The lubricants fulfilling all performance parameters mentioned in the specification can be used in the lubricators by the agency at his own discreation. Specific values of Physical and chemical properties of lubricant are not mentioned in the specification as specification is generic in nature. Hence, no change is required.

LUBRICANT:

A suitable lubricant for heavy rail road traffic should be used which is compatible with the system. Its lubricity should be such that it shall be capable of providing a value of Coefficient of friction not greater than 0.25 on the gauge face corner of rail. Coefficient of friction will be measured by the calibrated Tribometer/Tribotester.


Lubricant should be resistant to both water and high temperature. It should not get washed away in rain/moist conditions and also

of 33

their unit rates so that overall financial implication of the lubrication system offered by the agency can be arrived at by the tender committee.

The supplier of the equipment should ensure continuous supply of lubricant for at least three years for which a separate offer may be given. No price variation shall be entertained for lubricants during these three years.

lubricant to comply the above requirement and scrutiny of the offer. The agency will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered.

manufacturer is. This is a key specification that is missing from the RDSO document.

4. TMM Dte. Comments: (i) In para 2.4 (ACS-1), the

term suitable lubricants is not clear. The grade of the lubricant should be specified.

(ii) A new para regarding

method and procedure for measurement of coefficient of friction at gauge face corner of rail.

(iii) The name of the instrument measuring the coefficient of friction must be indicated.

4. TMM Dte. Comments: (i) Performance parameters of lubricant desired for Indian Railways conditions is mentioned in the specification. There are various types of lubricant specific lubricating systems are available worldwide. Therefore functional performance of lubricant has been included in place of specific values of their physical and chemical properties. The lubricants fulfilling all performance parameters mentioned in the specification can be used in the lubricators. Specific values of Physical and chemical properties of lubricant are not mentioned in the specification as specification is generic in nature. Further, during vendor approval for lubricator by TMM Dte. RDSO, lubricant compatible with the lubricator is approved based on the performance parameters as mentioned in the specification and compatible lubricant is also mentioned in the approved RDSO vendor directory. Therefore, compatible lubricant in combination with Lubricator as approved by RDSO will be used in the field for lubrication. Hence, no change is required.

should not get softened or run down during high temperatures prevailing in the country.

The agency will give detailed specifications of lubricant to comply the above requirement and scrutiny of the offer. The agency will also furnish the average consumption rate of lubricant per actuating wheel for all types of lubricant suitable for the equipment being offered.

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(ii) & (iii) Tribometer is an instrument that measures coefficient of friction, between two surfaces in contact. Tribotester is the general name given to a machine or device used to perform tests and simulations of wear, friction and lubrication. Often Tribotesters are extremely specific in their function fabricated by different manufacturers. Tribometers are often referred by the specific contact arrangement they simulate or by the original equipment developer. it is not advisable to add specific type of instrument and method of measurement in the specification to keep it generic. However name of the instrument has been added as in general term now. Further, It is important that the instrument is reliable, hence only calibrated instrument should be used. Hence, Para has been modified accordingly.

Para 9.0 DOCUMENTATION: 9.1 Documentation of the track

based lubricator system should be supplied comprising of detail of diagram, electrical and electronic designs with descriptions, component materials/part number, equivalent international part number, component specification etc. along with

DOCUMENTATION: 9.1 Documentation of the track based lubricator system should be supplied comprising of detail of diagram, electrical and electronic designs with descriptions, component materials/part number, equivalent international part number, component

1. SCR Comments: Para 9.3:The carry down effects and coefficient of friction should be measured and maintained by Railway official instead of agency or at least jointly measured and recorded. 2. M/s Rikkon Lubes


1. SCR Comments:it is already covered in para15 of the specification. Hence no change is required.


DOCUMENTATION: 9.1 Documentation of the track based lubricator system should be supplied comprising of detail of diagram, electrical and electronic designs with descriptions, component materials/part number, equivalent international part number,


https://en.wikipedia.org/wiki/Simulation�

https://en.wikipedia.org/wiki/Wear�

https://en.wikipedia.org/wiki/Lubrication�

of 33

explanatory notes and comments wherever necessary.

9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each

specification etc. along with explanatory notes and comments wherever necessary. 9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each. 9.3 Record of specification of Lubricant used, its frequency of filing in the tank, consumption rate etc. and performance of equipment in terms of coefficient of friction and carry down effect shall be maintained on regular basis by the agency.

3. Nagory Foster Comment: 9.1 - No Comment 9.2 - No Comment 9.3 - The consumption of grease depends the most on the number of wheels that passes over the machine. Since the supplier has no control or influence over the traffic density of Indian Railway trains at any location, the supplier cannot logically or practically estimate with any confidence the amount of grease that will be consumed at any location on Indian Railways. Since grease is a very expensive consumable, and the contracts are multi-year contracts, it is financially not possible to estimate the cost or quantity of grease supplied during a three-year contract. Indian Railways should specify some minimum qauntity of grease to be procured from the supplier with each lubricator. The rest can be purchased on quarterly basis depending on consumption rate at different locations. 4. TMM Dte. Comments: No Comment

3. Nagory Foster Comment: 9.4 Not Required 9.5 Not Required 9.6 The number of trains generally on any particular section can easily be known. Also the consumption of grease may vary with grease grade/quality, curve length, environmental conditions, machine configuration etc. Therefore, approximate consumption of grease for particular section can easily be calculated by agency. Hence no change is required. 4. TMM Dte. Comments: Not Required

component specification etc. along with explanatory notes and comments wherever necessary. 9.2 Calibration, operation, maintenance and troubleshooting manuals should be prepared in detail to the satisfaction of purchaser and supplied in six copies each. 9.3 Record of specification of Lubricant used, its frequency of filing in the tank, consumption rate etc. and performance of equipment in terms of coefficient of friction and carry down effect shall be maintained on regular basis by the agency.

Para 10.0 PERFORMANCE CERTIFICATE:

The application system (Lubricator and Lubricant) must be proven and should function in all climatic conditions in India. Performance Certificates in this regard from user

PERFORMANCE CERTIFICATE:

The application system (Lubricator and Lubricant) must be proven and should function in all climatic



3. M/s Nagory Foster Comment:

In good track condition and



3. Nagory Foster Comment: As per para 3 of Preface of specification, only RDSO

PERFORMANCE CERTIFICATE:

Para deleted.

of 33

railway systems shall be furnished by tenderer/supplier along with the offer.

Performance certificate for satisfactory service of the lubricant for various functional requirements as stated in Para 8.0 above in similar environment as prevailing in India must be submitted by tendered/supplier along with his offer. Such performance certificates should be issued by relevant user railways.

conditions in India. Performance Certificates in this regard from user railway systems shall be furnished by agency along with the offer.

Performance certificate for satisfactory service of the lubricant for various functional requirements as stated in Para 8.0 above in similar environment as prevailing in India must be submitted by agency along with his offer. Such performance certificates should be issued by relevant user railways.

decent weather condition, a lubricator using a good grease can provide the desired coverage and coefficient of friction required by Indian Railways. However, both of these parameter depends upon the various parameters which have out of control of the supplier factors such as rail wheel contact along the curve, wear rate of the railhead on the gauge side, how hot the rail is during the summer months, how severe the rainfall is during the rainy season, frequency of train traffic at the site. Because of these factors the same machine, using the same grease, on a similar curve, can have different carry down at different sites. Once a lubricator has been approved by RDSO, it has been clearly demonstrated that this particular machine (from approved OEM) can provide the required coverage and coefficient of friction. However, both of these parameters can vary from site to site because of multiple factors which are not in control of the supplier. Therefore, once the lubricator is properly approved by RDSO it should be considered as an acceptable machine, which meets the RDSO specification. The focus should be on creating a successful 'Rail

approved firm would arrange, install on track and commission the lubricator system. So, Once a application system (Lubricator and Lubricant) is approved by RDSO, it would be considered as an acceptable application system, which meets the specification. Therefore, Performance Certificates in this regard is not required further. Hence, para is deleted accordingly.

of 33

Lubrication Program' for Indian Railways through logical and practical collaboration between the Supplier and the Railways. 4. TMM Dte. Comments: No

Comment

4. TMM Dte. Comments: Not

Required

Para 11.0 SPARE PARTS: 11.1 Expected life of components should be listed along with their condemning limits. The component should be detailed in a separate list indicating description, part number, quantity and whether imported or indigenous. 11.2 The supplier should furnish list of components/spare parts which are expected to be required for trouble free operation and maintenance of the system for a period of 3 years after the warranty period indicating their description, part number, equivalent international part number, quantity and price. The price so quoted shall be valid for at least two years after the expiry of warranty period. The purchaser reserves the right to purchase these spares along with system and/or after expiry of warranty period. The manufacturer shall also guarantee availability of all required spare components to ensure trouble free service for at least ten years after warranty. For parts to be procured from the market, imported or indigenous, the

SPARE PARTS: To be deleted


2. M/s Rikkon Lubes


No Comment 4. TMM Dte. Comments: No

Comment




Not Required


Para deleted.

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sources and details should be provided.

Para12.0 TOOLS:

All tools including measuring equipments required for diagnostics/fault finding and normal maintenance/repair should be supplied as' a complete kit. The list of such tools and equipments proposed to be supplied with system should be furnished as a part of maintenance/repair manual.





Comment





Para deleted.

Para13.0 WARRANTY: 13.1 The supplier should ensure that system supplied including all parts, components etc. used is free from manufacturing' and faults in design, material, workmanship and should be of the highest quality and in conformity with the contract specifications. 13.2 The warranty shall expire after 24 (twenty four) months from the date of acceptance i.e. from the date of issue of commissioning certificate after field validation of the system by purchaser. 13.3 Any part of the rail lubricating unit failing or proving unsatisfactory in service due to defective design, material or workmanship within two years from date of issue of commissioning certificate shall be replaced by the suppliers at his own expense. In the event of immobilization of rail lubrication unit owing to defect in design, material or workmanship,

Responsibilities of Agency 13.1 The agency would

ensure that system installedincluding all parts, components etc. used is free from manufacturing, design, material, and workmanship defects and should be of the highest quality and in conformity with the specifications.

13.2 Para 13.2 deleted 13.3 Any part of the rail

lubricating unit failing or proving unsatisfactory in service would be replaced by the agency at its own cost.



3. Nagory Foster Comment: Security: Most of the lubricators are installed in remote locations where it is not possible to post guards or provide security at each location. No supplier in India has a network for security to safeguards the machines installed across all over the Indian railway network. Suppliers can provide basic common sense features to discourage the theft of the machine and its part. but it is impossible for any supplier to make the machine theft and vandalism proof especially since they are installed in remote locations. We need to be careful to make sure the security measures don't



3. Nagory Foster Comment: The lubricating arrangement should have anti-vandalism and anti-theft features as per para 7.3.As per Para 7.3, ‘The vendor has to provide satisfactory solution to make complete unit theft/vandalism proof and safety against damage to any part of the equipment. The steel tank containing the complete equipment including control panel etc. should be enclosed with suitable fencing system having separate door with lock and key arrangements.’ This arrangement can be provided by the agency to make the equipment theft/vandalism proof.

Responsibilities of Agency 13.1 The agency would

ensure that system installed including all parts, components etc. used is free from manufacturing, design, material, and workmanship defects and should be of the highest quality and in conformity with the specifications.

13.2 Deleted 13.3 Any part of the rail lubricating unit failing or proving unsatisfactory in service would be replaced by the agency at its own cost. 13.4 Deleted 13.5 Deleted

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this warranty period shall be extended for the duration of the said period of immobilization. Further, should any design modification be made in any part of the equipment offered, the period of 24 months would commence from the date of modified part is commissioned in service. The cost of such modification shall be borne by the supplier. 13.4 The time limit for attending the defects during warranty period by the service engineer of supplier is 10 days from the date of registering of the complaint with him. A penalty of 1% of purchased price of the equipment, per week or part thereof, shall be imposed for delayed attention. 13.5 15% of the cost of the equipment shall be kept as "warranty bond" with the Railways, which shall be refunded on the expiry of warranty period. This can be in the form of bank guarantee also for the requisite period.

13.4 In case the lubrication system fails to give service as specified in para 10.1, no payment will be made to the agency for that period, calculated on pro rata basis. In addition to this, penalty of 10% of the payment as calculated above will also be imposed on the agency.

13.5 To be deleted

become more expensive the machine itself having such a requirement will become counterproductive and will greatly increase the cost of lubricators to Indian railways.


Further, all security provisions applicable for security of other railway items/Track components in railway land would also be applicable for lubricant system. Hence, no change is required.


Para 13.4 is related to payment hence, it has been deleted from here and added in the additional para of payment suitably.

Para14.0 SERVICE ENGINEERS: The supplier should provide at his own expense the services of competent engineers during the warranty period for any manufacturing and design defects. Service engineers should be available for commissioning of rail lubricators for regular service, for imparting instructions to operating, repair and maintenance as mentioned in Para 16.3. These

SERVICE ENGINEERS: The agency should provide at his own expense the services of competent engineers during the entire service period. Service engineers should be available for commissioning of rail lubricators for regular service, trouble free operation, repair and maintenance.





Comment





SERVICE ENGINEERS: The agency should provide at his own expense the services of competent engineers during the entire service period. Service engineers should be available for commissioning of rail lubricators for regular service, trouble free operation, repair and

of 33

engineers should also advise the railways on appropriate maintenance tests in operating, repair and staff training facility.

maintenance.

Para15.0 Inspection:

The inspection of rail lubricators shall be carried out by purchaser or his authorized representative.








Comment





Inspection: (i) The inspection of rail lubricators shall be carried out by the Zonal Railways during installation of equipment.


Para16.0 TRAINING:

16.1 Supplier should provide adequate training to four Indian Railway officials of Zonal Railway making procurement, in calibration, operation, repair and maintenance of the system. 16.2 The theoretical part of the training regarding repair and maintenance including explanation, flow chart etc. shall be completed before installation of system in the field. 16.3 A complete training programme covering system installation, operation, troubleshooting and maintenance should be offered, which shall be inclusive in the offer. This will be

To be deleted





Comment





Para Deleted

of 33

imparted during installation or any other suitable time mutually agreed by Railway Administration and the firm, to the satisfaction of Engineer In-charge. 16.4 In case any training is required abroad, the same should be specifically mentioned giving details.

Para17.0 AMC (Annual Maintenance Contract):

Annual Maintenance Contract (AMC) for a period of minimum three years after completion of warranty period will be applicable. Tenderer(s) will, however, quote the cost of AMC separately. Cost of AMC for next five years i.e. "after warranty 3 years AMC" should be offered separately. The AMC will be without spares. Cost of spares and other details will be applicable as per Para 11.0 of these conditions.





Comment





Para Deleted

Additional Para

- Payment: Payment will be made in conformity with the provision of para 10.1 of the Specification.

1. SCR Comments: Para 10.1 is not related to payment. Same may be checked and reworded and linked to correct para.




Comment

1. SCR Comments:For more clarity additional para for payment has been added.



4. TMM Dte. Comments: Not Required Para 13.4 has been added suitably in this para as related to payment.

Payment: i) Coefficient of friction and carry down effect of lubricator shall be measured at a frequency of one month or higher, depending on the site conditions. Payment would be made on monthly basis subject to adequate carry down effect and as per these stipulations as determined by measurement of coefficient of friction.

ii) In case the lubrication

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system fails to give service as specified in para 10.1, no payment will be made to the agency for that period, calculated on pro rata basis. In addition to this, penalty of 10% of the payment as calculated above will also be imposed on the agency.

Additional Para

Evaluation Process TMM Dte. Comments: The criteria for prototype test and acceptance test for lubricators should be included in the specification.

Since there is no specific design/drawing for the lubricator as it may vary from vendor to vendor, therefore no prototype test is required. However, for monitoring and evaluating the performance of lubricator at the time of vendor approval, proforma being used by TMM Dte presently has been included in the specification and added as Annexure I for Electronic Type and Annexure II for Hydraulic Type lubricators.

Proforma for evaluating the performance of the Lubricator has been attached as Annexure I and II for Electronic Type and Hydraulic Type respectively.

reasoned document - rdso.indianrailways.gov.in

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